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CJ)
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CJ)
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ABBREVIATIONS, SYMBOLS, AND TERMS
---A--NC
A!F
A
abbr
abs
AC
ACARS
accel
ACFf
ACCY
AD
ADC
ADIRS
AFS
AGB
AGB
AIB
AI
ALT
ALTN
AMM
AMB
Aircraft
Auto Flight
amber
abbreviation(s)
absolute
Alternating Current
Aircraft Communications Addressing
and Reporting System
acceleration, accelerometer
Aircraft
Accessory
Airworthiness Directive
Air Data Computer
Air Datallnertial Reference System
Automatic Flight System
Angle Gearbox
Accessory Gearbox
Airbus Industrie
Anti-icing
Altitude
Alternate
Aircraft Maintenance Manual
Ambient
FOR TRAININGPURPOSES ONLY

623 JUNE 1998
AOG
AOHX
AOL
AOX
AP
APU
ARINC
ARP
ASB
ASM
ASSY
ATA
ATRCCS
ATS
auto
AVM
AWL
AWM
Aircraft On Ground
Air/Oil Heat Exchanger
All Operators Letter
Air/Oil Heat Exchanger
Access Port
Auxiliary Power Unit
Aeronautical Radio Incorporated
Aeronautical Recommended Practice
Alert Service Bulletin
Aircraft Schematics Manual
Assembly
Air Transport Association of America
Automatic Turbine Rotor Clearance Control
System
Autothrust System
automatic
Airborne Vibration Monitor
Aircraft Wiring List
Aircraft Wiring Manual
---B---
BIM
B
bal
BARO
Bill of Material
Blue
balance
Barometric
1-2
BFE
BG
BITE
BLV
BOM
BOMOD
BPR
brt
BRG
BRKT
BVA
Buyer Furnished Equipment (components

supplied by the buyer of the engine)
Build Group
Built In Test Equipment
Bleed Valve
Bill of Material
Bill of Material Object Damage
Bypass Ratio (ratio of secondary air to
primary air, by weight; also, ratio of
secondary gaspath area to primary gaspath
area at fan exit plane)
CFDS
CH
CL
cm
CMCS
CMM
CMS
cont
CRT
CPR
Class
centimeter
Central Maintenance Computer System
Component Maintenance Manual
Central Maintenance System
continuous
Cathode Ray Tube
Compressor Pressure Ratio (ratio of highpressure compressor
inlet pressure)
bright
Bearing
Bracket
Bleed Valve Actuator
CPU
CSD
CW
---C--C
C
CC
CCW
CD-ROM
CDU
CFDIU
Centralized Fault Display System

Channel
Celsius
Centigrade
Cubic Centimeter
Counter Clockwise
discharge
pressure to
Central Processing Unit

Constant Speed Drive
Clockwise
---D--C
of
DADC
DC
Compact Disc-Read Only Memory
DCV
Control and Display Unit
dece1
Centralized Fault Display Interface Unit
DELTA P
Degrees Celsius
Degrees Fahrenheit
Digital Air Data Computer
Direct Current
Directional Control Valve
deceleration
Differential Pressure
FOR TRAINING PURPOSES ONLY

623 JUNE 1998
1-3
DEP
DMU
DU
Data Entry Plug

Data Management Unit
Display Unit
u-E---
EBU
ECAM
ECS
ECM
ECS
EDP
EEC
EEROM
EGT
EIS
EIU
EIVMU
EIVMS
EM
eng
Engine configured with components for an

aircraft installation
Electronic Centralized Aircraft Monitoring
Environmental Control System
Engine Condition Monitoring
Environmental Control System
Engine Driven Pump
Electronic Engine Control
Electrically Erasable Read-Only Memory
Exhaust Gas Temperature (temperature at the
low turbine discharge; also referred to as
Tt4.95 or Tt5)
Engine Instrument System
Engine Interface Unit
Engine Interface and Vibration Monitoring
Unit
Engine InterfaceNibration Monitor System
Engine Manual
engme

623 JUNE 1998
EPR
EPR ACT
EPR COM
EPR MAX
ERU
ESD
ETOPS
EVMU
EWD
EXT
Engine Pressure Ratio (ratio of turbine

discharge total pressure to compressor inlet
total pressure; also Pt4.95/Pt2)
Actual EPR
Commanded EPR
Maximum EPR
Engine Relay Unit
Electro Static Discharge
Extended Range
Operations
Twin
Engined
Aircraft
Engine Vibration Monitoring Unit

Engine Warning Display
External
---F--F
F
FADEC
Thrust ("F" refers to thrust "force")

Fahrenheit
FCOM
FD
FEGV
FF
FIG
FIM
Flight Crew Operating Manual

Fuel Drain
Full Authority Digital Electronics (or

Engine) Control
Fan Exit Guide Vane

Fuel Flow
Figure
Fault Isolation Manual
1-4
FIN
FL
FLT
Functional Item Number
Flight Leg
Flight
FLX TO TEMP Flexible Takeoff Temperature
FMGEC
Flight Management Guidance and Envelope
Computer
FMU
Fuel Metering Unit
Net thrust
Fn
Net thrust of the fan
Fnf
Fnp
Fnt
FOC
FOD
Fp
FRM
ft
Ft-Lb
FWD
GEN
Generator
gnd
GRBX
ground (also abbreviated as "grd")

Gearbox
---Hu-
Hg
HOT
HP
HPC
Primary net thrust; net thrust of the engine

core
HPT
Total net thrust; equal to Fnp + Fnf

Fuel/Oil Cooler
HPV
Foreign Object Damage

Fuel pressure
Fault Reporting Manual
foot or feet
Foot-Pound
Forward
hr
HSI
HX
HYD
Hz
Green
gal
GCU
gallon
Generator Control Unit

623 JUNE 1998
hour or hours
Hot Section Inspection
Heat Exchanger
Hydraulic
Hertz
---1---
---G--G
Mercury
High Oil Temperature
High Pressure
High Pressure Compressor; also referred to as
rear compressor
High Pressure Turbine; also referred to as
front turbine or rear compressor drive-turbine
High Pressure Valve; aircraft pneumatic
supply
lATA
ICAO
ICD
International Air Transport Association

International Civil Aviation Organization
Interface Control Document
1-5
ill
IDG
IDGS
IFSD
IFTB
Ign
IGV
IN-LBS
m
INOP
INSP
INHG
IPC
IPL
ISOL
Inside Diameter
Integrated Drive Generator
Integrated Drive Generator System
In-flight Shutdown
In Flight Tumback
Ignition
Inlet Guide Vane
Inch-pounds
inch or inches
Inoperative
Inspection
Inches of Mercury
Illustrated Parts Catalog
Illustrated Parts List
Isolation
_uJ u-
J-box
Junction box
jct
junction
---Ku-
K
kg
Symbol used to indicate a constant value

kilogram(s)
FOR TRAININGPURPOSESONLY
623 JUNE 1998
kg/hr
KM
KPa
KT
KV
KVA
kilograms per hour

Kilometer
Kilo pascal
Knot
Kilo Volt
Kilovolt Ampere
---L--L
L
lb
lb-ft
lb/hr
lb-in
LEP
LO
LOC
LOP
LP
LPC
LPT
LRU
Left (can appear in flight deck displays)

Liter
pound or pounds; can be written as "lb."
Pound-Force-Feet (Torque)
pounds per hour
Pound-Inch
List of Effective Pages
Low
Location
Low Oil Pressure
Low Pressure
Low Pressure Compressor
Low Pressure Turbine; also referred to as rear
turbine or front compressor drive-turbine
Line Replaceable Unit
1-6
LSK
LVDT
Line Select Key

Linear Variable Differential Transformer
uM-u
Mach number (speed, expressed as a multiple

of the speed of sound, which is Mach 1); also
abbreviated as Mn
MA
MAN
MAX
Mb
Milli-Ampere
Maintenance Advisory Notice
Maximum
MCBF
MCDU
MCUR
MDDU
MEL
MGB
mils
MIN
Millibars (a unit of measure for fluid

pressure)
Mean Cycles Between Failure
Multifunction Control and Display Unit
Mean
Cycles
Between
Unscheduled
Removals
Multipurpose Disk Drive Unit
Minimum Equipment List
Main Gearbox
Thousandths of an inch
Minimum

623 JUNE 1998
MM
MM
MMEL
Mn
MPD
MRB
MSG
MTBF
MTBR
MTBUR
MUX
Millimeter
Maintenance Manual
Master Minimum Equipment List
Mach number; also abbreviated as M
Maintenance Planning Document
Maintenance Review Board
Maintenance Steering Group
Mean Time Between Failures
Mean Time Between Removals
Mean Time Between Unscheduled Removals
Multiplexer
---N---
Rotational speed in rpm or percent rpm
N1
Rotational speed of the low-pressure rotor

(front compressor, rear turbine, and
connecting (inner) shaft); in rpm or percent
rpm
Rotational speed of the high-pressure rotor
(rear compressor and front turbine) in rpm or
percentrpm
N2
1 -7
N2c2
N2c25
N2dot
NAC
NAI
NCV
NGV
No.
ND
NDT
NM
NORM
Corrected high-pressure rotor speed (derived

from Tt2)
Corrected high-pressure rotor speed (derived
from Tt2.5)
Derivative of high-pressure rotor speed with
respect to time
Nacelle
Nacelle Anti-ice
Nacelle Cooling Valve
Nozzle Guide Vane
Number
Navigation Display
Non-destructive Test
Nautical Miles
Normal
-0--OAT
OD
OMS
Outside Air Temperature

Outer Diameter
On-board Maintenance System

623 JUNE 1998
OPT
OVHT
OVSP
OZ
Optional
Overheat
Overspeed
Ounce
---p--P
P2
P2.5
P2T2
P4.95
Pamb
Pb
PIBSW
Pbr
PDO
Pressure, total; also referred to as total

pressure
Total pressure at station 2 (compressor inlet)
Total pressure at station 2.5 (exit of lowpressure compressor); also referred to as
intercompressor pressure
Pressure and Temperature Station 2 (intake)
Total pressure at station 4.95 (exhaust); also
referred to as exhaust gas pressure or Pt4.9 or
Pt5
Ambient Pressure
Burner Pressure (static pressure in diffuser
case)
Pushbutton Switch
Breather Pressure
Power Door Opening
1- 8
percentN 1
Low pressure compressor rotor speed (RPM)
percentN2
PFD
High pressure compressor rotor speed (RPM)
Pf
Pfr
Primary Flight Display

Pressurized fuel sent to hydraulic actuators;
fine filtered supply pressure
Pressurized fuel returning from hydraulic
actuators to fuel pump interstage
Power Plant Build-Up

pounds per hour; also abbreviated as lb/hr
PROX
PRSOV
PRV
Proximity
Power Plant Illustrated Parts Catalog

Pressure
Pressure
valve).
Regulated
(downstream
of bleed
PIPC
Powerplant Illustrated Parts Catalog
PIR
Pressure Interstage Return
PKG
Packing
PLA
Power Lever Angle
Ps
PMA
Permanent Magnet Alternator; should be

referred to as FADEC/EEC alternator
Pressure
Regulating
Valve;
Aircraft
pneumatic supply
Pressure, static; also referred to as static
pressure
Ps3
Static pressure at station 3 (high-pressure
Pressure Regulating and Shut-off Valve
PMC
Process Material Control
PN
Part Number
Ps4i
Turbine cooling air static pressure
PNAC
Nacelle Pressure (positive pressure inside of

nacelle)
Pneumatic
psi
pounds per square inch
pSla
pounds per square inch, absolute pressure
psid
pounds per square inch, differential pressure
Pressure at sea level on an International

