airbus 70 a300 a310 engine powerplant - ge cf6-80c2a5f

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CF6 80C2 ATA 70-80

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For Training Purposes Only

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CF6 - 80C2 A5F

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THIS PAGE INTENTIONALLY LEFT BLANK

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GENERAL

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CF6-80C2A5F

The CF6-80C2A5F engine is a dual-rotor, axial-flowturbofan powerplant having a high bypass ratio. The 14-stage high pressure compressor is driven by a 2-stagehigh pressure turbine, and the integrated front fan and lowpressure compressor (4 stages) is driven by a 5-stage lowpressure turbine. An annular combustor converts fuel andcompressor discharge air into energy to drive the turbines.The accessory drive system extracts energy from the highpressure, high speed rotor to drive the engine accessoriesand the engine mounted aircraft accessories.

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ENGINE SECTION

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ACCESSORY GEARBOX

Power for both engine and aircraft accessories isprovided by a system of gearboxes and shafts. Theaccessory gearbox, which is supported by thecompressor case, receives power from the core enginecompressor stub shaft. An inclined radial drive shafttransmits this power to the transfer gearbox, mountedbelow the compressor stator casing. A horizontal driveshaft then transmits the power to the core mountedaccessory drive gearbox. The accessory gearboxdrives the following equipment :

- The Integrated Drive Generator (electrical power generation).

- (2) hydraulic pumps (hydraulic power generation) .

- The Hydro Mechanical Unit and the fuel pump.

- The lube pump.

- The Permanent Magnet Alternator (electrical power for ECU) .

- The N2 shaft speed instrumentation for fuel control.

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ACCESSORY GEARBOX

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ENGINE COWLS

The nose cowl is a fixed aerodynamic fairing whichdirects the inlet airflow to the fan and core sections ofthe engine. It is mounted on the forward face of theengine fan case. The assembly is composed of anacoustic inner barrel, an outer barrel, a nose lip andforward and aft bulkheads. The nose cowl assemblyincludes a cavity to enable swirl anti-icing, andground interphone jack.

Cowls and cowl doors enclose the periphery of theengine so as to form the engine nacelle. The nacelleprovides protection for the engine and theaccessories and also ensures airflow around theengine during flight.

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NACELLE COMPONENTS

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ENGINE COWLS

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NOSE COWL ANTI-ICING SUPPLY SYSTEM

The inlet lip contains the anti-icing 'D' duct cavity.When nacelle anti-icing is selected, 11th stagecompressor air is fed via the fan case mounted anti-ice duct and the nose cowl anti-ice duct to the swirlnozzle.The swirl nozzle is located at 12 o'clock inthe the 'D' duct cavity. A slip joint is provided aft ofand mounted on the 'D' duct forward bulkhead, thisallows duct thermal expansion. Four panels allowanti-ice system inspection.

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NOSE COWL ANTI-ICE SUPPLY SYSTEM

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ANTI- ICE VENT TO ATMOSPHERE

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NACELLE ACCESS DOORS AND OPENINGS

A pressure relief door is located in the left fan cowl doorand the right core cowl door. The pressure relief doorsare designed to prevent excessive pressure buildupincase of a pneumatic duct failure. There is an IDGservice access door located in the cold stream on theleft side of the engine. Oil service of the IDG can becompleted from this door. The service door for servicingengine oil is located on the the right side of the fan cowl.There are access doors on the nose cowl for inspectingnose cowl anti-ice ducting

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NACELLE ACCESS DOORS AND OPENINGS

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FAN COWL DOORS

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FAN COWL

The fan cowl door assemblies are engine to engineinterchangeable units enclosing the engine fan casebetween the nose cowl and fan reverser cowl

The fan cowl cannot be physically latched if the fanreverser latch is not latched.

The doors have to be opened in order to open the fanreverser. Two hold open rods support each door in theopen position. Opening of these cowls provides accessto all the hardware mounted on the fan case.

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FAN COWL DOORS

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FAN REVERSER

The fan reverser is a bifurcated assembly of the twohalves forming the fan exhaust duct and nozzle, enclosingthe engine between the fan frame and the fan exhaustflow during aircraft landing. Each reverser half is splitlinewith three tension hook latches.

The fan reverser is composed of various metallic and non-metallic materials. Opening of the fan reverser will provideaccess to the reverser line replaceable units as well asaccess to the hardware mounted on the HP compressorand combustion chamber.

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THRUST REVERSER COWL

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CORE COWL

The core cowl assemblies enclose the core enginebetween the fan reverser cowl and at the exhaustnozzle. Each assembly is hung from the pylon in 3locations and latched along the bottom splitline withthree tension hook latches.

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CORE COWL DOOR

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CORE COWL DOOR

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CORE COWL / REVERSER INTERLOCK SYSTEM

The cowl interlock valves are a spool ON-OFF type thatare actuated via a cable assembly attached to the corecowl forward hinge. The valve precludes fan reverser orcore cowl damage by preventing lowering of the fanreverser and/or preventing raising the fan reverser off ofthe reverser hold open rod when the core cowl is notclosed.

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CORE COWL / REVERSER INTERLOCK SYSTEM

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ENGINE MOUNTS

Each engine is connected to the pylon by a forwardmount attached to the compressor case flange and fanframe, and by an aft mount attached to the upper portionof the turbine rear frame. The engine mounts support theengine by transmitting loads from the engine case to thepylon structure, allowing the thermal expansion of theengine without inducing additional load into either theengine or the pylon.

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ENGINE MOUNTS

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ENGINE MOUNTS

The forward engine mount carries engine thrust,vertical, and side loads. The mount is composed of amajor yoke which is joined by thrust links to the fanframe on the forward side and by thrust links to themount platform on the aft side, and to the compressorforward flange by two vertical links. The mount platformis rigidly attached to the pylon pyramid by a thrust pinand five bolts (one through thrust pin). The mount ismade of Ti-6-4, and the links of Inconel 718.

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FORWARD ENGINE MOUNT

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AFT ENGINE MOUNT

The aft mount restrains engine movement in alldirections except forward and aft. The safe lifeassembly consists of beams and links with swaged inspherical bearings on the ends. The lower mountbeam is connected to the flange of the turbine rearframe by two links and secured by bolts, washers, andnuts. The lower mount beam is connected to theupper mount beam with four bolts, which is in turnattached to the pylon with four other attach boltsthrough a tapered shim. The mount is made fromInconnel 718.

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AFT ENGINE MOUNT

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ENGINE LEFT SIDE

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ENGINE RIGHT SIDE

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ATA 73

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FADEC

The CF6-80C2A5F FADEC engine is a computer-based electronic-controlled engine Installed on theA300-600F aircraft. The FADEC system on theengine is composed of an Electronic Control Unit(ECU), Hydromechanical Unit (HMU), PermanentMagnet Alternator (PMA), engine rating plug, engineidentification plug, engine sensors, and componentsfrom the Variable Stator Vane (VSV), Variable BleedValve (VBV), High Pressure Turbine Active ClearanceControl (HPTACC), Low Pressure Turbine ActiveClearance Control (LPT ACC), and Bore CoolingValve (BCV) functions. The above main componentsare grouped into six subsystems. The FADEC systemon the engine consists of six separate subsystems:

-ECU (Sensing and Processing) -Fuel Metering

-Primary Airflow Control

-Active Clearance Control (ACC)

-Parasitic Airflow Control

-Reverse Thrust

Other equally important engine systems such asstarting, Ignition, Oil and Integrated Drive Generator(IDG) are separate systems.

The six subsystems of the FADEC system are overallcategorized into two basic functions for engineoperation:

- Information processing Function

- Engine Control Function

Information processing function refers to theFADEC's ability to input, manipulate and outputlarge amounts of electronic data. Using thesefunctions, the FADEC computer (ECU) gathersinformation about the environment and operatingconditions within the engine. With the information,the computer calculates fuel and air flows requiredto maintain engine operation at the ratedperformance levels with peak efficiency. Informationprocessing also allows the FADEC computer tocommunicate through digital buses with othercomputerized aircraft systems, including theElectronic Centralized Aircraft Monitoring (ECAM),Air Data Computers (ADC), Thrust ControlComputers (TCC) and Autothrottle System (ATS).Due to its extensive information processingcapabilities, the FADEC system is uniquely differentfrom engines with mechanically-controlled systems.

Engine control function refers to the FADEC's abilityto physically control the operating, performance, andefficiency characteristics of the engine. Capabilitiesin this area include precise control over fuel flow,primary, secondary, and parasitic airflows, andinternal rotor-to-stator clearances (ACC).

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FADEC SYSTEM OVERVIEW

PG 732

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FADEC SENSING SUBSYSTEM

The sensing subsystem is composed of engine-mounted sensors and probes. Its purpose is to provideengine environmental and operating information to theprocessing subsystem. The information it providesincludes temperature and pressure inputs, enginespeeds and thrust reverser position.

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FADEC SENSING SUBSYSTEM

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THROTTLE CONTROL

The throttle control levers are located on the centerpedestal. Each lever is connected to:

- The ATS which is a system of rods and push- pull cables. Cable tension regulators keep the cable tension constant despite the cable lengths and airframe structure alternating with environmental changes.