Standard Day
Position
pSlg
Pt
pounds per square inch, gage pressure

Pressure total
PW, P&W
Pratt & Whitney
PNEU
Po
POSN

623 JUNE
PPBU
pph
PPIPC
PR
PR
1998
compressor discharge)
1-9
ABBREVIATIONS,
SYMBOLS,
AND TERMS
u-s---
u_Q--QAD
QEC
QT
QTY
Quick Attach and Detach

Quick Engine Change
Quart
Quantity
---R--R
R
R
RCC
REF
REV
RLA
rpm
RTD
RTN
RVDT
RVT
Radius
RED
Right
(can appear
in flight deck
displays)
Remote Charge Converter

Reference
Reverse
Reverser Lever Angle
revolutions per minute
Resistance Temperature
Device
Return
Rotary Variable Differential Transformer
Rotary Variable Transformer
SIN
Serial Number
SAT
SAV
SB
SCAV
SCN
SCU
SD
SE
SEC
SEL
SFC
Static Air Temperature

Starter Air Valve
Service Bulletin
SI
SIG
SL
SN
SOAP
SOL
SOL VL V
SOY
SPN

623 JUNE 1998
Scavenge
Specification Change Notice
Supplemental Control Unit
System Display
Simplified English
Secondary
Select
Specific Fuel Consumption
Special Instruction
Signal
Sea Level
Serial Number
Spectrometric Oil Analysis Program
Solenoid
Solenoid Valve
Shutoff Valve
Spare Parts Notice
1 - 10
SRM
STAB
STG
SVA
SW
Structural Repair Manual

Stability
Stage
Stator Vane Actuator
Switch
---T---
T
T2
T2.5
T3
T4.95
Tamb
TAT
TBD
TBO
Temperature, total; also referred to as total

temperature
Total temperature of the air at station 2
(compressor inlet)
Total temperature of the air at station 2.5
(exit oflow pressure compressor)
Total temperature of the air at station 3 (exit
of high pressure compressor)
Total temperature at station 4.95 (exhaust);
also referred to as exhaust gas total
temperature or T4.9 or T5
Ambient Temperature
Total Air Temperature
To Be Determined
Time Between Overhauls

623 JUNE 1998
TBV
TC
TCC
TCC
TEC
Temp
Tfuel
TLA
TLR
TLS
TM
TMC
TNGV
Toil
T/R
TR
TRA
TRP
Ts
TSM
TSFC
Thrust Balance Vent

Thermocouple
Thrust Control Computer
Turbine Case Cooling
Turbine Exhaust Case
Temperature
Fuel Temperature
Throttle Lever Angle
Thrust Lever Resolver
Translating cowl Locking System
Torque Motor
Thrust Management Computer
Turbine Nozzle Guide Vane
Temperature of engine oil
Thrust Reverser
Temporary Revision
Throttle Resolver Angle
Thrust Rating Panel
Temperature Static
Airbus Troubleshooting Manual
Thrust Specific Fuel Consumption (lb. of fuel
per hour, per lb. of thrust)
1 - 11
TSO
TT
TVBC
Time Since Overhaul

Total Time
Turbine Vane and Blade Cooling
---u--UNLK
U.S.
UTC
Unlock
United States
Universal Time Coordinated
---V--VAC
VDC
VIB
VLV
VSV
Wap
WD
WDM
Wf
WOW
WRG
Rate of primary airflow

Warning Display
Wiring Diagram Manual
Fuel flow (lblhr or Kglhr)
Weight on Wheels
Wiring
---x--XCHECK
Cross Check
---y-Volts, Alternating Cijrrent

Volts, Direct Current
Vibration
Valve
Variable Stator Vanes
Y,YEL
Yellow
n- W--W
W
Wa
Waf
White
Rate of fluid flow; weight of fluid per unit
time (lb/sec, kglhr etc.)
Rate of airflow; also referred to as air flow
rate
Rate of fan airflow

623 JUNE 1998
1 - 12
ABBREVIATIONS,
SYMBOLS, AND TERMS
---SYMBOLS--%
~
Percent
()
Relative pressure ratio

Relative temperature ratio
Equal to, equivalent to
Approximately equal to
Proportional to
Equality of ratios in a proportion statement
Less than
Greater than
e
=
..
<
>
(
Differential
values
or
difference between
J,
Less than or equal to

Greater than or equal to
Above or higher than
Below or lower than
No change in
J
t
two

623 JUNE 1998
1 - 13
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Q)
:J
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0::::
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Q)
......
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......
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~
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'II:t
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,...
>...J
Z
0
en
w
en
0
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Z
Z
g;
a:~
I-w
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u.~
SECTION 2
MAINTENANCE CONCEPTS
WHEN YOU COMPLETE THIS LESSON, YOU WILL BE ABLE TO:
1.
LIST AT LEAST SIX DOCUMENTS USED TO PERFORM ON-WING MAINTENANCE AND

TROUBLESHOOTING.
2.
LIST THE THREE TYPES OF MAINTENANCE TASKS.
3.
IDENTIFY THE LETTER CHECK MAINTENANCE LEVEL FOR LINE MAINTENANCE TASKS.
4.
LIST AT LEAST THREE THINGS TO INSPECT ON CLAMPS.
5.
LIST AT LEAST FIVE MAJOR PHYSICAL INSPECTION CHECKS DESCRIBED IN THE AMM.
6.
IDENTIFY THE MANUAL AND SECTIONS USED TO GET TEST PROCEDURES FOLLOWING A
COMPONENT REPAIR.
7.
LIST TWO BENEFITS OF ETOPS.

623 JUNE 1998
2-1
PUBLICATION RESOURCES
Aircraft Maintenance Manual (AMM):
. The Aircraft Maintenance Manual, produced by the
aircraft manufacturer, has information required to service,
repair, replace, adjust, inspect, and check aircraft
equipment and systems.
. Note: These procedures are usually done on an installed
engine found on the ramp or in the maintenance hangar.
Engine Manual (EM)
. The Engine Manual (EM), produced by the engine
manufacturer, gives information about the engine and the
demountable powerplant.
- Note: The demountable powerplant is defined as the
engine and the nacelle parts that are engine-mounted
and are removed from the aircraft as a unit.
. The EM has three major chapters:
- Chapter 05 - Time Limits
Tells the service life limits for specified engine
parts.
- Chapter 71 - Powerplant
Identifies the procedures for the demountable
powerplant which are necessary to support
engine shop maintenance.
- Chapter 72 - Engine
Identifies the procedures for shop maintenance
of the engine. Data set apart by tab-divided
sections for selected areas of the engine.
.
.

623 JUNE 1998
Troubleshooting Manual (TSM):

. The Troubleshooting Manual gives a quick, logical, and
accurate means of isolating faults. Power plant fault
systems are grouped in Chapter 71. Power plant system
fault isolation and component locations are distributed in
each system chapter.
Wiring Diagram Manual (WDM):
. The Wiring Diagram Manual is divided into three
manuals, the:
- Aircraft Schematic Manual (ASM).
- Aircraft Wiring Manual (AWM).
- Aircraft Wiring List (AWL).
. The purpose of this manual is to create a full
understanding of the electrical and electronic systems and
their operation; also, troubleshooting and maintenance
procedures of these systems. Schematics illustrate all line
replaceable items, aircraft wiring within a system, and give
sufficient depth for aircraft fault isolation. In some cases,
simplified schematics, logic diagrams, or block diagrams
have been incorporated in schematics for full
understanding of system operation.
Component Maintenance Manuals (CMM):
. These instructions and illustrated parts lists cover

maintenanceof accessoryequipment.
2-2
PUBLICATION RESOURCES
Power Plant Illustrated Parts Catalog:

. The Power Plant Illustrated Parts Catalog is a publication
listing and illustrating all line replaceable parts for the
engine, nacelle and certain airframe manufacturer supplied
parts.
Illustrated Parts Catalog (IPC):
. The Illustrated Parts Catalog lists and illustrates all salable
engine parts.
Service Bulletins (SB):
. Service Bulletins provide information or instructions, as
required, for modifying or replacing parts to the latest
configuration.
Alert Service Bulletins (ASB):
. Provide advanced information or instructions to specific
operators on specific component problems and the actions
planned or in process to correct the problem. ASBs are
printed on blue paper and issued in advance of a service
bulletin.
Maintenance
Advisory Notice (MAN):
. The Maintenance Advisory Notice (MAN) is an advisory

(not a mandatory) directive to provide increased visibility
to the airlines for repetitive maintenance actions which
include inspections, engine and component build
standards, ETOPS requirements, etc. In addition, MANs
share the following characteristics.

623 JUNE 1998
- A distinguishable document for each engine model

that has its own identification and issue-sequence
code for traceability.
- A
notification
that
provides
recommended
maintenance action of a repetitive nature, an
implementation procedure, and cites the necessary
material resources.
- An advisory guide that can be utilized as action for
P& W supplier and nacelle components, as well as the
basic engine.
Support Equipment
Numerical Index (SENI):
. Lists all engine service, maintenance and overhaul tooling

for each level of maintenance.
Spare Parts Bulletins (Information Service Bulletins):

. Provide information on introduction of new parts replacing
previous parts, changes to spare parts, or discontinuance of
spare parts on specific engine models.
Airworthiness Directive Note (AD):
. Provides information for an unsafe condition which exists
in a product. The product must adhere to prescribed
inspection, condition, or limitations (if any) if the product
is to continue in operation. No person may use a product to
which an AD applies except as specified in the AD. ADs
are mandatory.
2-3
ENGINE MANAGEMENT PLAN
Purpose:
. An Engine Management Plan (EMP) is used to:
- Determine when to check the condition of an engine
or components and perform tasks at intervals to make
sure an engine operates correctly.
- Ensure that a failed engine or components can be
repaired or replaced, as necessary.
. Engine Management Plans contain:

- Maintenance
Review
Board
(MRB)-required
repetitive maintenance tasks (resulting from the
engine/nacelle and aircraft certification programs).
MRB-required repetitive tasks are listed in the:
Maintenance Planning Documents (MPD) issued
by the aircraft manufacturer.
Maintenance
100-1-97.
Advisory
Notice,
MAN-PW4G-
- On-wing engine and nacelle INSPECTION programs

used to:
nacelle
MODIFICATION
Maximize engine reliability.

The focus is to
prevent inflight shutdowns, delays/cancellations,
and the major causes of engine shop visits.
- Off-wing engine and nacelle MODIFICATION

programs used to:
Make sure that all engine/nacelle operational
changes
give
durability,
maintainability,
performance, stability and compliance with
ETOPS requirements.
. Note: Instructions for the inspection and modification

programs are given in the following Pratt & Whitney
publications.
- Service Bulletins (SB).
- Maintenance Advisory Notices (MAN).
- Special Instructions (SI).
Supplement the basic on-wing inspections

required by the Maintenance Review Board
(MRB) requirements.

623 JUNE 1998
and
Description and Operation:
- On-wing engine
programs used to:
2-4
Description and Operation (cont):

. The three types of maintenance and inspections are:
- Repetitive maintenance tasks.
- Scheduled maintenance tasks.
- Non-repetitive maintenance tasks.
. Repetitive Maintenance Tasks (on-condition):
- Engine data is used to determine when maintenance
must be done on the engine. The data is compared to
baselines to identify engine malfunctions, failures or
inefficiency. Data is taken by the:
. Flight crew during cruise.
Maintenance crew on the ground.
. Scheduled Maintenance Checks:
- Repetitive maintenance tasks and inspections required

by:
The Maintenance
Review Board (MRB )
document.
- Note: Task wording, task interpretation
(definitions) and task frequency are not

identical in all MRB documents.
. Service Bulletins (SBs)
. Maintenance Advisory Notices (MANs).
- Note: These repetitive maintenance tasks or their
frequency may be revised by an approved

maintenance program for a specific airline (if
permitted by local regulation).
- Task frequency is given in units of engine running

time (called letter checks) or cycles. Letter checks are
used to identify:
How often inspections or checks are made, in
terms of hours of operation. Note that these
checks are unique to each operator,
airframe/engine combination and route structure.
. The levels of maintenance.
The letter check maintenance level tasks are given in

multiples of the letter.
- For example, if the designated interval for an "A"
check is 100 hours of operation and the fan blades
must be inspected at "lA" intervals, the fan blades
must be inspected every 100 hours of operation.
(Igniter plugs are inspected at 2A intervals, every 200
hours.)
- Note: Some components are affected by cycles more
than engine running time. For example, the
combustion chamber must be inspected with a
borescope every 250 cycles.
- Note: Service Bulletin and Maintenance Advisory
Notice (MAN) tasks and inspections may be limited to
certain engine configurations. For example, the
igniter plug and combustion chamber guide must be
inspected every 350 hours per SB PW4ENG 72-152
(if you have not doneSB PW4ENG72-449).

623 JUNE 1998
2-5

- Letter check maintenance levels:
Al - Line Maintenance: Maintenance which can
be done with the engine installed on the aircraft
(on-wing), including:
- Servicing.
- Periodic and special inspections.
- Borescope inspection of the gaspath and
combustion chamber.
- Troubleshooting various engine systems.
- Interrogating the EEC for faults.
.
.
- Post maintenancetesting.
- Replacement of all external components,

fan blades.
- Engine change.
. B1 - Limited Heavy Maintenance: Off-wing
maintenance, including the removal and
replacement of the:
- Inlet.
- Modules.
- Fan rotor.
- LPC.
- Combustion chamber.
- 1st stage nozzle guide vanes.
- HPT.
- LPT.
- No.4 bearing.
- Parts which are accessible without
extensive disassembly of the modular
sections.
623 JUNE 1998
B2 - Major Heavy Maintenance: Off-wing

maintenance which goes one step further than
Bland includes the removal and replacement of
the:
Fan cases.
Nl coupling assembly.
Intermediate case.
Rear compressor.
Diffuser-combustor.
Modular sections.
Bearings.
Parts which are accessible without
extensive disassembly of the modular
sections.
Note: Minor repairs are also included in

B2 maintenance.
B3 - Maximum Heavy Maintenance: Off-wing

replacement and repair of parts for each modular
section,includingtasks suchas:
-
Disassembly.
Cleaning.
Painting.
Dimensional inspection.
Crack detection.
Static/dynamic balancing.
Pressure-checking bearing compartments.
Blade and vane blending, denicking, antigalling application.
Testing of engines after B3 level
maintenance is done in a test cell.
2-6
. Cl
- Limited Parts Overhaul: More extensive

repairs than made in levels A and B. Repairs
include:
-
Welding.
- Brazing.
- Stress relief.
- Minor sheet metal work.
- Grit blasting.
- Surface protection coating.
C2 - Complete Parts Overhaul: All major

repairs, including:
Plating.
Plasma spray.
Machining.
TIG welding.
Major sheet metal work.
C3 - Accessory Component Overhaul: Overhaul

and repair of all accessory components,
including:
-
Assembly/disassembly.
Refurbishment.
Bench calibrations.
D 1 - Accessory Component Maintenance:

Maintenance at the Component Maintenance
Manual (CMM) level.
Tl - Engine test in a test cell, including:
- Pre-test preparations.
-
Test procedures
- Maintenance procedures in a test cell.

- Post-test activity.
- Heat treating.
- Diffusion coatings.
- Peening.
- Tank stripping.

623 JUNE 1998
2-7

. Non-repetitive maintenance checks:
- Unscheduled maintenance checks and inspections
which must be made:
.
.
.
After special or abnormal conditions (such as a

bird strike or slush ingestion) have been reported
by the flight crew.
As required by a Service Bulletin as a one-time
check or inspection for a specified condition.
When recommended by a Maintenance Advisory
Notice (MAN) as a one-time inspection or check
for a specified condition.
Whenever the fault isolation process requires
you to do:
- "Tests for Repaired Engines" found in
ATA Chapter 71-00-00 of the AMM.
- "Inspection/Check" tasks found in the
AMM or TSM.
- Fixed time/cycle intervals:
Safe Life Limits (Service Life) - Service life is

the time at
which a component must be
removed from the engine. The components with
service life limits are identified in the AMM
"Time Limits" section, AT A Chapter 05,
Service Life Limits and Maintenance Checks.
Service life is limited to, and must not exceed,
the cycles given in the "Time Limits" section.
. Safe life limits are given in time or cycles.

-
Time: The accumulated time from the

moment that an aircraft leaves the surface
of the earth until it touches down on the
next landing.
- Cycle: Any flight consisting of one takeoff and landing regardless of the length of
the flight or if the thrust reverser was used.

623 JUNE 1998
2-8
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INSPECTIONS- EXTERNALS
General:
. VariousPW4000
externals should be inspected at each
aircraft "A" check and corrective action be taken to adjust

or replace the items, asrequired.
. These inspections must be done for extended range
operations (ETOPS), but are applicable to all PW4000
installations.
. Deterioration of the tubes, brackets, and clamps on the
PW4000 series engine, if undetected and uncorrected,
could result in excessive wear of the parts and possibly
result in revenue service delay/cancellations, in-flight
shutdowns, and premature engine removals.
. To improve the reliability and durability of the engine
external tubes, brackets, and clamps, periodic detailed
inspection of these parts is required.
. Clamps
-
Early replacement of worn or broken clamps, in

particular, is crucial in preventing chafed tubes, which
can lead to subsequent breakage with loss of oil
and/or fuel. Particularly, inspect loop clamps for mesh
compacting or deterioration, clamp drooping or
distress, or broken clamps. Replace broken loop
ber are indications of clamp wear. An observation of

reddish powder around rubber clamp signals clamp
deterioration. If clamps are removed, check for
chafing on the tube at that location. Check that the
clamp is square on the tube. If clamp is cocked,
remove the clamp and check the tube for wear.
Replace broken or worn loop clamps with new
clamps.
. Brackets
- Inspect bracket surfaces for cracks, nicks, or gouges
which indicate an interference or contact problem.
Inspect weld areas for cracks.
. Tubes
- Inspect tubes, particularly in the area around the braze
joints that hold the ferrules or end fittings to the tubes.
Look for discoloration, distress, or other signs of
vibratory motion or incipient cracks. Inspect for
evidence of tube chafing, wear, and for proper
location and amount of clamps. If a reddish powder is
seen around a clamp during inspection, the clamp
should be replaced because the clamp is deteriorated.
clamps or those with mesh missing or worn away.

Cracks in rubber silicone clamps or chunking of rub-

623 JUNE 1998
2 -10
MISALIGNED CLAMP
LOOSE CLAMP
WORN CUSHIONS,
LOOSENESS, AND
DEFORMED I
BROKEN BANDS
CLAMP INSTAllATION AND INSPECTION

623 JUNE 1998
2 - 11
PHYSICAL INSPECTION CHECKS
Purpose:
. Procedures are provided in the AMM for checking engine
and components for leakage, damage, and signs of pending
failure.
Inspections:
. Borescope
- LPC
- HPC
- Burning/deposits
- Distortion/excessive wear
- Fatigue/erosion/cracks
- Metal/ceramic particles
. Engine Overspeed
- Combustion Chamber
- NI exceeded
- HPT
- LPT
- N2 exceeded
. ExternalVisual
-
Engine cases
Engine external components
Intake
Exhaust
. Oil Temperature
- Temperature exceed 177C (350F)
. Oil System Contamination
- Metal particles
- Residue/other particles
- Hydraulic fluid

623 JUNE
. Engine Overtemperature
- EGT exceeded redline limit
. Engine Windmilling
- Engines which have windmilled as a result of in-flight
shutdown
. Foreign Object Damage
- Sand
- Birds
- Volcanic ash
. Bill of Material Object Damage
- Engine parts
. Damaged Engine or Part
- Accidents
- Serious operational faults
- Impact
- Fire
2 -12
TYPES OF INSPECTIONS
Other Inspection Aids:

. Spectrographic Oil Analysis Program (SOAP):
- An oil samplefrom the engineis sent to a lab whereit
is spectrographically analyzed. Any metal detected is

reported by alloy type and quantity.
. Chip detectors:
- Magnetic plugs located in the oil scavenge system that
capture ferrous metal.
. Filters:
- Filters in the fuel, oil, and air systems to capture
contaminants which may be analyzed.
. X-ray:
. Magnetic Particle Inspection (MPI)

- Use of magnetism to find surface and subsurface
discontinuities in ferromagnetic material

. Fluorescent Penetrant Inspection (FPI)
- Use of dyesto find surfacediscontinuities
. Ultrasonic Inspection
- Use of high frequency sound to find internal
discontinuities
. Eddy Current Inspection
- Use of electrical currents to find discontinuities in
non-magnetic materials
- A shadow picture made with radioisotopes on engine

parts to determine irregularities.
. Borescope:
- A probe with mirrors, prisms, or fiber optics to
visually inspect inside the engine

623 JUNE 1998
2 -13
A330 AMM ATA 71-00-00 POWER PLANT GENERAL - ADJUSTMENT /TEST
Purpose:
. The following tests, required after engine/module/
component repair or replacement, are necessary to:
- Make sure the engine operates satisfactorily
repair or replacement.
- Give methods that you can use to identify
LRU's.
- Test No. 2A - Engine Motor Leak Test (Wet Method)

Thrust Reverser Cowl Doors Open.
. REF: 71-00-00-720-817
after
. Use this procedure to check the complete fuel

system and the oil system for leaks. The engine
is operated on the starter only for this test.
faulty
- Test No.3

. The following are examples of tests found in AMM,
Chapter 71.
- Test No.1 - Pneumatic Leak Test
REF: 71-00-00-720-815
.
.
Use the pneumatic leak test to check the

pneumatic duct and component joints for leaks.
The engine is operated at idle speed only for this
test.
- Test No.2 - Engine Motor Leak Test (Dry Method)

Thrust Reverser Cowl Doors Open.
. REF: 71-00-00-720-816
Use this test to check the fuel system (except the

fuel manifolds and nozzles) and the oil system
for leaks. The engine is operated by the starter
only for this test.