- A microswitch unit provides signals used to control the following systems during the various flight phases:

Thrust reverser -SpoilersCabin pressurizationA throttle position detector

A throttle position detector is attached under themicroswitch unit. The detector comprises threesensors of the resolver type with rotary transformers:

- Two resolvers transmit the throttle position to the corresponding ECU ( one to channel A, the other to channel B) which calculates the N1 command. The ECU compares the digital electrical signals of N1 actual and N1 command and by means of the HMU FMV torque motor modifies the fuel flow so that N1 actual equals N1 command (taking into account ambient conditions).

- The third resolver transmits the throttle control lever position to the TCC.

Note: Signal paths to channels A and B of theECU's are segregated in the engine burst area.

The throttle control lever also contains two pilotselectable microswitch controls:

- An autothrottle instinctive disconnect push-button- A lever for Takeoff/Go Around (TO/GA) command. Both controls are linked to the TCC.

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THROTTLE CONTROL

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ENGINE RATING PLUG

The engine rating plug consists of a 31 pin connectorand a connector backshell. The rating plug ispermanently attached to the engine by a lanyard. Therating plug provides inputs to determine requiredengine rating . The rating plug is attached to the ECUlike all electrical connectors.

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ENGINE RATING PLUG

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FUEL SYSTEM OPERATION

Engine fuel system

The fuel delivery system supplies fuel to thecombustor at the required pressure and flow rate. Italso supplies the hydraulic flows used in the variousHMU controlled subsystem functions. Thecomponents, listed in the flow sequence, are the mainfuel pump, fuel/oil heat exchanger, fuel filter, engineelectronic control, fuel flow meter, IDG fuel/oil heatexchanger, fuel manifolds, and fuel nozzles.

System overview

Fuel is supplied to the engine from the aircraft fueltanks, usually at a head pressure developed by theelectrically driven boost pumps and gravity. The twostage engine driven main fuel pump increases thepressure, primarily by the gear stage positivedisplacement element. All of the pump discharge isinto the fuel oil heat exchanger flange mounted to thepump. The heat exchanger uses scavenge oil to heatthe fuel to provide better atomization and decreasethe possibility of icing. The heated fuel is returned tothe pump. A cored gallery carries the fuel to theopposite side of the pump where the fuel filter ismounted.

The fuel filter removes contaminants larger than 10micron from the fuel to protect the downstreamcomponents. Clean fuel is returned to the pump bodyfor direction to the pump discharge port. A fuel tubeconnects the pump with the accessory gearboxadapter for the HMU. The HMU provides for fuelshutoff, fuel manifold minimum pressurization levels,fuel metering, and bypass return of excess fuel.Excess fuel will be returned to the fuel pump betweenthe two stages and will be recirculated. The meteredfuel flow will be connected to the fuel flow meterwhich provides a measurement of fuel burned.

The integrated drive generator fuel-oil heat exchangeris next in the flow path. Fuel is used to cool the oil ofthe IDG constant speed drive.

The fuel manifold downstream of the IDG heatexchanger diverts and splits to supply fuel equally toeach half of a non-continuous 3600 fuel manifold. The360° manifold has a branch pigtail for separate fuelsupply to each of the 30 fuel nozzles. The 30 fuelnozzles deliver the fuel into the combustor underpressure in a spray pattern to better mix with air andatomize for ignition and complete combustion.

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FUEL SYSTEM SCHEMATIC

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HYDRO MECHANICAL UNIT

The fuel metering subsystem is completely contained inthe hydro mechanical unit. The HMU is mounted to anadapter located on the right forward side of theaccessory gearbox. Four external connectors provideelectrical interfaces with the aircraft and ECU. Hydraulicconnections provide interfaces with the VSV and VBVactuators, the HPTACC and LPTACC valves, the fuelflow transmitter, the main fuel pump, and servo fuelheater.

Hydraulic inputs to the HMU are unmetered fuel andservo fuel. Unmetered fuel is piped from the main fuelpump to the gearbox mounting adapter. A manifoldinside the adapter routes the fuel to the HMUunmetered fuel inlet port. The inlet port is located on theHMU mating surface to the adapter.

Servo fuel is taken from a servo fuel outlet port on thefuel filter mounted to the main fuel pump. The fuel ispiped first to the servo heater, then to the servo fuelinlet port located on the outboard side of the HMU.

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HYDRO MECHANICAL UNIT

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FUEL FILTERS

The fuel filter removes contaminant particles from thefuel which might block or reduce the operatingcharacteristics of the downstream components.

The fuel filter is a high pressure filter incorporating adisposable filter element and a by-passing by-reliefvalve. The filter prevents contaminants from beingcarried into the HMU. The filter incorporates two flange-type ports identified as in and out, a servo dischargeport, a bypass relief valve, and a by-passing servo fuelfilter element. The filter bowl capsulates the filterelement.

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FUEL FILTER

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FUEL FILTER DIFFERENTIAL PRESSURE SWITCH

The fuel filter differential pressure switch provides aflight deck warning indication due to filter clogging. Theswitch is mounted to a bracket above the filter housingand, with two sensing lines attached, senses the fuelpressure prior to and after the filter element. The switchcloses at a differential pressure of 21-26 PSID andopens at differential pressures below 18 PSID.

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FUEL PRESSURE TRANSMITTER

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FUEL FILTER CLOGGING

A high loss of pressure in the fuel filter is ascertained bya differential pressure switch connected upstream anddownstream of the fuel filter. When pressure loss in thefilter exceeds 21-26 PSID, the pressure switch isenergized which causes:

- FUEL CLOG caution light to come ON at the center instrument panel

- Amber master CAUTION light to come on accompanied by the single chime

- The L ECAM display unit to supply information for thecrew related to the operations to be accomplished, theR ECAM display unit to show the ENGINE page. When the pressure loss in the filter subsequently decreases below 19.5 PSID, the pressure switch is de-energized which causes the caution lights to go off.When pressure loss in the filter reaches 35 +/- 5 PSID,a filter fuel bypass valve opens which enables fuel supply without filtering. The fuel bypass valve is fullyopen at 45 PSID. FUEL CLOG caution light is suppliedwith 28 VDC by NORM BUS.

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FUEL FILTER CLOGGING - INDICATION

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FUEL OIL HEAT EXCHANGER

The heat exchanger is a dual purpose component. Itheats the fuel to avoid ice and cools the scavengelubricating oil. It is mounted on the fuel pump by sixstuds at the fuel port pad and by two studs at thesupport pad. A re-usable gasco-seal is required at theinterface . The heat exchanger is a bundle of tubescarrying fuel. Fuel enters the end dome, circulatesthrough half the tubes to the other end dome. It turns1800 to return to the discharge port via the remaininghalf of the fuel tubes.

Hot scavenge oil is connected to the heat exchanger ata flanged port. Scavenge inlet provides a pressure reliefvalve permitting bypass and direct discharge if the oilpassages are blocked or excessively restricted bycontamination or cold viscous oil. Scavenge oil isdirected by internal baffles to sweep around the fueltubes. Baffle porting requires the oil to flow through sixchambers of fuel tubes before exiting.

Dimensions -13.7. L x 9. W x 8.3. H

Weight -13.3 pounds dry

Relief valve -85- 100 psid

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FUEL - OIL HEAT EXCHANGER

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FUEL NOZZLES

Fuel nozzles distribute and atomize the fuel to provideacceptable ignition characteristics within the combustorthroughout the engine operating envelope. The nozzlesmust contribute to acceptable emissions levels fromcombustion, good starting and altitude re-lightcapability, and hold flame on deceleration to avoidflameout.

Thirty fuel nozzles are required. They are flangemounted to the compressor rear frame by three bolts.Fuel supply is via a ’”B" nut coupling and a sphericalseat contact with a flared fuel tube. A shrouded sectionof the drain manifold threads onto the fuel nozzle usinga knurled nut. “O” ring seals prevent shroud leakage.The air shroud discharge tip of the nozzle must insertinto the swirl cup of the combustor. There are 28standard nozzles with aluminum identity bands. Thereare 28 standard nozzles with aluminum bands and twopilot or altitude relight nozzles at positions 15 and 16with blue identity bands.

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FUEL NOZZLE SCHEMATIC

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ATA 74 / 80

ENGINE STARTING / IGNITION

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COMPONENT LOCATION CONTROL ANDINDICATORS

The ECAM CRT’s are located on the forward panel.Selecting the engine page on the right ECAM screenallows monitoring of the engine parameters duringengine start.

The ECAM control panel is located on the centerpedestal and allows selection of ECAM information forvarious aircraft systems.

The fuel and ignition levers are located on the centerpedestal. When the engine has accelerated to anacceptable speed the lever is moved to the ON positionto enable the fuel and ignition systems.

N2 indications are located on the forward panel. Theydisplay the speed of the core engine section.

The ignition panel is located on the overhead. It allowsselection of the appropriate ignition and opens the startvalve. A switch also allows an alternate mode of engineoperation when the FADEC system has detected aparticular type of fault.

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COMPONENT LOCATION CONTROL ANDINDICATORS

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ENGINE START SWITCHES

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STARTING SYSTEM

The starting system of the CF6-80C2A FADEC engineutilizes pressurized air to drive a turbine at high speed. Theturbine turning through a reduction gear applies a torque tothe HP shaft, thus driving the engine. The air which isnecessary to drive the starter is supplied by either :

- the APU

- crossbleed from the second engine

- a ground power unit.

The starter supply is controlled by a starter shut-off valvepneumatically operated and electrically controlled. In caseof failure, the valve can be opened manually.

Engine starting is controlled from ENGINE START panel429VU, located in the center of the overhead panel. Foreach engine, the illumination of the blue OPEN legendintegral with ENGINE START/START 1 (2) pushbuttonswitch indicates that the start valve is open.

The starting sequence may be interrupted at any time byplacing ENGINE START selector switch in OFF position.This ignition selector switch also controls the ignitionsystem and enables selection of one of the two ignitionsystems (A or B), or both at the same time or a drymotoring to be carried out with CRANK selected. A switchin the N2 speed indicator causes the starter valve to closewhen the N2 speed exceeds 45%. The starter centrifugalclutch then disconnects the starter turbine and gears fromthe output spline a and allows the turbine to stop rotating.

The air necessary for starting comes from the ductconnecting engine bleed and the pre-cooler via a 4 indiameter duct. This duct is attached to the engine bleedduct just before the precooler inlet.

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STARTING - PNEUMATIC SYSTEM SCHEMATIC

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STARTER CONTROL VALVE

The SCV initiates and terminates the system airflow tothe starter turbine. The valve is mounted directly to thestarter with a V-band clamp and does not have apositioning pin. As with the starter, two models areavailable, Garrett and Hamilton Standard. Functioningof the two models is essentially the same.

The SCV is an electrically controlled pneumaticallyoperated type valve. It is a two position valve, normallyspring loaded and air pressure closed. The SCVinitiates and terminate the system airflow to start. TheSCV solenoid is powered by 28 VDC from the aircraft.The SCV solenoid becomes energized by the actuationof the aircraft start push button switch, located in theflight compartment. Actuation of the start sequence isby pushing the start switch in. The N2 indication willterminate power to the SCV solenoid at 45 % N2 andthe SCV will close.

A position switch is provided within the SCV switchbodyassembly to indicate valve position to the aircraft. The28 VDC powered switch circuit will close when the valvehas moved off of its seat to the OPEN position,illuminating the blue open legend light on the aircraftstart panel.

Manual operation is accomplished by 3/8 inchsquare drive wrench installed into the stern of thevalve. A 3/8 inch drive extension 18 inches long isinserted through the 6 o’clock position of the thrustreverser cowling. With an additional hand tool, turnand hold the extension in the counterclockwisedirection to open the SCV. To close, reverse thesteps. Position indication markings are provided onthe valve body for visual indication of valve “open”and “closed” positions.

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SAV

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STARTING SYSTEM

The starter assist to the engine begins at zero N2when air flow at recommended pressure is initiated(25-55 PSI).

Core engine motoring speed maximumapproximately 23% N2 (standard 22-26% N2).

Engine fuel-on to make a start at max motoring.

Airflow shutoff to starter: 45% n2 (standard 45+/-5% N2).

Starter centrifugal clutch disconnect capability at 39-40% N2, re-engage at 30% N2,

Both models of starters have self-contained splashlubrication systems. The Garrett starter oil capacityis 27 oz limited by a stand pipe and overflow port.The Hamilton Standard starter has a approx 11 ozoil capacity. Two fill ports, one on each side,improve access for service. A drain plug at the 6o'clock position incorporates a permanent magnet.The drain plug housing provides a check valve. Thestarter is duty cycle limited due to the limitations ofthe bearings and lube supply. The operating dutycycle is 5 minutes ON with a 2-minute coolingperiod. After the first cycle, repeat operation requiresa 10-minute cooling period between each ON cycle.

The engine starting system is used to accelerate theengine core from off to idle speeds. This includescranking the engine for motoring purposes as well asinitiating the start sequence. The engine startingsystem is comprised of a pneumatic starter, Starter AirValve (SAV) and the engine start control switches inthe flight compartment overhead panel.

Pneumatic StarterThere are two types of starters and starter controlvalves available for the CF6-80C2: Garrett andHamilton Standard. Fit and function of the two modelsis basically the same, with only minor differences inservicing quantities. The CF6-80C2 starter is installedon the AGB aft face at the 6 o'clock adapter pad. It isclamped to the AGB by a hinged IV' coupling clamp. Alocator pin is provided between the mounting flangeinterfaces in order to accurately position the starter tothe engine.

The starter is a single-stage air turbine, providing shafttorque output through a planetary gear system. Theturbine-to-output shaft ratio is a factor of 13.5 to 1 onthe Garrett model, and at 10.45 to 1 for the HamiltonStandard model.

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PNEUMATIC STARTER

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ENGINE IGNITION

The ignition voltage is supplied by the ignition exciters.The high voltage flows through the ignition leads(shielded and ventilated) and delivers to the igniterplugs the power required to initiate the fuel/air mixturecombustion by a series of sparks. The two ignition leadsare identical, they are composed of a copper centralcore embedded in silicone and located in the center of aflexible conduit, shielding is provided to avoidinterference. The aft portion of the lead is attached tothe AGB heatshield, this portion of the lead is cooled byfan air. The cooling air travels along the igniter lead in aconduit and exits at the igniter plug, the air alsoprovides cooling for the igniter plug. The air is takenfrom the same duct that supplies fan air to theHPTACC valve.

The engine ignition circuit comprises two independentsystems A and B. Each separate system is capable ofigniting the fuel/air mixture in the combustion chamber.Each circuit consists of an ignition exciter supplied with115 V- 400 Hz, a high energy lead and an igniterplug.The ignition circuit is controlled from ENGINESTART panel (429VU) located in the center of flightcompartment overhead panel. The use of the ignitionsystem is limited to the following operations :

-engine starting

-engine relight in flight

-adverse flight conditions (continuous ignition).

It is recommended that each system beEnergized alternately, in order to maximizeigniter life.

The ignition exciter boxes are constructed of asoldered aluminum case, charged with dry air,enclosing the capacitor charging anddischarging circuits. The internal componentsare potted. The boxes contains circuit elementsto isolate the unit from interference with theaircraft electronics. Each ignition exciterreceives a 115 V, 400 Hz input from the aircraft,and provides a 14,000 -18,000 V PDC output atthe rate of approximately one pulse per second.The capacitors are rated at 14.5- 16 joulesstored energy. However, only about 1.5 joulesare delivered to the plugs.

Step-up transformers and full-wave rectifiers areused to charge the storage capacitors. A bleedresistor is provided to dissipate any residualcharge from the capacitor.

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ENGINE IGNITION

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IGNITION EXCITER

The electrical potential developed by the ignition excitercapacitor discharge is sent through the lead to theigniter plug center electrode. When the potentialdifference between the igniter plug center electrode andexternal electrode is high enough, the air becomesionized and the spark occurs, this operating the fuel/airmixture combustion in the combustion chamber.

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IGNITION SYSTEM

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IGNITER PLUGS

There are two igniter plugs per engine (A and B). Eachcable supplies an igniter plug installed at approximately 3and 4 o'clock at combustion chamber level and adjacentto a fuel nozzle. The igniter plug has a center Hastelloy Xelectrode separated from the external electrode by aninsulator. The plug is held in place on the engine case bymeans of an adapter. Igniter plug immersion depth insidethe combustion chamber is determined by the enginemanufacturer and obtained by the addition of a variablenumber of nickel washers (8 maximum).

A300-600

CF6 80C2 ATA 70-80

MTT


IGNITER PLUG

A300-600

CF6 80C2 ATA 70-80

MTT


HP FUEL SOV CONTROL LEVER

ON - Permits ignition circuits of corresponding engine to beelectrically supplied.

OFF - Ignition systems A and B of corresponding engine inhibited

Note: This lever also controls the fuel supply to the combustion chamber

A300-600

CF6 80C2 ATA 70-80

MTT


HP FUEL SOV / IGNITION CONTROL LEVER

A300-600

CF6 80C2 ATA 70-80

MTT



A300-600

CF6 80C2 ATA 70-80

MTT


ATA 75

ENGINE AIR

A300-600

CF6 80C2 ATA 70-80

MTT


ENGINE AIR DESCRIPTION

All engine air enters through the inlet cowl into the frontmounted fan. After being compressed by the fan, theairflow is divided by the flow splitter in the fan frame intoprimary and bypass air flows.

Secondary (Bypass) Airflow Bypass air is dischargedthrough the fan exit nozzle during forward thrustoperation and provides the major portion of enginethrust. When the thrust reverser is deployed, the fan exitnozzle is blocked and the bypass air is directed outwardat a forward angle through the reverser cascades toprovide reverse thrust (Ref. chap. 78). At low powersettings bleed valves located in the fan frame may openallowing primary air to become mixed into the bypass airto improve compressor stall characteristics. A smallportion of the bypass air is used for core enginecompartment cooling for non cruise conditions and forturbine active clearance control cooling at cruiseconditions. Bypass air is about 4/5 of the total airflow ofthe engine.

Primary airflow is air which enters the engine near thefan rotor hub and is separated inward by the flow splitter.It passes through the low pressure compressor (booster)and into the core engine. The primary airflow is used togenerate the high pressure gas that drives the high andlow pressure turbines.

At low engine speeds the booster pumps more airthan the core engine can utilize. To match thebooster discharge airflow to the core enginerequirements at low speeds, excess air is bled offthrough variable bleed valves (VBV) into thebypass (secondary) airflow. At higher enginespeeds the VBV are closed so that all the boosterdischarge (primary air flow) enters the core engine.The VBV are scheduled as a function of correctedcore engine speed and are under the control of theECU .