623 JUNE 1998
- Idle Power Test (Reverser
Closed)
REF: 71-00-00-720-818
. Use this procedure to do an operation check of

the EEC and check the fuel and oil system for
leaks. The engine is operated at IDLE power
only for this test.
-
TestNo. 3A - Idle Power Test (Reverser Open)
.
.
REF: 71-00-00-720-824
Use this procedure to do a check of the fuel and

oil system for leaks. The engine is operated at
IDLE power only for this test with the reverser
open.
- Test No.4 - Power AccelerationlDeceleration
. REF: 71-00-00-720-819
Use the power acceleration/deceleration test to

check for the correct engine acceleration and
deceleration operation in the permitted time
limits.
2 -14
OTHER TESTS - ATA CHAPTER 73
Purpose:
. Some
tests for repaired engines are found in ATA Chapter
73 and not in ATA Chapter 71.
. Read the Previous Scheduled Maintenance Report Faults.

-

The following are examples of these other tests found in AMM,
Chapter 73.
REF:73-21-00-710-824
- To read and correct the engine Previous Scheduled

Maintenance Report faults.
. Read the Scheduled Maintenance Report Faults.
-
REF: 73-21-00-710-821
- To read and correct the

Maintenance Report faults.
. EEC Sensing System Clog and Leak Check

- REF: 73-21-00-790-801
engme
Scheduled
- Use this procedure to do a clog and leak check of the

engine's sensing systems for:
.
.
Pamb.
P2.
.
. PB.
P2.5.
P4.95.
. Read the Exceedance Reports

-
REF:73-21-00-710-826
- To read the Exceedance

troubleshooting.
Reports
necessary
for

623 JUNE 1998
2 -15
TEST REFERENCE FOR ENGINE (POWERPLANT)
Purpose:
. The applicable tests that are necessary after the

replacement of the engine (powerplant) are given in
AMM, Chapter 71.
- If more than one test is given (example: 2, 3, 8, and 4)
all of the tests must be done in the sequence shown.
Description
. The test for a complete engine (powerplant) replacement is

for an engine that:
- Was testedbeforein a test cell.
- Was removed for the following line maintenance tasks

and not tested in a test cell.
The removal, installation, or repair of engine

externals (LRU's) with the engine removed.
The replacement or repair of the LPC 1st stage
(fan) blades with the engine removed.
The replacement or repair of the fan (front) case
with the engine removed.
The replacement or repair of the main gearbox
with the engine removed.
. Engine modules are not replaced with the engine installed

on the aircraft. The engine must be removed to repair or
replace any of the modules. The engine is then usually
tested in a test cell. An engine removal is necessary for
the LPC, HPC, HPT, and LPT modules.
NECESSARY TEST
Complete Engine (all but splitship)
10 (Replacement Engine Test)
Complete Engine (splitship only)

(powerplant)
10 and 8 (Vibration Survey)
NOTE: A splitship engine i

disassembled for shipme}i
parts.
623 JUNE 1998
.
.
.
and Operation:
ENGINE
overhauled engine that was tested in a test cell, and then

Ipment the engine was assembled again with the same modules and
2 -16
TEST REFERENCE FOR ENGINE (POWERPLANT)
TEST REFERENCE FOR COMPONENTS AND PARTS

. The applicable tests that are necessary after the repair or
replacement of each component or part are given in
Chapter 71 of the Airframe Maintenance Manual (AMM).
. If there is a selection of tests (example: 11 or 10), the first
test is the recommended test.
- If more than one test is listed (example: 2, 3, 8, and 4)
all of the tests are necessary and must be done in the
sequence shown.
If it is necessary to disconnect a tube or an electrical

connector to remove a component, more tests are
necessary:
- If a fuel tube is disconnected, Test No.3 is necessary.
- If an oil tube is disconnected, Test No.3 or Test No.
17 is necessary.
- If a bleed manifold is disconnected, Test No.1 is
necessary.
- If an electrical harness is disconnected, Test No.6 is
necessary.
. Conduit - Wiring Harness Bifurcation (4502KS)

C System Static Test
. Control
- Electronic Engine (EEC) (4000KS)
. Element - Fuel Pump Filter (5051EB)
. Element
- Servo Fuel Heater Filter (5011EB)
. Harness - EEC Wiring (Any Harness)
. Heater- Servo
Fuel (5010EB)
. Injectorand Support- Fuel (5020EB

. Line - Main Fuel Supply
. Manifolds - Fuel
. Plug - EEC Programming (4091
. Pump- Fuel
(5050EB)

623 JUNE 1998
EC System Static Test

2A or 3 or 2
2A or 3
FADEC System Static Test
2A or 3
3
2A or 3
2A or 3
FADEC System Static Test
2A or 3
2 -17
EXTENDED RANGE TWIN ENGINE OPERATIONS (ETOPS)
Purpose:
. ETOPS (Extended Range Twin Engine Operations)
certification means maintaining very high levels of safety
while facilitating the use of twin-engined aircraft on routes
which were previously restricted to three- and fourengined aircraft.
. ETOPS operations also permit more effective use of an
airline's resources.
. The ETOPS certification program was created by the
International Civil Aviation Organisation (lCAO) to
describe the operation of twin-engined aircraft over a route
that has a point further than one hour's flying time, at the
approved one-engine inoperative cruise speed (under
standard conditions and in still air), from an adequate
airport.
. ETOPS regulations are applicable to routes over water, as
well as remote land areas.
. Benefits of ETOPS
- Permit an extended range of operation for twinengined aircraft.
Area of operation now permits a maximum
diversion time to an adequate airport from the
nominal 60 minutes up to the current 180
minutes.
. The following maps were made independent of
aircraft type at a typical single-engine true

airspeed of 400 knots.
- The efficiency of direct ETOPS routing is
demonstrated by a comparison of distance, time, and
fuel savings. A good example is the New York to
London route which is now feasible in direct track
with 120-minute rules.
. ETOPS takes advantage of the unique efficiency,

performance, and safety features of today's twin-engined
aircraft.

623 JUNE 1998
2 -18
60
- MINUTE
RULE
90- MINUTE RULE
120
- MINUTE
RULE
180 - MINUTE RULE
EXCLUSION ZONE
C1t::29061.19971203
EXCLUSION ZONES FOR 60-, 90-, 120-,

FOR TRAINING PURPOSES ONLY AND 180-MINUTE RULES
623 JUNE 1998
CTC29061
2 -19

. Compared to the non-ETOPS 60-minute case, the A310
operator can save up to 2.4 tons of fuel and 60 minutes of
flight time for the approximately 3000 mile flight from
JFK to LHR.
. In addition to the elimination of dog-leg tracking,
efficiency can also be improved by a reduction of the
number of en-route alternates required. Thus, New York
to London twin operations become practically independent
of airfields in Iceland and Greenland.

623 JUNE
2 -20
60 MINUTES (RADIUS 435 NM)
- - - -.
DOG-LEG TRACKING
120 MINUTES (RADIUS 860 NM)
NEW YORK TO LONDON TRACK

623 JUNE 1998
CTC29062
2 - 21

. A second benefit to operators is that ETOPS permits twins
to be used on routes previously denied them.
- For example, a track from Nairobi to Singapore is not
possible with a 60-minute diversion time because of
the lack of diversion airfields available. However, the
increase of the diversion time to 120-minutes easily
permits an operator the flexibility to use twins on this
route previously available to only three- and fourengined aircraft.
. The passengers also benefit from ETOPS operations with
the opening of new routes where the traffic is too thin for
an economically-viable operation with larger aircraft but
can be supported by a smaller twin.
. ETOPS operations also permit flight frequencies to be
increased on high-density routes such as the North Atlantic
routes by using smaller twins. In addition, airlines can
have greater flexibility with ETOPS aircraft which can be
economically used on short- and long-haul routes.

623 JUNE
2 - 22
.LI
60 MINUTES
120 MINUTES
NAIROBI-SINGAPORE ROUTE
(POSSIBLE ONLY WITH 120-MINUTES)
CTC29063

623 JUNE 1998
2 - 23

. Operator Approval:
- The ETOPS-type design and reliability approval
granted by the authority to Airbus lndustrie for its
products does not constitute an automatic approval for
individual operators to start ETOPS.
- Each operator must apply for ETOPS approval with
his national authority.
- The operator must substantiate its application in
accordance with applicable ETOPS requirements

covenng:
Experience with the aircraft/engine.
Experience with similar operations.
Conformity of the individual aircraft/engines with
the configuration maintenance and procedures
(CMP) document.
Revised operational specification for ETOPS.
Results of simulated ETOPS flights and proving
flight.
.
.
.
.
.

623 JUNE
Maintenance for ETOPS

- ETOPS-oriented maintenance practices have to be
implemented to minimize human errors and to prevent
the occurrence of failures affecting ETOPS by:
Emphasizing maintenance training for ETOPS.
Emphasizing preventive maintenance in the
maintenance programs for ETOPS.
Optimizing the maintainability of systems and
powerplant.
Ensuring that operators get fully acquainted with
the ETOPS maintenance needs.
.
.
.
.
2 - 24
REVIEW QUESTIONS
1. Fault isolation procedures are found in the:

A. TSM.
B. CMM.
C. AMM.
D. IPC.
4. List three types of maintenance tasks.
2. Information about unsafe conditions can be found in the:

A. MAN.
5. The letter check used for line maintenance is:
B.
C.
D.
AD.
SENI.
IPC.
1).
2).
3).
A. AI.
B. B3.
C. C2.
D. DI.
3. List at least six documents used to perform on-wing

maintenance and troubleshooting.
1).
2).
3).
6. List at least three things to inspect for on clamps.

1).
2).
3).
4).
5).
6).

623 JUNE 1998
2 - 25
REVIEW QUESTIONS
7. List at least five major physical inspections that are

described in the AMM.
1).
2).
3).
4).
5).
8. Test procedures for repaired engines are found in:

A. Chapter 72 of the TSM.
B. Chapter 71 or 73 of the AMM.
C. Chapter 73 of the EM.
D. Chapter 71 or 72 of the AMM.
9. Two benefits ofETOPS are:
1).
2).

623 JUNE 1998
2 - 26
SECTION 3
POWERPLANT

1.
DEFINE A "DEMOUNTABLE"
2.
IDENTIFY THE EIGHT ACCESS PANELS ON THE NACELLE.
3.
IDENTIFY THE SEVEN BUYER-FURNISHED EQUIPMENT (BFE) COMPONENTS.
4.
FIND THE FORWARD AND AFT MOUNTS ON THE ENGINE.
5.
IDENTIFY THE FIVE NACELLE COMPONENTS.

623 JUNE 1998
POWERPLANT.
3-1
POWERPLANT
OVERVIEW
Purpose:
. The aircraft's powerplant system has a thrust-generating
engine supported in a pylon-mounted nacelle. The system
supplies thrust to propel the aircraft, pressure air for
aircraft service, and power for the aircraft's electrical and
hydraulic systems.
. The powerplant system hangs from a pylon that extends
below and forward of the wing leading edge.
- No.1 "demountable" powerplant (4030EMl) is found
below the left wing.
- No.2 "demountable" powerplant (4030EM2) is found
below the right wing.
. The engines and nacelles for the A330 aircraft powerplant
systems are interchangeable.