The high pressure compressor has variable statorvanes (VSV) which are controlled by the ECU andare scheduled as a function of core engine speedand compressor inlet temperature. By varying theangle of the forward stages of vanes, airflow iscontrolled into and through the compressor toprovide the optimum flow at various engine speedsand operating conditions. Some air is extractedfrom the compressor through bleed ports at stages7,8,11 and 14 and is used for cooling,pressurization, anti-icing, and actuation purposes.

A300-600

CF6 80C2 ATA 70-80

MTT


ENGINE AIRFLOW

A300-600

CF6 80C2 ATA 70-80

MTT


CF6-80C2 AIRFLOWS (FADEC)

A300-600

CF6 80C2 ATA 70-80

MTT


ENGINE AIR BLEED SCHEMATIC

A300-600

CF6 80C2 ATA 70-80

MTT


AIR BLEED SELECTION

Air is generally bled from an intermediate stage of theengine HP compressor (IP stage) to minimize enginepressure losses: this is the normal engine air bleedconfiguration. The IP stage is 8th HP compressorstage. During low engine speeds, when thetemperatures and pressures from the IP stage areinsufficient, air is automatically bled from the lastcompressor stage (HP stage), particularly for certainholding points and during descent, with engines at idle..The HP stage is the 14th HP compressor stage.

Transfer of air bleed is achieved by means of apneumatically operated, electrically controlled butterflyvalve, designated HP valve. When the HP valve isclosed, air is directly bled from the IP stage through oneIP check valve fitted with two flappers.When the HPvalve is open, the HP stage pressure is admitted intothe pneumatic ducting and closes the check valve; it istherefore bled from the HP stage only. The HP-IPtransfer is selected to meet the conditions upstream ofthe valve (pressures and temperatures at the HPcompressor stage)

A300-600

CF6 80C2 ATA 70-80

MTT


COMPONENT LOCATION IN NACELLE AND PYLON

A300-600

CF6 80C2 ATA 70-80

MTT


CONTROL AND INDICATION LOCATION

BITE test1. On AIR BLEED section of panel 436VU

- make certain that APU BLEED switch is in OFF/R position- make certain that HP VALVE pushbutton switch is pressed (in)- make certain that BLEED VALVE pushbutton switch is pressed (in)- flowbar of BLEED VALVE annunciator comes on (in line).

2. On ANTI ICE section of panel 436VU- make certain that WING SUPPLY pushbutton switch is released out

NOTE: Instructions for performing the test, together with test controls and indicators are located on the front face of the pneumatic controller.

3. On pneumatic controller 41HA (42HA) located in shelf 96VU (91VU)- press TEST pushbutton switch- all display segments are illuminated for 5 seconds- then display GE ENGINE for 5 second

- then display in sequence TESTING 1, TESTING 2, TESTING 3, TESTING 4, TESTING 5, TESTING 6, TESTING 7, TESTING 8 and TESTING 9.- at the end of the test TEST OK is displayed.- after one minute display disappears.

A300-600

CF6 80C2 ATA 70-80

MTT


CONTROL AND INDICATION LOCATION

A300-600

CF6 80C2 ATA 70-80

MTT


TEMPERATURE INDICATIONS

A nacelle exit temperature probe (resistancetemperature device) shall be available as an accessoryto measure core compartment exit temperature. Theprobe is located in the lower right fan reverser ventpath. It will indicate overtemperature resulting fromloose or broken hot air ducts or from loose flanges,worn VSV bushing, etc.

The nacelle temperature is displayed on the RHECAM, the nacelle temperature indication flashesgreen when the temperature > 185°C + TAT.

A300-600

CF6 80C2 ATA 70-80

MTT


ENGINE PAGE ON ECAM IN DISPLAY UNIT (RH) NACELLETEMPERATURE IND

A300-600

CF6 80C2 ATA 70-80

MTT


TURBINE ACTIVE CLEARANCE CONTROL

The turbine ACC system increases the efficiency ofthe HP and LP turbines and therefore improves theSpecific Fuel Consumption (SFC) of the engine. Theefficiency of the HPT and LPT rotors is increased byreducing the loss of primary airflow at the rotor bladetips. The reduction in rotor-to-shroud clearance isachieved by controlling the radial growth of the turbinecasing. The turbine ACC consists of HPT ACC andLPT ACC. The system provides fan discharge air forcooling the HP/LP turbine cases at cruise conditions.

High Pressure Turbine Active Clearance Control

The HPT ACC function varies the amount of fandischarge air that flows to the manifold surrounding theHP turbine case. The manifold directs the cooling aironto the HP turbine case to control the thermal growthand hence the clearance between turbine tips andcase. The HPT ACC valve is opened by a singleactuator; the actuator is driven by varying fuelpressures. This muscle fuel pressure is provided bythe HMU. The HMU provides fuel pressure to both therod-end and head-end of the actuator. The pressuresare varied in response to commands from the ECU.The position of the HPTACC valve is fed back to theECU by means of two LVDT position sensors; thesensors are an integral part of the HPT ACC actuator.Each channel of the ECU reads one of the actuatorLinear Variable Differential Transducer (LVDT's).

Low Pressure Turbine Active Clearance Control

The LPT ACC function varies the amount of fandischarge air that flows to the manifoldsurrounding the LP turbine case. The manifolddirects the cooling air onto the LP turbine case tocontrol the thermal growth and hence theclearance between turbine tips and case. TheLPT ACC valve is opened by a single actuator;the actuator is driven by varying fuel pressures.This muscle fuel pressure is provided by theHMU. The HMU provides fuel pressure to boththe rod-end and head-end of the actuator. Thepressures are varied in response to commandsfrom the ECU. The position of the LPTACC valveis fed back to the ECU by means of two LVDTposition sensors; the sensors are an integral partof the LPTACC actuator. Each channel of theECU reads one of the actuator LVDT's.

A300-600

CF6 80C2 ATA 70-80

MTT


TURBINE ACTIVE CLEARANCE CONTROL

A300-600

CF6 80C2 ATA 70-80

MTT


ENGINE AIRFLOW

A300-600

CF6 80C2 ATA 70-80

MTT


ATA 76

ENGINE CONTROL

A300-600

CF6 80C2 ATA 70-80

MTT


POWER CONTROL SYSTEM

Each engine is power controlled by means of electricalsignals from the flight compartment. The controlsconsist of the following :

- the throttle control lever

- the thrust reverser control lever

- the HP fuel shut off valve control lever

- the ECU control mode pushbutton switch

- the LP fuel shut off valve control lever (FIRE HANDLE).

The HP fuel shut off valve lever is used to enable fuel toflow from the FMV or to shut the flow off, thereforeshutting down the engine. The LP fuel shut off valve(FIRE HANDLE) is used to shut off the fuel flow to theengine. These controls are ON/OFF rather than powercontrolled. The HP and LP fuel shut off valves areconnected in series within the fuel system. Duringengine running the power of the engine is controlledusing the throttle for forward thrust, and the reversethrust lever for reverse thrust. These are connected tothe ECU via the throttle position detector unit(resolvers). The ECU receives the power demand(resolver position) and controls power by modulating thefuel flow to the engine taking into account the ambientconditions. If all the air data parameters required fornormal N1 control are not valid the ECU reverts to an

alternate control mode (corner point scheduling). Thisis notified to the ECU and is hard selectable via theENGINE N1 MODE pushbutton switch in the flightcompartment.

A300-600

CF6 80C2 ATA 70-80

MTT


POWER MANAGEMENT CONTROL SYSTEM

A300-600

CF6 80C2 ATA 70-80

MTT


THROTTLE CONTROL

Electrical Part : The function of the electrical part is togive the position and movement of the throttle controllevers as follows :

- The position to Electronic Control Unit (ECU) channels A and B and the Thrust Control Computer (TCC) by means of three resolvers.

- The position to various systems, via the microswitch unit.

- The movement to the TCC, via the dynamometric rod.

The throttle control lever contains two microswitches,the autothrottle disconnect pushbutton and TakeOFF/Go Around (TO/GA) lever.

A300-600

CF6 80C2 ATA 70-80

MTT


RESOLVER

A300-600

CF6 80C2 ATA 70-80

MTT


THROTTLE CONTROL SYSTEM

The major mechanical parts of the throttle controlsystem are :

-the throttle control lever

-the cable tension regulator

-the auto throttle coupling unit.

The operation of the mechanical parts is as follows :

Displacement of the throttle control lever results in thedisplacement of the dynamometric rod and rotation ofthe bellcrank. The bellcrank rotation transmits theposition to the microswitch unit, throttle positiondetector unit (electrical parts) and, via a linkagesystem (rods and bellcranks), to a quadrant on whichis wound the control cable. The control cable is routedin the cargo compartment to the wing root, where itattaches to the ATS.

A300-600

CF6 80C2 ATA 70-80

MTT


POWER CONTROL

A300-600

CF6 80C2 ATA 70-80

MTT


THROTTLE CONTROL LEVER FORWARD THRUST

A300-600

CF6 80C2 ATA 70-80

MTT


THROTTLE CONTROL LEVER REVERSE THRUST

A300-600

CF6 80C2 ATA 70-80

MTT



A300-600

CF6 80C2 ATA 70-80

MTT


ATA 77

ENGINE INDICATING

A300-600

CF6 80C2 ATA 70-80

MTT


ENGINE SENSORS

The sensing subsystem gathers engine operating andenvironmental information, and sends it to the ECU in theprocessing subsystem. It is composed of the followingengine mounted sensors and probes.

- N1 fan speed sensor

- Core speed N2 sensor

- Fan inlet temperature (T1.2) sensor

- Compressor inlet temperature/pressure T2.5/P2.5 sensor

- Compressor discharge temperature (T3) sensor

- LPT inlet temperature (T4.9) sensor

- LPT discharge temperature (T5) sensor

- Oil temperature sensor (TEO)

- Fan discharge static pressure (PS1.4) probe

- LPT inlet total pressure (P4.9) probe

A300-600

CF6 80C2 ATA 70-80

MTT


ELECTRONIC CONTROL UNIT

A300-600

CF6 80C2 ATA 70-80

MTT


N1 SPEED SENSOR

The N1 sensor is a magnetic speed pickup mounted tothe fan frame in the 2:00 position, just aft of the #3 strut.It provides three electrical outputs proportional to enginefan speed through two separate connectors. One outputis routed through one connector directly to the electroniccontrol unit. The other two outputs are routed through thesecond connector; one to the ECU, and the other to theaircraft (cockpit indication). All three outputs are identical.

A ferromagnetic toothed wheel pressed onto the forwardfan shaft just in front of the #2 bearing inner racecontains 38 teeth, and as the fan shaft rotates, eachtooth is passed in front of the sensor. As each toothpasses, it inducts a pulse into each of the three coils. Atotal of 38 pulses are generated for the fan shaft.

A300-600

CF6 80C2 ATA 70-80

MTT


FAN SPEED (N1) SENSOR

A300-600

CF6 80C2 ATA 70-80

MTT


N2 SPEED SENSOR

The HP rotor speed is provided by a sensor installed onthe forward right side of the accessory gearbox (AGB).The probe is composed of permanent magnet located atthe tip, and three isolated coils mounted behind. Theprobe faces an idler gear within the AGB, the gear has12 ferromagnetic lugs on the forward face, these pass inclose proximity to the tip of the probe. The passage ofthe lugs alters the magnetic field and induces an identicalsignal in each of the coils. The signal frequency isproportional to the speed of the HP rotor, 9 lugs pass theprobe for each revolution of the engine core.

A300-600

CF6 80C2 ATA 70-80

MTT


N2 SPEED SENSOR

A300-600

CF6 80C2 ATA 70-80

MTT


EGT SENSING SYSTEM

The EGT sensing system consist of a harness of eightdual immersion chromel/alumel thermocouple probesdistributed in the LP turbine inlet plane. The probes aregrouped in two. Assemblies of four probes each. Thevalues given by the two groups are averaged in ajunction box to produce a continuous voltage signal inthe mV range, this voltage is read by the ECU. The ECUtransmits the EGT value on the ARINC 429 busses foruse by the EGT indicator. Each sensing probe containstwo thermocouples, giving a system total of 16. The ECUperforms a shunt function to maintain the EGT redline.

A300-600

CF6 80C2 ATA 70-80

MTT


EGT SENSING SYSTEM

A300-600

CF6 80C2 ATA 70-80

MTT


EGT PROBE

A300-600

CF6 80C2 ATA 70-80

MTT


EGT INDICATOR

A300-600

CF6 80C2 ATA 70-80

MTT



A300-600

CF6 80C2 ATA 70-80

MTT


EGT INDICATOR

A300-600

CF6 80C2 ATA 70-80

MTT


FAN INLET TEMPERATURE SENSOR

One T1.2 sensor is mounted on the leading edge ofthe fan case. It is located at the 10:00 o’clockposition. The sensor provides an electrical outputproportional to the fan inlet total air temperature. Aconnector located at the head of the sensor routesthe output to the ECU in the processing subsystem.

A300-600

CF6 80C2 ATA 70-80

MTT



A300-600

CF6 80C2 ATA 70-80

MTT


CIT COMPRESSOR INLET TEMPERATURE PROBE(T/P 2.5)

The T2.5 /P2.5 sensor is composed of a T2.5 totaltemperature sensor and a P2.5 total pressureprobe combined into a single unit. The T2.5 sensorprovides two electrical outputs proportional to thecompressor inlet total air temperature, and the P2.5probe a pneumatic output equivalent to compressorinlet total air pressure. The T2.5 outputs are routedto the ECU through two separate connectorslocated at the head of the sensor.

The P2.5 output is taken from a pressure port atthe top of the sensor, and routed through apressure line to the ECU. P2.5 sensing is anoptional feature of the FADEC system and theoutput port is capped when it is not used. Thesensor is mounted to the aft side of the fan frame inthe 7:30 o’clock position.

A300-600

CF6 80C2 ATA 70-80

MTT


CIT COMPRESSOR INLET TEMPERATURE PROBE (T/P 2.5)

A

A300-600

CF6 80C2 ATA 70-80

MTT


T3 COMPRESSOR DISCHARGE TEMPERATURE

It is used by the ECU to calculate the position of theHPTACC valve and bore cooling valves. Two T3 inputsare received from the sensor. One input is receivedand processed by Channel A, and the other byChannel B. The digital equivalent of each input ismade available at the aircraft interface for monitoring.The T3 sensor is mounted to the forward end of thecompressor rear rear frame (CFR) at the 11:30position.

A300-600

CF6 80C2 ATA 70-80

MTT


T3 COMPRESSOR DISCHARGE TEMPERATURE

A300-600

CF6 80C2 ATA 70-80

MTT


PS1.4 PROBE FAN DISCHARGE PRESSURE

The PS1.4 probe is a static pressure probe mounted onthe aft fan case at the 10:30 position. It provides apneumatic output equivalent to fan discharge static airpressure. The output is taken from a discharge port atthe top of the probe, and routed through a pressure lineto the ECU. The PS1.4 probe is optional on the FADECsystem.

The body of the probe is inserted into a slot cut into theaft fan case so the bottom of the probe sits flush withthe inner wall of the fan case. Static air pressurepresent in the fan discharge duct forces airflow througha small hole drilled in the inner wall of the fan case.Static air pressure present in the fan discharge ductforces airflow through a small hole drilled in the inboardside of the probe. The airflow is ported out the top of theprobe to a transducer located in the ECU. Theoperational range of the PS1.4 input to the ECU is from2 to 30 psia.

A300-600

CF6 80C2 ATA 70-80

MTT


PRESSURE PROBE SENSOR

NEW SCAN

A300-600

CF6 80C2 ATA 70-80

MTT


PERMANENT MAGNET ALTERNATOR

The permanent magnet alternator is mounted to a drivepad on the left forward side of the accessory gearbox justoutboard of the lube and scavenge pump. Two electricalconnectors located on the forward face of the alternatorprovide redundant power outputs to supply the ECUduring engine operation. The alternator is capable ofmeeting all power requirements by the time core speedreaches 11 percent N2, and continues to meet allrequirements until core speed drops to below 9 percentN2.

The alternator is composed of a rotor and two sets ofwindings. The rotor contains permanent magnets, and isheld by a nut to a stub shaft extending from the drivepad. The windings are an integral part of the housingstructure, and surround the rotor when the housing ismated to the drive pad mounting boss. Each set ofwindings supplies a three phase power signal to oneconnector on the forward face of the housing. Thealternator continues to meet all power requirements atcore speeds of 45 percent N2 and above even if onephase in either set, or one phase in both sets of windingsfail.

A300-600

CF6 80C2 ATA 70-80

MTT


PERMANENT MAGNET ALTERNATOR

A300-600

CF6 80C2 ATA 70-80

MTT


ENGINE VIBRATION MONITORING

The engine vibration monitoring is recommended as adiagnostic indication, to give a tendency and provide formaintenance actions on the engine.

The engine vibration measurement channel comprises :

- two transducers (piezo-electric accelerometers)

- a signal conditioner

- two vibration indications, N1 and N2, on R ECAM display unit.

A300-600

CF6 80C2 ATA 70-80

MTT


VIBRATION TRANSDUCER N1

A300-600

CF6 80C2 ATA 70-80

MTT



A300-600

CF6 80C2 ATA 70-80

MTT


VIBRATION TRANSDUCER

A300-600

CF6 80C2 ATA 70-80

MTT


SIGNAL CONDITIONER

The signal conditioner is located in the avionicscompartment, rack 90VU, shelf 95VU. It is suppliedwith 115V-400Hz monophase, by busbar 105XP-C,through circuit breaker 1EV which is self monitored onthe ground.

The signal from each accelerometer (variation of theelectrical charges) is converted by a charge amplifierinto a voltage signal the amplitude of which isproportional to the acceleration at the tranducer level.After being filtered and integrated, this voltage istransformed into a signal proportional to the vibrationacceleration.

A300-600

CF6 80C2 ATA 70-80

MTT


SIGNAL CONDITIONER UNIT LOCATION

A300-600

CF6 80C2 ATA 70-80

MTT



A300-600

CF6 80C2 ATA 70-80

MTT


ATA 78

THRUST REVERSERS

A300-600

CF6 80C2 ATA 70-80

MTT


THRUST REVERSER ASSEMBLY

The thrust reverser assembly is located directly aft ofand is clamped to the aft fan case. It forms a bifurcatedduct for fan exhaust when the separate left and righthand assemblies are latched in place.

Each reverser half consists of a fixed structure whichhouses the deflector vanes (cascades), providesattachment points for the actuation hardware andsupports the translating cowl. Each translating cowlhouses six hinged blocker doors. Three ball screwactuators operate each translating cowl. In forward thrustconfiguration, the translating cowl is in the forward,stowed position covering the outer surface of thecascades. The blocker doors are faired into the outer fanduct wall covering when the cascades are in the stowedposition. In reverse thrust configuration the translatingcowl is moved aft, the cascades are exposed, and theblocker doors are rotated inwards against the inner wallof the fan air duct. Normal fan airflow is thus blocked anddirected through the cascades.