623 JUNE 1998
3-2
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POWERPLANT
OVERVIEW

. Engine components include:
- The basic engine with its control components (e.g.,
EEC, actuators, probes) installed.
- Other components such as the exhaust nozzle, exhaust
plug, and engine mounts which are installed on the
engine before the engine is installed on the aircraft.
- The intake cowl attached to the engine. The basic
engine, the other components mentioned above, and
the intake cowl are referred to as the "demountable"
powerplant.
- The forward and aft fan cowls, and the thrust reverser
doors that give access to the engine and its
components.

623 JUNE
3-4
FAN/THRUST
REVERSER
AFT FAN
COWL
FWD FAN
COWL
EXHAUST
PLU~V\
EXHAUST
NOZZLE
FAN/THRUST
REVERSER
CT27445.19940519
POWERPLANT SYSTEM
623 JUNE 1998
CT27445
3-5
POWERPLANT
OVERVIEW

. Engine specifications and configuration:
- Axial flow, high bypass ratio turbofan
Fan produces 78% of total thrust
- Core-mounted angle and main gearboxes
- Engine inlet diameter:
.
Fan diameter:
. 100 in. (254 em) fan
107 in. (271 em)
- Rated thrust:
PW4164 - 64,000 lb.

. PW4168 - 68,000 lb.
. PW4168a - 68,000 lb. at sea level
71,000 lb. at 5,000 ft. altitude
68,000 lb. at 14,000 ft. altitude
- Engine length:
. 163 in. (414 em)
. Approximately 3/4 in. (1.9 em) growth from cold
to hot engine
- Engine weight:
Typical QEC wet:

- 12700 lb. (5760 kg.)

623 JUNE 199B
3-6
107"
271 em
-.-
J
163"
414 em
CT26790.19940519
ENGINE PROFILE
623 JUNE 1998
CT26790
3-7
POWERPLANT
OVERVIEW

. The "demountable" powerplant is the engine, intake,
exhaust nozzle and plug, and all the engine airframe
support systems that can be removed and installed on the
pylon as one unit during an engine change.
. The thrust reverser halves and aft fan cowl doors usually
remain attached to the pylon during removal and
installation of the "demountable" powerplant.

623 JUNE
1998
3-8
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--1
POWERPLANT
BUYER-FURNISHED EQUIPMENT
Purpose:
. Buyer-Furnished Equipment (BFE) is installed on the
engine before the engine is installed on the aircraft. These
components are supplied by the engine operator and not
Pratt & Whitney.
Component Location - Left Side:
. The facing page shows the left side of an engine with BFE
components installed. These components include the:
- Bleed pressure relief valve (PRV).
- High pressure (HP) bleed valve.
- Integrated Drive Generator (IDG).
- IDG Quick Attach I Detach (QAD) ring.
- Forward hydraulic pump.

623 JUNE 1998
3 -10
BLEEDVALVE (PRV)
HIGH PRESSURE(HP)
BLEEDVALVE
~I
IDG QUICK ATTACH DETACH

(GAD) RING
FORWARD HYDRAULIC PUMP

CT29001.19980130
BUYER-FURNISHED EQUIPMENT (BFE)

LEFT SIDE
623JUNE1998
CT29001
3 - 11
POWERPLANT
BUYER-FURNISHED EQUIPMENT
Component Location - Right Side:

. The facing page shows the right side of an engine with
BFE components installed. These components include
the:
- Rear hydraulic pump.
- Remote Charge Converter (RCC).
The RCC is installed on the intermediate case at
the 5:00 position.

623 JUNE 1998
3 -12
REMOTE CHARGE CONVERTER (RCC)

CT29002.19971223
BUYER-FURNISHED EQUIPMENT (BFE)

- RIGHT SIDE
623 JUNE 1998
CT29002
3 -13
POWERPLANT
FORWARD MOUNT
Purpose:
. The engine forward mount attaches the engine to the

aircraft and transfersthrust loads, vertical loads and side
loadsto the pylon.
Location:
. The forwardmount attachesto the intermediatecase rear

face at the 12:00position.
. A one-piece spherical bearing in the forward support

transmits the side and vertical loads to the pylon. The
forward support is a failsafe thrust feature used if a thrust
link failure should occur.
. The forward mount is made of a nickel-based alloy.
. The forward mount is a serialized item.
Description and Operation

. The forward mount has a split main beam assembly which
is attached with bolts to the Airbus forward mount
pyramid.
. The left and right thrust links transfer thrust loads from the
engine thrust brackets to the pylon through the cross beam
and the main beam.
IQC\
Inspect the front pylon mount bolts per SB

PW4G-1OO-A71-9

623 JUNE 1998
3 -14
PART NUMBER
AND SERIAL
NUMBER
SPLIT MAIN
BEAM
ASSEMBLY
FORWARD SUPPORT
(MONOBALL HOUSING)
THRUST BRACKET
".,..,-.
AIRBUS FORWARD
MOUNT PYRAMID
(0
CROSS-BEAM
':'::''':.:::..:,:::,,:,:,.::::~:',:?;::.
,::::"..".,
',.','
INTERMEDIATE CASE
.' .
,','
SHEAR PIN
,.",'
"',
;,
",
,;t"",
,
INTERMEDIATE
CASE
CT26870.19971117

623 JUNE 1998
FORWARD MOUNT @
CT26870
3 -15
POWERPLANT
AFT MOUNT
Purpose:
. The aft mount attaches the engine to the aircraft and

transferstorsional loads, vertical loads, and side loads to
the pylon.
Location:
. The aft mount attaches to turbine exhaustcase flanges R

and S at the 12:00position.
. The aft mount has a split main beam assembly which is
attached with bolts to the pylon mount.
. The left, right, and middle primary links transfer loads
from the turbine exhaust case to the pylon through the split
main beam. Loads are transferred to the secondary failsafe
links if a primary link failure should occur.
. The aft mount is made of a nickel-based alloy.
. The aft mount is a serialized item.

623 JUNE 1998
3 -16
PART NUMBER
AND SERIAL NUMBER
,..~ttl~II.III'[JJW"
FLANGE R
TURBINE EXHAUST CASE

FLANGE S
CT26869.19971117
CT26869
AFT MOUNT
623 JUNE 1998
3 - 17
POWERPLANT
NACELLECONFIGURATION
Purpose:
. The nacelle is the aerodynamic structure around the basic
engine. The nacelle includes the:
- Intake cowl, fan cowls, thrust reverser doors, exhaust
nozzle, and exhaust plug.
. The primary functions of the nacelle are to:
- Cause a smooth airflow both around and into the
engine to decrease drag and give better engine
performance.
- Prevent damage to the external surface of the engine
and its accessories.
- Make the engine more rigid so it will not bend and
cause a loss in efficiency (cowl load sharing).
- Permit access to the engine and its components.
. The intake cowl:
Fan Cowls and Thrust Reverser Doors:
The forward and aft fan cowls and thrust reverser

doors give access to the engine and its components.
Hold-open rods are used to keep the aft fan cowl
doors open during engine maintenance. The forward
fan cowl panels are not opened for usual servicing. A
separate hydraulic system is used to open the thrust
reverser doors during maintenance.
. ExhaustNozzleand ExhaustPlug:
-The exhaust nozzle changes the engine's primary gas
flow energy to primary thrust. The exhaust plug
forms the inner contour of the engine's primary
exhaust annulus. The exhaust nozzle and exhaust
plug attach to the aft inner (Tl) and outer (T) flanges
of the engine.
- Permits a smooth airflow into the engine.

- Is attached to the engine's A flange.
- Has an anti-ice system.

623 JUNE 1998
3 -18
PYLON
~
010
a
01 -- -.. ....,
,
INTAKE
COWL
--
---
''\
EXHAUST
PLUG
EXHAUST
NOZZLE
1-1-\
FORWARD
FAN COWL
28.SIN.
(724 MM)
AFT FAN
COWL
THRUST
REVERSERDOORS
~
CT26788.19970429
NACELLE CONFIGURATION
623 JUNE 1998
CT26788
3 -19
POWERPLANT
NACELLE EXTERNALS
General:
. The nacelle has doors and panels that permit access to the
engine and its components. For example, the anti-ice duct
panel on the intake cowl or the actuator access panels used
to access the thrust reverser feedback and locking
actuators.
- Nacelle doors have hinges and latches; nacelle panels
are secured by screws.
. Other external features on the nacelle include:
- Intake and exhaust vents.
-
Ambient pressure ports.

Thrust reverser pressure relief doors.
Nacelle anti-ice pressure relief doors.
Drain mast.
A maintenance interphone jack.

An ejector nozzle.
Anti-ice exhaust slots.
Deoiler vent exit.

623 JUNE 1998
3 - 20
P2/T2 PROBE
INTERFACEP2/T2 AND
INTERPHONEACCESS PANEL
ACCESS PANEL
,/
VENT EXHAUST
~.
ACTUATOR ACCESS
~PANELS
OIL ACCESS
PANEL
PRESSURE
RELIEF DOORS
AMBIENT
STARTER/IDG
ACCESS PANEL
"
VENT EXIT
EJECTOR
NOZZLE
AMBIENT
PRESSURE
PORT
/'
NACELLE ANTI-ICE
PRESSURERELIEF
DOOR
DEOILER
ACTUATOR
ACCESS PANELS
MAINTENANCE
INTERPHONE
JACK
HYDRAULIC FILTER
ACCESS PANEL
VENT INTAKE
STARTER
OVERRIDE
CT26789.19940511
PORT
DRAIN
MAST
PRESSURE
RELIEF DOORS
623 JUNE 1998
PRESSURE
NACELLE EXTERNALS
NACELLE ANTI-ICE
PRESSURE RELIEF/
ACCESS DOOR
ANTI-ICE
EXHAUST
SLOTS
CT26789
3 - 21
POWERPLANT
AIRCRAFT DATA
General:
A330 Basic Data

- Span
.
Length
.
197 ft. 10 in. (60.30m)
208 ft. 11 in. (63.69m)
- Height
. 55 ft. 3 in. (16.83m)

- Fuselage diameter
. 18 ft. 6 in. (5.64m)
- Weight
Maximum takeoff - 212.0t / 467400 lb.
.
.
Maximum landing - 174.0t /383 600 lb.

. Maximum zero-fuel- 164.0t / 361 600 lb.
- Maximum fuel capacity
93500 liters / 24 700 Usg
- Operating weight empty (typical) - 119.9t/264300lb.
- Seats
..
Typical two class - 335

Maximum - 440
- Underfloor capacity
. 32/33 LD3 / 11 pallets + bulk 19.7m3(695ft3)

623 JUNE 1998
3 - 22
N
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POWERPLANT
REVIEW QUESTIONS
1.
The powerplant produces:

A. Supersonic jet gas.
B. Power for the aircraft's electrical, pneumatic, and
hydraulic systems.
C. Shaft horsepower for aircraft propulsion.
D. None of the above.
2.
The primary exhaust nozzle and plug are so named

because they:
A. Produce most of the engine thrust.
B. Are installed on the engine first.
C. Are found before the tailpipe.
D. Are in the primary gaspath.
3.
The PW4000 is a:
A.
B.
C.
D.
Dual spool turbojet.