A300-600

CF6 80C2 ATA 70-80

MTT


EXHAUST

A300-600

CF6 80C2 ATA 70-80

MTT


CONTROL AND INDICATING

The thrust reverser is controlled from the flightcompartment by means of a thrust reverser controllever. This control lever allows the thrust reverser to bedeployed or stowed via pneumatic Center Drive Units(CDUs). The pneumatic energy required for driving theCDU's is bled from the engine compressor 8th and14th stage of the engine pneumatic system. Anelectrical circuit associated with the control lever opensthe valves which supply air to the CDU's. The thrustreverser operating sequences are monitored by anindicating system, and the ECU.

- REV UNLK LIGHT (amber) Illuminates when the associated reverser system is in transit, or if the Pressure Regulating & Shutoff Valve opens.

- REV LIGHT (green) Illuminates when the associated reverser system is deployed at least 90%.

A300-600

CF6 80C2 ATA 70-80

MTT


CONTROL AND INDICATINGA REV REV UNLK REV UNLK REV

A300-600

CF6 80C2 ATA 70-80

MTT


THRUST REVERSER SYSTEM

The thrust reverser system is used to deflect the fansecondary flow to obtain a reverse thrust component. Thissystem is controlled from the flight compartment by athrust reverser control lever hinged to the throttle controllever. The thrust reverser is composed of a left and a righthand assembly which provide the fan nozzle forwardthrust operation.

Each fan reverser assembly is operated by a singlepneumatic Center Drive Unit (CDU), powered bycompressor discharge bleed air, or secondary air sourcesprovided from the aircraft. The CDU drives ball screwactuators through flexible shafts and gearboxes totranslate and rotate reverser components to the desiredposition. Appropriate interlocks and positionmicroswitches are incorporated in the system; lights in theflight compartment indicate thrust reverser position. Thesystem is not designed for operation in flight. The fanreverser system on one engine is completely independentof the system of the other engine. Means are provided forsecuring an inoperative reverser in the stowed position topermit the aircraft dispatch with the reverser de-activated.The fan reverser can be held in the deployedposition with the engine at full thrust for a maximum of 30seconds.

A300-600

CF6 80C2 ATA 70-80

MTT


THRUST REVERSER SYSTEM

A300-600

CF6 80C2 ATA 70-80

MTT


TRANSLATING COWL

The thrust reverser translating cowl is driven to deploy orstow position by three ball screw actuators on each half.The power to drive the actuators is compressor bleed airducted to each of two CDU's, located at the centerposition of the translating cowl actuators. The CDU's areinterconnected to the end actuator gearboxes throughflexible cables, and feedback actuator assemblies. Thepneumatic supply and the direction of the CDU drive iscontrolled by the flight compartment commands to thepressure regulating and shut off valve (PRSOV) and thedirectional pilot valve (DPV). Flight compartmentindication of the translating cowl position is provided byelectrical limit switches installed on the CDUs.

The feedback actuators driven by the CDU drive theflexible synchronizing cables, and Rotary VariableDifferential Transformers (RVDTs) that feedback to theECU the translating cowl position. In the event ofinadvertent deploy, the ECU will override the pilot thrustcommand and drive the engine to idle.

A300-600

CF6 80C2 ATA 70-80

MTT


THRUST REVERSER ACTUATION SYSTEMSCHEMATIC

A300-600

CF6 80C2 ATA 70-80

MTT


PNEUMATIC SUPPLY MANIFOLD

The pneumatic energy required for driving the twoCDU's is bled from the engine compressor or X-bledfrom other aircraft pneumatic system. The followingcomponents are installed in the duct: the Y check valve,the pressure regulating and shutoff valve, a Y duct tosplit the supply, two flex hoses at the pylon hinge, twoseparate CDU air supply tubes, the directional pilotvalve and pressure switch and two directional controlhoses. A ground check out port to actuate the reversersystem during a ground test is located on each CDU forback up, if ECS air or engine compressor air is notavailable.

A300-600

CF6 80C2 ATA 70-80

MTT


TRUST REVERSER ACTUATION SYSTEM

A300-600

CF6 80C2 ATA 70-80

MTT


CASCADE VANES

The cascade vanes are used to direct the fandischarge air in the proper direction to provide thedesired reverse thrust. There are 16 cascade vanepositions per thrust reverser half. When installed, thecascade vanes are part of the thrust reverser supportstructure. Each cascade vane is bolted to the thrustreverser structure and also to the adjoining vane. Thecascade vanes are completely covered by thetranslating cowl when the thrust reverser is in thestowed position. There are four different configurationsof cascade vanes:

Straight45° L/H deflection45° R/H deflectionBlocked

These four configurations are used in combination toprovide reverse airflow that does not interfere withaircraft control surfaces or cause engine debrisingestion. The straight cascade vane configuration ismade from composite materials. The remainingconfigurations are aluminum

A300-600

CF6 80C2 ATA 70-80

MTT


REVERSER CASCADE

A300-600

CF6 80C2 ATA 70-80

MTT


Y CHECK VALVE

The Y check valve allows either ECS or engine bleed(HPC stage 14 or 8) airflow into the reverser systemwhile preventing airflow back to the alternate inletsource. During engine operation, the single-flapper gateis pressurized by engine bleed air (higher pressure)against the ECS (lower pressure as down stream ofECS pressure regulating valve) port, preventing flowinto the ECS and providing airflow for reverseractuation.

A300-600

CF6 80C2 ATA 70-80

MTT


Y CHECK VALVE

A300-600

CF6 80C2 ATA 70-80

MTT


PRESSURE REGULATING AND SHUT OFF VALVE(PRSOV)

This is a pneumatically actuated, spring loaded closed,solenoid controlled, poppet-type pressure regulatingand shut off valve. With no pressure supplied to thevalve, the closing spring maintains the poppet valve inthe closed position. When inlet pressure is supplied, it isrouted to the solenoid valve. With the solenoid de-energized, its inlet is closed and the opening chamber isvented to ambient through time delay orifice C. Thepoppet is inlet- pressure balanced so the closing springstill maintains the valve poppet in the closed position.

With the solenoid valve energized by an electrical signalfrom the airframe, its inlet opens and its vent closes.The opening chamber now receives pressure throughflow control orifice A. Pressure in the opening chamberacts on the large piston to exert an opening force on thepoppet. When pressure rises sufficiently so that thisopening force exceeds the closing forces the poppetvalve opens. The outlet pressure continues to increasewith inlet pressure until the force generated by the outletpressure at the bottom of the valve poppet, plus theforce of the closing spring, balances the forcegenerated by pressure in the opening chamber. Theregulator poppet then modulates as required to maintainthe outlet pressure at the level required to sustain thisforce balance. Thus, the outlet regulated pressure isdetermined by the opening chamber pressure. Thispressurizes the thrust reverser system. This will beindicated by the pressure switch on the DPV.

Pressure from control orifice A is also routedthrough control orifice B to the reference regulator.When pressure rises to the set point of thereference regulator, the small regulator poppetopens. Orifice B provides for positive drop of theoutput. The relief valve functions to limit thechamber pressure to a predetermined level.

A300-600

CF6 80C2 ATA 70-80

MTT


PRESSURE REGULATING AND SHUT OFF VALVE(PRSOV)

A300-600

CF6 80C2 ATA 70-80

MTT


DIRECTIONAL PILOT VALVE (DPV)

The directional pilot valve (DPV) supplies the stow ordeploy command pressure to the Center Drive Units(CDU's). It is located on the LH thrust reverser lookingforward 11 o'clock. When the deploy mode is selected,electrical signal engergizes the DPV and PRSOVsolenoids which causes the PRSOV to pressurize thetubes to the CDU and DPV with manifold duct pressure,this is indicated to the ECU by the pressure switch.Each of the directional control valve pistons in theCDU's is pressurized and the CDU's directional controlvalves rotate to a deploy mode, which enablesadmission of operating pressure into the CDU's andrelease of the associated brakes, and deployment of thefan reversers. When the pilot commands the stowmode, the DPV solenoid is de-energized, which causesthe pilot valve to close and the vent to ambient; thepressure in the direction control hoses drops to ambientso that the CDU direction control valves rotate to stowand the CDU's operates in the stow direction.

A300-600

CF6 80C2 ATA 70-80

MTT


DIRECTIONAL PILOT VALVE (DPV)

A300-600

CF6 80C2 ATA 70-80

MTT


CENTER DRIVE UNIT

Each of the two reverser translating cowls is actuated atthree points. The center point is actuated by the centerdrive unit. The two actuators are mounted at 3 and 9o'clock to gimbal brackets on the reverser fixed structureand pinned at the aft end to a clevis pocket of thetranslating cowls. Each CDU provides five actuationoutputs, and contains an air motor, a directional controlvalve, brake, reduction gears, ball screw, feedbackmechanism, position indicating switches, stop rod andstow rig position indicator.

Two feedback units are provided, one for each CDU. Thefeedback units each contain two Rotary VariableDifferential Transformers (RVDT), one RVDT is attachedto each ECU channel. The electrical output of each RVDTprovides a translating cowl position. During reversersleeve translation the ECU will limit engine power, thesystem will detect inadvertent operation and the ECU willreduce engine power to idle. The units also provide thedrive attachment for the flexible shafts that attach to theangle gearbox.