Centrifugal flow turbofan.
High bypass turbofan.
Single spool scramjet.

623 JUNE 1998
4.
A "demountable" powerplant is:
5.
Which one of the following DOES NOT have an access

panel.
A. P2 / T2 probe
B. Interface P2 / T2 and interphone
C. Thrust Reverser actuators
D. Oil tank
E. Starter and IDG
F. Deoiler
G. Latches
H. Nacelle anti-ice
I. Hydraulic filter
3 - 24
POWERPLANT
REVIEW QUESTIONS
6.
Which one of the following is not BFE?

A. Bleed valve (PRV)
B. Permanent Magnet Alternator (PMA)
C. High pressure bleed valve
D.IDG
E.
F.
G.
H.
IDG QAD ring

Forward hydraulic pump
Rear hydraulic pump
Remote charge converter (RCC)
7.
The forward mount is found on the:

A. Intermediate case.
B. HPC case.
C. Fan case.
D. Diffuser case.
8.
The aft mount is found on the:

A. Diffuser case.
B. HPC case.
C. LPT case.
D. Turbine exhaust case.

623 JUNE 199B
9.
Which one of the following is not a nacelle component?

A. Intake cowl
B. Fan cowl
C. Thrust reverser door
D. Pylon
E. Exhaust nozzle
3 - 25
w
.
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SECTION 5
BORESCOPE PROVISIONS

1.
FIND THE 16 BORESCOPE ACCESS PORTS ON A PW4000 ENGINE.
2.
IDENTIFY THE TWO BORESCOPE PORTS THAT HAVE AN INNER AND OUTER PLUG.
3.
TELL WHAT PARTS OF THE ENGINE CAN BE SEEN THROUGH THE BORESCOPE PORTS.
4.
IDENTIFY THE BORESCOPE PORT WHERE A FLEXIBLE BORESCOPE MUST BE USED.

623 JUNE 1998
5-1
OVERVIEW
Purpose:
. Borescopeprovisions permit internal examinationof the

enginewithoutdisassembly.
. Borescope probes can be put into the engine through any
of the access ports on the left or right side of the engine.
. The fan is turned manually to turn the LPC and LPT
during borescope inspection.
. The HPC and HPT can be turned manually or turned by
using a small air-driven or electrically-driven motor unit.
- The main gearbox has an N2 crank pad with a drive
that can be turned manually or turned by an air or
electrical motor unit.
- The turning movement is transmitted to the rear

compressor rotor by the layshaft, angle gearbox, and
towershaft.
A motor-driven unit is better than a manual crank because:
- The turning movement of the rotor (forward or
reverse) can be more accurately controlled.
- One person can turn the rotor and perform the
borescope inspection. Two persons are necessary if a
manual crank is used.

623 JUNE 1998
. Access ports are identified by AP numbers, e.g., AP3 is

access port number 3.
. P&W recommends that you stop the rotation of the rear
compressor rotor each time the next blade moves into the
correct position to be examined. This permits all blades to
be fully examined.
This procedure is especially
recommended for the 1st stage turbine rotor blades.
Notes:
1. When you inspect through API:
- The 2.5 bleed valve must be open.
- Use a flexible borescope.
2. A special tool is necessary to remove or install the inner
plugs at AP5 and AP7.
3. A special tool is necessary to remove the plug at APlO.
@
IFC
After borescoping, make sure the O-ring is

reinstalled with the N2 crank pad plug. If
not, severe oil leakage will occur.
5-2
10TH STAGE
VANE
,~ INNER PLUG
INNER
PLUG
"OUTER PLUG
FLANGE K
(REFERENCE)
DIFFUSER
CASE
------
AP10
AP
-:>u---"".
'='
ng
AP AP AP
9 11 10
2ND STAGE
HPT VANE
AP9
1ST STAGE
HPT VANE
DIFFUtR
CASE

623 JUNE 1998
~~
VANE
~PLUG
ENGINE AREAS VIEWED

BY BORESCOPE
PLATFORM
PLUG
CT27775.19941118
CT27775
5-3
l.1
..
AP1
AP8
COMBUSTION
(SIX OPEN
LPC BLEED SLOTS)
.:;::';
flIIIIIIIIIIIILIIIH1t
~
D
h'1~
JJ~
':;'OTH STG
HPC (ORANGE)
I-
L-
FOR TRAINING
623 JUNE 1998
PURPOSES
AP2
5TH STG
AP3
6TH STG
HPC (ORANGE)
HPC (ORANGE)
BORESCOPE ACCESS PORTS ONLY

LEFT SIDE
AP11
2ND STG
HPT
CT27773.19940520
CT27773
IF
5-4
AP8
COMBUSTION
CHAMBER
AP7
14TH STG
HPC
(ORANGE)
AP6
12TH STG
HPC
(ORANGE)
AP10
LPC/LPT
TRANSITION
DUCT
AP9
DIFFUSER
CASE
~?J~N!~~INING PURPOSES
AP4
8TH STG
HPC (ORANGE)
BORESCOPE ACCESS PORTS

ONLY
RIGHT SIDE
CT27774.19940520
CT2777
4
5-5
OVERVIEW
It is important to use PWA tools called out in

maintenance manual borescope procedures
to get correct alignment and torque, as
well as use the specified anti-gallant
lubricant and not engine oil.
Make sure borescope plug at AP8 (behind the

oil tank) is installed correctly. If not, severe
damage to the oil tank can occur.

623 JUNE 1998
5-6
ACCESS PORTS / PLUG INSTAllATION
ACCESS
PORT
DATA
ENGINE
LOCA TION
PLUG
PACKING
LOCKING
METHOD
PLUG
LUBRICANT
SPECIAL
TOOLS
4th Stage Stator*
N/A
N/A
N/A
No
AP2**
(232)
HPC 5th Stage

Stator
No
Key Washer
Antigalling
Compound
No
AP3**
(231)
HPC 6th Stage

Vane
No
Key Washer
Antigalling
Compound
No
AP4
(127)
HPC 8th Stage

Vane
No
Key Washer
Antigalling
Compound
No
AP5
(Outer)
HPC 10th Stage

Vane
No
Key Washer
Antigalling
Compound
No
AP5
(Inner) (214)
HPC 10th Stage

Vane
No
Plug assembly with

integral lock washer
Antigalling
Compound
Yes
AP6
(98)
HPC 12th Stage

Vane
No
Key Washer
Antigalling
Compound
No
AP7
(Outer)
HPC 14th Stage

Vane
No
Key Washer
Antigalling
Compound
No
AP7
(Inner) (80)
HPC 14th Stage

Vane
No
Plug assembly with

integral lock washer
Antigalling
Compound
Yes
API
*Access through the lower 2.5 bleed valve opening

**lfunison rings prevent access to these ports, move the rings by turning the VSV bellcrank.
623 JUNE 1998
5-7
ACCESS PORTS / PLUG INSTAllATION DATA
ACCESS
PORT
ENGINE
LOCA TION
PLUG
PACKING
LOCKING
METHOD
PLUG
LUBRICANT
SPECIAL
TOOLS
AP8
(45)
Diffuser Case
Gasket
Lockwire
Silver Goop
No
AP8
(127)
Diffuser Case
Gasket
Lockwire
Silver Goop
No
AP8
(172)
Diffuser Case
Gasket
Lockwire
Silver Goop
No
AP8
(225)
Diffuser Case
Gasket
Lockwire
Silver Goop
No
AP8
(277)
Diffuser Case
Gasket
Lockwire
Silver Goop
No
AP8
(338)
Diffuser Case
Gasket
Lockwire
Silver Goop
No
AP9
(93)
Rear Of Diffuser Case
Washer
Lockwire
Silver Goop
No
AP10
(128)
2nd Stage
HPT Blade
Gasket
Lockwire
Silver Goop
Yes
APll
(215)
1st Stage
HPT Blade
Gasket
Self-locking Bolts

623 JUNE 1998
-----
No
5-8
REVIEW QUESTIONS
1. The access port used to inspect the 5th stage compressor

blades is:
A. APlO.
4. The borescope plug lubricant used in the hot section of

the engine is:
B. API.
A. Antigalling compound.
B. Engine oil.
C. AP3.
C. Silver goop.
D. AP2.
D. Hydraulic fluid.
2. The two borescope ports with separate inner and outer

plugs are:
A. AP5 and AP6.
5. The borescope plug lubricant used in the cold section of

the engine is:
A. Antigalling compound.
B. AP5 and AP7.
B. Engine oil.
C. AP7 and API I.
C. Silver goop.
D. AP9 and API I.
D. Hydraulic fluid.
3. A flexible borescope must be used at:

A. API.
6. Using the illustration on the following page, write in the

correct number of each access port in the space provided.
B. AP3.
C. AP5.
D. AP9.

623 JUNE
1998
5-9
--
----
AP
1::1
TI
g-
AP
AP AP
--
n",JiI,ltlW'"''''
6 LOCATIONS
CT29101.19980324
BORESCOPE ACCESS PORT

LOCATIONS
623 JUNE 1998
CT29101
5 - 10
SECTION 7
ENGINE FAULT ISOLATION

1.
IDENTIFY THE TWO BASIC TYPES OF FAULTS WHEN TROUBLESHOOTING.
2.
IDENTIFY THE DISPATCHABILITY OF A GIVEN FAULT.
3.
LIST SIX MAJOR COMPONENTS OF THE CENTRAL MAINTENANCE SYSTEM.
4.
INTERPRET THE FAULT MESSAGES ON A POST FLIGHT REPORT.
5.
USE THE A330 TROUBLESHOOTING MANUAL TO OBTAIN THE CORRECT FAULT ISOLATION
PROCEDURE FOR A GIVEN ENGINE PROBLEM.