One output is a linear ball screw drive that drives the cowldirectly at the center point. Two other outputs are rotarydrives that provide power to the upper and lower slave ballscrew actuators by means of flexible shafts and anglegearboxes. Two other outputs are spare rotary driveswhich are utilized for rigging and ground checkout.

A300-600

CF6 80C2 ATA 70-80

MTT


ACTUATION SYSTEM

A300-600

CF6 80C2 ATA 70-80

MTT


STOW/DEPLOY SWITCH MODULE

The stow deploy switch module is mounted to the CDU oneach thrust reverser half. It is used to provide end of travelinformation to the aircraft. The stow switch contacts will gofrom open to close when the transcowl position is < 2 %deployed. The deploy switch contacts will go from “notdeployed” to “deployed “ when the tanscowl position is<98% deployed. Each switch module is driven by the CDUfeedback or stop rod. The stow/deploy switch module isreplaceable separately from the CDU, and does notrequire rigging.

A300-600

CF6 80C2 ATA 70-80

MTT


STOW / DEPLOY SWITCH MODULE

A300-600

CF6 80C2 ATA 70-80

MTT



A300-600

CF6 80C2 ATA 70-80

MTT


ATA 79

ENGINE OIL

A300-600

CF6 80C2 ATA 70-80

MTT


OIL SYSTEM

The engine incorporates a self-contained dry sumplubricating oil circulation system for the purposes oflubricating the main engine bearings, the accessory drivesystem bearings, gear meshes and the accessorycomponent drive splines, for cooling engine internalsurfaces, carbon seals and vent air flows, for heating fuelto avoid ice contamination.

Five subsystems are employed. The oil supplysubsystem includes the oil tank, supply pump element,supply filter, static leak check valve and the oil supplymanifolds/oil jets. The scavenge oil subsystem includesthe scavenge manifolds, the five scavenge pumpelements of the lube and scavenge pump, the magneticMaster Chip Detector (MCD), the scavenge oil filter, theservo fuel heater, the fuel-oil heat exchanger and the oiltank. The lubrication system is fully operational onlywhen the engine is running. It is not fully operationalwhen motoring or windmilling. Motoring and windmillingoperations do not provide adequate sump sealpressurization and scavenge flows; consequently,increased oil consumption rates and abnormal oil hidingoccurs. Under normal engine starting, operating andshutdown procedures, the oil supply will begin as soonas cranking begins. Effective minimum oil pressure of 10PSIG will develop in the supply manifold by starter cutoutspeed, approximately 45% N2.

Indicating portions of the lube system are oilquantity , low oil pressure, oil pressure, scavengeoil temperature and scavenge filter bypasswarning.

A300-600

CF6 80C2 ATA 70-80

MTT


OIL SYSTEM FUNCTIONAL SCHEMATIC

A300-600

CF6 80C2 ATA 70-80

MTT


OIL TANK

The oil tank provides a reservoir to store oil, an air/oilseparator to purge air from the oil and an internal portedcavity to resupply and measure the oil quantity. It is analuminum fabrication with an outer coating of siliconerubber as an insulator and protective barrier from undercowl heat and possible fire. The fill port cap is opened bylifting the handle and twisting. An inlet screen protectsagainst contamination. A flapper valve will provide a self-sealing capability There is a scupper and drain aroundthe fill port to carry off spilled oil. Pressure fill andoverflow ports are also provided. An oil supply port andtwo drain plugs are located at the bottom of the tank. Theoil tank is bolted to brackets on the fan stator case at 3o'clock by three shock absorbing mounts. One is at thetop center of the tank, and two are at the lower comers.

The tank total capacity is 8.0 gallons (32 quarts). Thefull, or servicing, level is 6.6 gallons (26 quarts). Thisservicing level is at the top of the filler neck. A sightgage located below the scupper will indicate level of 23quarts. An oil quantity sensor probe extends into thelower sump. It is installed to a port on the top/rear of thetank. The tank is pressurized by the returning scavengeair/oil

A300-600

CF6 80C2 ATA 70-80

MTT


OIL TANK

A300-600

CF6 80C2 ATA 70-80

MTT



A300-600

CF6 80C2 ATA 70-80

MTT


OIL TANK

A300-600

CF6 80C2 ATA 70-80

MTT


OIL QUANTITY SENSOR

The oil quantity sensor is a probe installed into the oiltank. It contains a magnetic float assembly supportedby the oil level in the tank. As the oil level changes themagnetic float causes reed switches at that position toclose connecting a specific electrical resistance into the28 VDC circuit. The indication changes in steps as thereed switches are closed or open.

A300-600

CF6 80C2 ATA 70-80

MTT


OIL QUANTITY SENSOR

A300-600

CF6 80C2 ATA 70-80

MTT


LUBE AND SCAVENGE PUMP

The lube and scavenge pump is a dual-purpose pump. Itpressurizes the oil supply to the jets and provides suctionto remove the oil from the sumps. Each inlet portcontains a 26-mesh finger screen to catch coarse debris.The scavenge inlet screens are removed from theunderside of the pump by unscrewing a hex cap. Asupply filter element is contained by a filter bowl screwedinto the underside of the pump housing.

A static anti-leak check valve with an opening of 2.5 to 6PSID is contained in the pump oil supply flow path. Itsfunction is to prevent flow of oil across the pump afterengine shutdown. Failure of this valve to close at engineshutdown would permit the oil in the tank to seep throughthe pumping element and run into the sumps, depletingthe oil quantity in the tank. Cases of inadvertent tankover-serving can be caused by the malfunction of thisvalve.

The lube and scavenge pump is V-band clamped to theforward face of the AGB at the 6:30 o'clock drive pad. Adowel pin at the 12 o'clock position provides the correctalignment reference. A gasket is required between thepump and gearbox flanges to contain gearbox bearinglube oil.

A300-600

CF6 80C2 ATA 70-80

MTT


LUBE AND SCAVENGE PUMP

A300-600

CF6 80C2 ATA 70-80

MTT


OIL PRESSURE TRANSMITTER / LOWPRESSURESWITCH

The oil pressure transmitter senses the differentialpressure between the lube pump outlet line and thegearbox sump. With power supplied through theindicator, the winding movement results in inductancevariation creating an unbalanced bridge circuit. Theresultant current variation changes the flightcompartment indicator moving coil. The oil pressureactuates the diaphragm against a spring inside thetransmitter, causing a winding to move. The operatingrange of the oil pressure transmitter is 0 to 160 psi.

The transmitter analog signal is sent to the indicator(graduated from 0 to 160 psi). The indicator is suppliedwith 26VAC from normal busbar 131XP (231XP) viacircuit breaker 5ES (6ES), the normal operating rangeis between 30 and 90 psi, the redline is at 10 psi. Theindicator is below the main instrument panel on panel4VU. This indicator features a test switch (BITE)located on the back, enabling the oil pressuremeasurement channel to be tested. The value to beobtained during this test is marked by a blue dot on theindicator dial (pressure 95 psi). A recopy of theindicator is sent to the System Data Analog Converter(SDAC)

which converts the analog signal into a digital formand displays it on the ECAM display unit via the SGU.If the ENGINE page is displayed, this signal gives theoil pressure on a vertical scale graduated from 0 to100 psi (the display increases up to 160 psi whenrequired), an increasing pressure of more than 90 psiwill be displayed with flashing green digits. When adecreasing pressure reaches 16 psi the digitsdisplayed will be flashed green on the ECAM display,when the pressure reaches 10 psi (warning limit) thedigits are displayed in red.

A pressure switch is placed in parallel with the oilpressure transmitter. If oil pressure falls below 9.5psid during engine operation, the switch will close andan aircraft crew warning OIL LO PRESS will beilluminated.

A300-600

CF6 80C2 ATA 70-80

MTT


OIL PRESSURE TRANSMITTER AND LOW OIL PRESSURESWITCH

A300-600

CF6 80C2 ATA 70-80

MTT


ENGINE OIL TEMPERATURE (TEO) SENSOR

The TEO sensor is located on the forward side of theAGB in the scavenge oil discharge path between thelube/ scavenge pump and the MCD.

The normal scavenge oil temperature varies between71 and 160°C (160 and 320°F). On cold days thistemperature may drop to 57°C (135°F). On hot days athigh altitude and low engine speed, the temperaturemay reach 175°C (349°F) for no more than 15 minutes.The maximum temperature at permanent duty is 160°C(320°F). The scavenge oil temperature is indicated onthe ECAM system.

A300-600

CF6 80C2 ATA 70-80

MTT


OIL TEMPERATURE SENSOR

A300-600

CF6 80C2 ATA 70-80

MTT


MASTER CHIP DETECTOR

The master magnetic plug is the first item installed inthe scavenge discharge flow of the lube and scavengepump. It is a bayonet-type, three-pinned typepermanent magnet. It is spring-loaded and over centerlocked into a matching housing. A single O-ring isinstalled to the probe and a fail-safe omniseal installedin the housing to prevent oil loss. A check valve withinthe housing is held open by the probe. A knurled knobis used for installation and removal of the probe.

The chip detector is easily accessible through the leftthrust reverser inner cowl hatch. This access isprovided to check the IDG oil level and hydraulic filterclog indicator buttons as well.

A300-600

CF6 80C2 ATA 70-80

MTT


MASTER CHIP DETECTOR

A300-600

CF6 80C2 ATA 70-80

MTT


SCAVENGE OIL FILTER

The scavenge oil filter cleans the scavenge oil beforethe oil returns to the tank. All scavenge oil dischargedfrom the pump enters the scavenge filter housing.Normally the oil will flow from the outside of the filterelement to the hollow center where the oil rises to thefilter discharge port. A filter Belvalve relief valve isplaced in a retainer housing in the filter head, exposingthe valve to filter inlet and discharge pressuredifferential pressures. If the filter becomes obstructed,at 40 PSID the relief valve will crack open permittingsome inlet oil to bypass the filter. Full bypass will occurby 70 PSID. Filter differential pressure is monitored byan external differential pressure switch throughpressure ports located on the filter head. A warningsystem is provided in the flight deck to receive thebypass signal in advance of the actual filter bypass.

The scavenge filter is mounted to a bracket on the fanstator case just below the oil tank by three studsincorporated in the filter head. The flanges of thescavenge tubes are bolted to the filter head ports. Theports are labeled IN and OUT.

The filter bowl is threaded into the head by hand untilthe shoulder seats against the head. It is secured bylockwire through cast holes on the outside of the bowl.Knurled bands on the bowl aid in gripping the bowl forinstallation and removal. The bowl design also provideslugs on the bottom so that a tool such as a screwdriver

may be used to loosen the bowl until it can beremoved by hand. A SOV is provided in the head.When the filter element is removed the valve closesto prevent oil loss from the discharge line.

A300-600

CF6 80C2 ATA 70-80

MTT


SCAVENGE OIL FILTER

A300-600

CF6 80C2 ATA 70-80

MTT


SCAVENGE OIL FILTER DIFFERENTIAL PRESSURESWITCH

The scavenge oil filter differential pressure switch andthe low oil pressure switch are essentially the samedevice. However, the filter differential pressure switchconfiguration uses normally open electrical contacts.The contacts close when the differential pressureexceeds 25-33 PSID, and opens below 22 PSID. Whenthe oil system contamination causes the filter toapproach a bypassing condition, the switch closesproviding a, flight deck warning light.

A300-600

CF6 80C2 ATA 70-80

MTT


SCAVENGE OIL FILTER DIFFERENTIAL PRESSURESWITCH

A300-600

CF6 80C2 ATA 70-80

MTT



A300-600

CF6 80C2 ATA 70-80

MTT


INTEGRATED DRIVE

GENERATOR

A300-600

CF6 80C2 ATA 70-80

MTT


INTEGRATED DRIVE GENERATOR

Each IDG is mounted on the gearbox of each of theaircraft engines. The IDG is made up of a constantspeed drive (CSD) and a generator, mounted side byside in a common housing. Variable input speeds fromthe aircraft engine are converted to a constant outputspeed of 12,000 revolutions per minute to drive thesynchronous, 400 hertz generator. The assembly iscooled and lubricated by a separate oil system, exceptfor the IDG input spline, which is lubricated by gearboxoil.

A300-600

CF6 80C2 ATA 70-80

MTT


GENERATOR DRIVE

A300-600

CF6 80C2 ATA 70-80

MTT


SERVICING IDG

Normal or Initial Replenishing of the IDGCAUTION: OPERATING THE IDG WITHOUT

ENOUGH OIL OR OVERFILLED WILLCAUSE OVERHEATING AND SEVEREINTERNAL DAMAGE. CAUTION: SERVICING THE IDG WITHOUT THEPROPER DRAIN LINE CONNECTED TOTHE OVERFLOW DRAIN VALVE WILLRESULT IN OVERFILLING AND SUBSEQUENT DAMAGE TO THE IDG.

Replenishing of the IDG with oil is achieved underpressure. This operation is performed afterreplacement of the IDG or after replacement ofcomponents (filter, oil cooler, and/or oil lines) or afterinspection/check (contamination, oil heating)) or duringscheduled servicing.

WARNING: HOT OIL MAY CAUSE BURNS TO EYESAND SKIN. WEAR SPLASH GOGGLES,INSULATED GLOVES, AND OTHERPROTECTIVE GEAR IN CASE OF EYEOR SKIN CONTACT, GET MEDICALATTENTION IMMEDIATELY.

On the left thrust reverser cowl door, open accessdoor. Remove dust caps from the overflow drain andpressure fill valves.

WARNING: WHEN CONNECTING THE OVERFLOW DRAIN HOSE TO THE OVERFLOW DRAIN VALVE, DIRECT THE DRAIN HOSE INTO A SUITABLE CONTAINER TO PREVENT SPRAYING HOT OIL. HOT OIL MAY CAUSE BURNS TOEYES AND SKIN.

Connect the overflow drain hose to the overflowdrain valve. Some oil may come out the drainhose when it is connected (standpipe volume).Connect the pressure fill hose to the pressurefill valve.

CAUTION: DO NOT MIX TYPES OR BRANDSOF OIL.

Pump oil into IDG until the color of oil flowingfrom the overflow drain hose matches the colorof the oil being pumped into the IDG or until atleast 0.26 gallons (1 liter) of oil are collectedfrom the overflow drain hose. Remove thepressure fill hose from the pressure fill valve.Install the dust cap securely on the pressure fillvalve. When oil drainage from the overflowdrain hose slows to drops, remove the drainhose. Install the dust cap securely on theoverflow drain valve.

Close-upOn left thrust reverser cowl door, close accessdoor .

A300-600

CF6 80C2 ATA 70-80

MTT


IDG SYSTEM IDG OIL INDICATOR

A300-600

CF6 80C2 ATA 70-80

MTT


PRESSURE DIFFERENTIAL INDICATOR

The DPI (Differential Pressure Indicator) indicates whenthe IDG scavenge filter is blocked, usually due to IDGwear particles clogging the filter. If the filter elementdoes not show signs of metal particles and if theDifferential Pressure Indicator is not extended, installthe filter element. If the DPI is extended followprocedures in the maintenance manual.

A300-600

CF6 80C2 ATA 70-80

MTT


IDG SYSTEM INSPECTION

A300-600

CF6 80C2 ATA 70-80

MTT


IDG COOLING SYSTEM

The IDG oil cooling system consists of a duct supplyinglow pressure compressor (LPC) air to an IDG/oil cooler.The IDG oil system is integrated with the engine fuelsystem and, therefore, the primary source of cooling isthe fuel/oil cooler. The air/oil cooler is considered analignment cooler for low power settings when there isreduced fuel flow through the fuel cooler.

A300-600

CF6 80C2 ATA 70-80

MTT


80C2 IDG OIL COOLING SYSTEM

A300-600

CF6 80C2 ATA 70-80

MTT


IDG DISCONNECT MECHANISM

The disconnect mechanism consists of a solenoid,spring-loaded disconnect plunger with threaded pawl,worm shaft and reset ring. The purpose of thedisconnect mechanism is to disconnect the IDG fromthe engine gearbox in the event of an IDG failure.Once disconnected, the IDG cannot be reconnected inflight. When the disconnect solenoid is activated thespring-loaded disconnect plunger moves a spring-loaded pawl into contact with threads on the wormshaft. The worm shaft acts as a screw in a threadedhole, and input rotation causes this shaft to move awayfrom the input spline shaft, separating the driving dogteeth on the two shafts. When driving dog teeth havebeen separated, the input spline shaft, which is stillbeing driven by the aircraft engine, spins freely in theIDG without causing component rotation. Reset maybe accomplished by pulling the reset ring followingengine shutdown while the aircraft is on the ground.

A300-600

CF6 80C2 ATA 70-80

MTT


GENERATOR DRIVE DISCONNECT MECHANISM

A300-600

CF6 80C2 ATA 70-80

MTT


ENGINE DRIVEN PUMPS

Two variable displacement pumps are installed on theaccessory gearbox of each engine:

Engine 1: One GREEN and one BLUE system pump.

Engine 2: One GREEN system pump and oneYELLOW.

They are identical and of the self-regulating multi-pistontype. The nominal output flow of 36 gal/min is deliveredat a pressure of 3000 PSI.

A solenoid operated dump valve in each pump allowsdepressurization of the pump in case of pump or relatedsystem failure. Each valve is controlled by thecorresponding PUMPS pushbutton switch on the HYDPWR section of the overhead panel. FIRE VALVES,which are shutoff valves on the suction side of eachpump, isolate the hydraulic fluid supply to the pumpwhen the respective ENG FIRE handle is pulled.

A300-600

CF6 80C2 ATA 70-80

MTT


ENGINE DRIVEN PUMPS

EDP’S

A300-600

CF6 80C2 ATA 70-80

MTT


CASE DRAIN FILTERS

Case Drain Filters with a filtering capability of 15 µ(0.0006 IN) absolute, allow pump wear to be monitoredby detection of metallic particles in the filter elements.These filters also incorporate a clogging indicator, butthere is no bypass (the indicator is set to operate at120 psi). When the filter is clogged, the increase indifferential pressure causes the protrusion of a redcolored button, visible through a transparent frame.Thefilter element must be replaced as soon aspossible.The clogging indicator is reset by simplyremoving the transparent frame and pressing theindicator button. In low temperature conditions,clogging indicator operation is inhibited (thermostaticlocking at 0° +/- 2°C (32.9 t 3.6°F) with unlocking at30°C (86°F).

A300-600

CF6 80C2 ATA 70-80

MTT


PUMP CASE DRAIN FILTERS

airbus 70 a300 a310 engine powerplant - ge cf6-80c2a5f

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