623 JUNE 1998
7-1

PROCEDURE
Purpose:
. Engine fault isolationproceduresare used to identify and

resolveengineproblems.
. Incorrect operation documentation

- Printouts
- Aircraft log book entries
. Incorrect operation recognition

- Monitored faults
. Detected by the Central Maintenance Computer
(CMC)
Interactive mode (non-automatic)
- Class 1 and 2 faults
.
.
- Scheduled Maintenance Reports (SMR)

Automatic mode
- Class land 2 faults printed on Post Flight

Report (PFR)
- Non-monitoredfaults
. Faults announced through ECAM messages,

observed parameter shifts, local warnings
(discrete switches, etc.).
. Can be of a general nature such as "NO Nl
ROTATION"

623 JUNE 1998
7-2
"GO" DISPATCH
FIND CORRECTIVE
ACTION PROCEDURE
(DO PROCEDURE)
MAINTENANCE
CREW'S REGULAR
FADEC
INTERROGATION
SCHEDULE
INTERACTIVE MOD~
~-
TEST FOR REPAIRED

ENGINE
INTERACTIVE
11
- LASS 1, 2, SMR ~.FAULTS
MODE
AMM
~-------
INTERACTIVE MODE
YES
AUTOMATIC OR
MANUAL
IDENTIFY LRU'S
HARNESS WITH
FAULT
POST FLIGHT
PRINTER
ECAM WARNINGS
EFIS
LOCAL WARNINGS
OBSERVED (NONMONITORED FAULTS)
REPORT
~~s
~\~o
~o~-~o
"GO"
DISPATCH
~\) t1~
"GO"
DISPATCH
AIRCRAFT LOG BOOK
IDENTIFY
CORRECTIVE
ACTION
TSM
FAULT ISOLATION PROCEDURE

623 JUNE 1998
7-3

PROCEDURE

. Dispatchability
- MasterMinimumEquipmentList (MMEL)
- "GO" - dispatch
- "GO IF" - a nuisance fault
- "NO GO" - no dispatch
. Fault confirmation
- Troubleshooting Manual (TSM)
- Identify faulty LRU
. Perform corrective action using the Aircraft Maintenance
Manual (AMM)
. Verify the fault has been fixed
- MCDU interactive mode with TSM and AMM for
monitored faults
- Test for repaired engines for monitored and non-
monitored faults (AMM)

. Corrective action documentation
- Aircraft log book entries

623 JUNE 1998
7-4
3
(AIRCRAFT ONLY)
YES
NO
NO
FAILURE CLASSES
OPERATIONAL CONSEQUENCES
ON THE CURRENT FLIGHT
DISPATCH
CONSEQUENCES
TO THE FLIGHT CREW
REFER TO MEL PREAMBLE
MMEL NOT APPLICABLE
MMEL NOT APPLICABLE
MA Y BE: "GO" - NUISANCE FAULT

"GO IF" - NUISANCE FAULT
"NO GO" - VALID FAULT
"GO" WITHOUT CONDITIONS

CAN BE DEFERRED FOR 500
AIRBUS RECOMMENDS
FIX AT "C" CHECK
NO FIXED TIME FOR

CORRECTION
AUTOMA TICALL Y DISPLA YED

IN REAL TIME:
- WARNING OR CAUTION MESSAGES
ON ENGINFlW ARNING DISPLAY
FLAGS ON PRIMARY FLIGHT
DISPLAY OR NA VIGA TION DISPLAY
OR SYSTEM DISPLAY
- ANY OTHER COCKPIT EFFECTS
FLIGHT HOURS (AIRCRAFT)

20 DAYS (ENGINE)
YES
MANUALLY
TO THE MAINTENANCE
NO
NO
YES
YES
MANUALLY DISPLA YED:

FAILURE MESSAGES ON
CMC CLASS 3 REPORT
MANUALLY DISPLAYED:
FAILURE MESSAGES ON
CMCSMR
DISPLAYED
ON GROUND (ENG NOT RUNNING)

BY ACTIVATION OF THE STATUS
PAGE ON ECAM CTL PNL:
STATUS MESSAGES
DISPLAY
YES
INDICATION
TEAM
NO
REFER TO MEL
YES
INDICATION
SMR
(ENGINE ONLY)
AUTOMATIC PRINTOUT AT THE END OF EACH FLIGHT:

FAILURE MESSAGES ON THE CMC POST FLIGHT REPORT
ON SYSTEM
DISPATCHABILITV IN FAULT ISOLATION

PROCEDURE
7a5

CENTRAL MAINTENANCE SYSTEM (CMS)
Purpose:
. The Central Maintenance System (CMS) permits the line
mechanic to get from the cockpit maintenance data for
most of the aircraft systems and to start testing these
systems.
Components:
. Built-InTest Equipment(BITE)
. CentralMaintenanceComputers(CMCI and CMC2)
. MultipurposeControland DisplayUnits(MCDUs)(3)

. The CMS gives maintenance personnel an aid to fault
diagnosis that will help resolve flight crew complaints.
. The CMS gives Clear Language Messages (CLM) -maintenance messages displayed in simplified English.
. Maintenance messages can be displayed to the operator
through the MCDU and the printer.
. Maintenance messages can also be sent to the ground
station through the ACARS MU.
. Printer
. Aircraft Communications Addressing and Reporting
System (ACARS) Management Unit (MU)
. Multipurpose Disk Drive Unit (MDDU)

623 JUNE 1998
7-6
MCDU-1
MCDU-2
MDDU
MCDU-3
PRINTER
AVIONICS COMPARTMENT
(MU)
ACARS
,
CMC121
CT29075.19980130
CENTRAL MAINTENANCE SYSTEM

FOR TRAINING PURPOSES ONLY COMPONENTS LOCATION
623 JUNE 1998
CT29075
7-7

CENTRAL MAINTENANCE SYSTEM (CMS)

. The Electronic Engine Control (EEC) sends engine fault
data to the CMC (1 or 2).
. The CMC collects and processes the BITE data (fault
messages) sent from the EEC.
. The CMC sends the fault messages to the:
- MDDU.
- ACARS.
- MCDU.
- Printer.
. The MDDU can download fault messages to a 3.5 inch
disk through the MCDU.
. The ACARS MU sends fault messages to the ground
station while in flight or on the ground.
. The MCDUs have screens for display of fault messages.
. The printer prints reports through the MCDD.

623 JUNE 1998
7-8
VHF
ANTENNA
MCDU
!<S\
~
-
[E](3~8~
~,a
GOO~~D@ID
el
mmm00
::JED00000
I I , 0mI!J00
~
II.
0<D000mm(D
0@01!J(!)000
f:0
010@@01ZJ[!!]1X'!@)
f'((
<1]
c)
--
c)
PRINT OUT
<::.J
PRINTER
EEC
CT29078.19980121
CENTRAL MAINTENANCE SYSTEM

623 JUNE 1998
CT29076
7-9

REPORT PRINTING SYSTEM
Purpose:
. The report printing system permits the operator to get

printedflightreportsand unscheduledmaintenancereports
for maintenanceactions.
Components:
. Printer
. MCDU
. CMC
. The printer supplies the following reports automatically or

manually through the MCDU.
- Post Flight Report (PFR)
- Current flight report
- Previous flight report
- Ground scanning
- Scheduled Maintenance Report (SMR)
. The printer is used:
- In flight by the crew.
- On the ground by the maintenance operator.

623 JUNE 1998
7 -10
--
...
0)188888
G(][)~~D~
EEC
CMC
~D
@I
~~
mmmlIlm
tlllGOJ 0ffiGCDIT]
,~II~ 2 (})
3 E)[)000
r'
000
rQ1 fR11'$1 f"j"I

!II ~L::J~L.:..J
II.
000000mm
'I
AIRCRAFT
SYSTEMS
01
0 @ @ IT)[2)1mm1(@ f((S)
MCDU
<1]
E]
E:J
PRINTOUT
PRINTER
CT29000.19980121

623 JUNE 1998
CMC - PRINTING
CT29000
7- 11


. Flight Reports
- Three flight reports (when requested) are printed in
CLM for further maintenance actions.
.
.
Post Flight Report (PFR)

Current flight report
. Previous flight report
Post Flight Report (PFR)
The PFR shows Class 1 and Class 2 fault
messages for all aircraft and engine systems.
. The PFR is automatically printed after the last
engine is shut down.
. Only dispatch-related items are shown on the
PFR.
- Current flight report

The current flight report is printed during flight
to get real-time faults.
- Previous flight report
. The previous flight report shows fault messages
from flight legs previous to the last flight.

623 JUNE 1998
7 -12

AlC IDENT
DATE
FLT NBR
FROMrrO
START/END
.D-AERG
MAR03
XXX750
OMAANTBD
0416/0946
05 COCKPIT EFFECTS
ATA 2400
MAINTENANCE
POST FLIGHT REPORT
LEG 25
DB/N 005
UTC
FAULT PHASE
CMC1
PRINTING
PAGE
DATE
UTC
01/02
MAR11
0654
07 FAULTS
0416
ELEC C/B TRIPPED
ATA 2923
Climb
05
0416
HYD Y ELEC PUMP FAULT
Climb
05
ATA 7325
0459
ENG 1 MINOR FAULT
Cruise
06
ATA 752611
Source EEC1A
Class 1
Hard
NAC COOL VLV(E1-451 1KS)
POST FLIGHT REPORT

623 JUNE 1998
7 -13


Post Flight Report
(1):
(2):
(3):
(4):
(5):
FWC computed warning message (label 357)

ATA REF of warning sent by the FWC (label 357)
"ATA" is displayed if one ATA number exists
Flight phase number acquired
Flight phase in clear English
Correspondence table:
01 = Power on
02 = Engine start
03 = Taxi out
04 = Takeoff roll
05 =Climb
06 = Cruise
07 =Approach
08 = Rollout
09 = Taxi in
(6):
(7):
10 = Engine shut down

UTC of warning or fault reception (when a warning
and a message are correlated, UTC of fault message
is displayed)
"NO" if report has no warning message or total
number of warnings memorized in the report

623 JUNE 1998
(8):
(9):
"ATA" is displayed if fault message is present

ATA REF of the fault
(10):
Leg number 00 for POST FLIGHT REPORT

and CURRENT FLIGHT REPORT and leg number
01, 02, 03,. . . . for PREVIOUS FLIGHT REPORT
(11):
"DB/N" is displayed followed by the identifiable

number -- these two are displayed when the POST
FLIGHT REPORT is filtered
(12):
1 or 2 to show which CMC printed the report

Time at printing activation
"NO" if report has no fault message or total number
of faults memorized in the report
"Class" is displayed if the fault message is present
"Source" is displayed if a fault exists
Indicates the source which transmitted the fault
(13):
(14):
(15):
(16):
(17):
(18):
"Identifiers" is displayed if at least one identifier

exists for the fault
(19):
Name of identifiers (max. 6), a star (*) is shown

facing the name of the system if the correlated
message is a class 2 fault
Text of the fault message
"Intermittent" if the fault is intermittent or "Hard" if
the fault is hard
(20):
(21):
7 -14

AlC IDENT
DATE
FLT NBR
FROMfTO
START/END
.D-AERG
DEC19
LT2124
GCFV/GCRR
1607/1623
2J CMC1
MAINTENANCE
LEG 00
DB/N 003
UTC
FAULT PHASE
<V 1607
@06
(!)
'5' Engine ~
\V
ATA2163-(V
PAGE
DATE
UTC
POST FLIGHT R~RT
03 COCKPIT EFFECTS
G)
PRINTING
01/01
DEC2~
1001
FAULTS
ATA 228334 CV
Class 1
Hard
FMGEC1 (1CA1) / MCDU2 (2CA2)
02\.V
Source EC8
ATA21~
1608
Class 2
Hard
\!y
16
ATA 7830
ATA 780000
Class
Hard 21
1623
(2)
ENG 2 REV FAULT
Rollout
08
@L
T-R
TUATIONSYSTEM EEC2A(!y
POST I CURRENT I PREVIOUS

FLIGHT REPORT
623 JUNE 1998
t;::\Source EEC2B ~
~ Identifier
~
7 -15

CLEAR LANGUAGE MESSAGES
Purpose:
. Clear Language Messages (CLM) are the fault messages,
given on the printed reports, written in clear English to
help the maintenance crew understand the message(s) and
troubleshoot better.
. Clear Language Messages (CLM) have information
pertaining to the:
- Primary LRU causing the fault.
- Functional item number (FIN).
- Engineon whichthe fault occurred.
- EEC connector that relates to the fault (when

applicable).
. Examples of CLMs are:
- Wraparound faults.
- Range faults.
- Disagree faults.
. Note: A "J" connector number in the message
indicates a wraparound fault or a range fault.
- Out-of-position faults.
. Refer to the Trouble Shooting Manual (TSM) before
replacing a LRU.

623 JUNE 1998
7 -16
WRAPAROUND FAULT:
"FMU(El-4071KS)/WRG:EEC J2 TO FMU TIM"
RANGE FAULT:
"SVA(El-4040KS)/WRG:EEC J4 TO SVA POS SIG"
DISAGREE FAULT:
"SVA(El-4040KS)/WRG:EEC TO SVA POS SIG"
OUT OF POSITION (TRACK CHECK FAULT):

"SV A(El-4040KS)"
811(
Typically, a message like this indicates a mechanical problem with the

LRU. This does not always mean to replace the component.
EXAMPLES OF CLEAR LANGUAGE

MESSAGES
623 JUNE 1998
7 -17

TROUBLE SHOOTING MANUAL(TSM)
Purpose:
. The TSM gives the correct confirmation procedure,

component location and wiring schematics needed to
troubleshootthe problem.
. The Trouble Shooting Manual (TSM) has an:
- Index of Warnings / Malfunctions.
- Index of CMS Fault Messages.
. The Index (I) of Warnings/Malfunctions is a listing of
automatically generated warning and malfunction
messages listed in the standard chapters of the TSM. It is
divided into four sections:
-
I-ECAM (ECAM warnings).

I-EFIS (Electronic Flight Instrument System flags).
I-LOCAL (local warnings).
I-OBSV (crew observations of malfunctions which are
not monitored by the aircraft system).

623 JUNE 1998
7 -18
INDU
0' IIAIIHIHOS/IIAL'UH(T10HS
"'11 ATA UII ATA
CH-P8 101
(H/U
E(AII
IID IIARHIH8(S)
wn
CAPTAOAHEAT.....................................30-00
wn
wn
CA"TTATHEAT.....................................30-00
Atli
--
30-reAII
'/0 AOAHEAT........................
...........
Wll '/0 I'nOT HEAT
....................................30-00
AL11I'/0 TATHEAT
......................................30-00
Wll L (AI'TSTATHEAT................................
Wll L '/0 lTATHEAT
Wi! L IHIII/IHI HI 1'1I..................................so-oo
...30-00
-.n.--,,.......
.................
.....30-00
..30-00
30-(04.11
30-EeAII
so- teAM
30-E(AII
SO-EeAM
30-EeAII
30-ECAM
1n-"'u
...................................30-00
........................30-00
ill
HIi Z BLEED HOT CLID
EHO3 HPYHOTOPEN..................................34-00
30-EeAII
30-HAM
(APT"nOT HEAT
...................................30-00
36-ECAII
ill [HOZ H"YHOT01'H..................................36-00
36-[CAII
W EHO 3 BLEED 'AULT ...................................36-00
W EHIi3 BLEEDLAIC..................................
..34-00 36-ECAII
34-00 36-ECAII
ill EHO:I BLEEDNOT CLIO................................
34-ECAII
I-ECAM P'O'
ALL
XXX I
1m
II.eI ALT fl.g
on (;A"T PfO on.....................................:U-EFlI

;U-EflS
I-EFIS
ALL
P.g.
ftb 0t/3
XXX I
1m
1 ==
Z 1'/8111
fAULT
Legene!
on..........................
S18Y fUEL PUIII'
za-LoeAL
Za-LOCAL
IT8Y'UELPU"P3 "/UII 'AULTLeg.ne!on..........................
ALL
XXX
I""
--
II.eI A(TH.g on '10 ,.,. on.......................................
I.
FIb 01/93
I-LOCAL
1'.ge
ftb 0t/3
' ::
(AIIN IIIU LICOHTlHI-dottnot eo.e on !11th eKI'T IV tn OHpo.ltton 33-01lY

CA81N[ilEA L1IiHTlHG-e!01t
not eo.. on !ltth CAli1'/8 1n ONpDIHion 3S-081'.'
.
l-easv
'-
I'lg.
,.b Ot/93
INDEX OF WARNINGS I MALFUNCTIONS

623 JUNE 1998
CT27987
7 -19

TROUBLE SHOOTING MANUAL(TSM)

. The Index of CMS Fault Messages is an index that is
automatically generated from the CMS fault messages
listed in the standard chapters of the TSM.
. Each page of the index has 5 columns.
- Four columns are used to show the fault message,
ATA reference, source, and class.
- One column has the cross reference to the TSM
chapter where the fault message can be found in the

fault symptoms pages (P. Block 101).
. The index shows the fault messages in alphanumerical
sequence to make it easier to locate the message text.

623 JUNE 1998
7 - 20
INDEX OFCMS FAULT MESSAGES
CMS MESSAGES
ATA
SOURCE
AC BUSI-I11XP RCCB(6XNl) / ECMUl(lXMl)

AC BUSI-113XP RCCB(7XNl) / ECMU1(lXM1)
AC BUS2-212XP RCCB(6XN2) / ECMU2(lXM2)
AC BUS2-214XP RCCB(7XN2) / ECMU2(IXM2)
ACCELEROMETER (6TU)
ACCLRM UNIT COMF1(36CEl)
ACCLRM UNIT COMF1(36CE1)
ACCLRM 2 (l6CE2)
ACCLRM 2 (l6CE2)
245156
245156
245156
245156
313316
279219
279219
279219
279219
279219
279219
279216
279216
ADF2 (1RP2) / DMC1 (lWT1)

ADF2 (lRP2) / DMC1 (1WT1)
ADF2 (lRP2) / DMC2 (IWT2)
ADF2 (lRP2) / DMC2 (lWT2)
ADF2 (lRP2) / DMC3 (lWT3)
ADF2 (lRP2) / DMC3 (1WT3)
ADRIU1 (lPF1) / ADRIU3 (1PF3) / HSMU (lJG)
ADIRU1 (1FP1)
ADIRU1 (1FP1)
345331
345331
345331
345331
345331
345331
341234
341234
341234
CLASS
CH-PB 101
ECMUI
ECMU1
ECMU2
ECMU2
DFDRS
EFCS1
EFCS2
EFCS1
EFCS2
EFCS1
EFCS2
EFCSI
EFCS2--
1
1
1
1
3
1
1
1
1
1
1
3
J
24-ECAM
24-ECAM
24-ECAM
24-ECAM
31-ECAM
27-ECAM
27-ECAM
27-ECAM
27-ECAM
27-ECAM
27-ECAM
27-CMS
27-CMS
DMC1
DMC1
DMC2
DMC2
DMC3
DMC3
HSMU
ADRI
DMC1
1
3
1
3
1
3
3
1
1
34-CMS
34-CMS
34-CMS
34-CMS
34-CMS
34-CMS
34-CMS
34-ECAM
34-ECAM
INDEX OF CMS FAULT MESSAGES

623 JUNE 1998
7 - 21
TSM - FAULTSYMPTOMPAGES
Purpose:
. The Fault Symptom pages(P. Block 101) in each TSM
chapter lists all possible warnings, malfunctions, and CMS
fault messages.
Location:
. The Fault Symptompages are locatedat chapterlevel and

are dividedinto the followingfive sections.
- XX-ECAM
- XX-EFIS
- XX-LOCAL
- XX-OBSV
- XX-CMS
Note: XX = AT A Chapter
. The Fault Symptompagesin each sectionare dividedinto

the followingmaincolumns.
Warnings / Malfunctions
CMS Fault Messages
- Fault Isolation Procedures

623 JUNE 1998
7 - 22
AUTO FLIGHT
FAULT SYMPTOMS
FAULT
ISOLATION
PROCEDURE
IIARNINGSIIIAL'UHC TlONS
SOURCE
liE SSMi!
1110 lI..nlnoC,)
AUTO fl T R~
XXX
EFF
An
Off
ALL
on
RED DIIE flag

eAPT PFD on
I XXX
IFF:
ALL
ON THE MCDU 1,
,"
annunc 18tor co...
'''GEC 1 CICAl)
EGENBUS
XXX
I":
ALL
Dur1nv
LAND TEST
A' rtJ..t.
I::
on
.ng.g,.ant
An
FeU C!eAA) AP
'BM-2/'IIOICZ
(leA2)
ALL
A'S
IIRG: '" AVAIL 2

DISCRETE TO
'""
EXAMPLES OF FAULT SYMPTOMS

(P. BLOCK 101)
623 JUNE 1998
CT27988
7 - 23

TSM - FAULT ISOLATION PROCEDURES
Purpose:
. The Fault Isolation Procedures(P. Block 201) has the
information required to isolate and correct each fault
symptom.
. Fault isolation procedures are equivalent to the AMM
maintenance procedures and are considered maintenance
tasks.
. The procedures are made up of the following.
- Fault identification (procedure title)
- Possible causes
- Job setup information
- Fault confirmation
- Fault isolation
- Close-up

623 JUNE 1998
7 - 24
TASK 21-26-00-810-808
Monitoring Discrete Output to Extract Fan
1. Possible Causes
- FAN-EXTRACT, AVNCS VENT (7HQ)
- Wiring between the pin C of the extract fan and the AEVC (2HQ)
2. Job Set-up Information
A.
Referenced Information
------------------------------------------------------------REFERENCE
DESIGNATION
AMM 21-26-00-710-803
Operational Test of the Avionics-Equipment Ventilation System
AMM 21-26-51-000-804
Removal of the Extract Fan (7HQ)
-------------------------------------------------------------
4. Fault Isolation
A.
If the test gives the maintenance message EXTRACT FAN (7HQ) / AEVC (2HQ):
(1)
Do a check to make sure that there is ground at the pin C of the extract fan.
(2)
If there is ground, do a check of the wiring between the pin C of the extract fan and the AEVC (2HQ) (Ref. ASM 21-26/01)
B. Do the test given in Para. 3.B..

5. Close-uD
A.
Close Access
EXAMPLE OF FAULT ISOLATION PROCEDURES

(P. BLOCK 201)
623 JUNE 1998
7-25

REVIEW QUESTIONS
1. The two basic types of faults in troubleshooting are:

A. Good faults and bad faults.
B. Class 1 faults and Class 2 faults.
C. Interactive faults and automatic faults.
D. Monitored faults and non-monitored faults.
5. In the space below, write the type of fault (i.e., wraparound,

range, disagree, or out-of-position) for each Clear Language
Message (CLM) shown.
A. FMU (E1-4071KS) /WRG:EEC J4 TO FMU LVDT POS
2. Is a Class 1 fault dispatchable (Yes / No)? Explain!

B. 2.9 BLV SOL (EI-4505KS) /WRG:EEC 13 TO STAB SOL
C. ENG AOHX VLV (E1-4073KS) / WRG:EEC TO POS SIG

3. Class 2 and Class 3 faults are dispatchable.
A. True
B. False
4. List 6 major components of the Central Maintenance
System (CMS).
D. NAC COOL VLV (E2-4511KS)
E. COR COMPT TC (E2-4008KS / WRG:EEC J5 TO TC
1.)
2.)
3.)
F. IDG TOIL SNSR (E2-4015KS) / WRG:EEC 12 TO SNSR
4.)
5.)
6.)
623 JUNE 1998
7 - 26

REVIEW QUESTIONS
EXERCISE:
For questions 6-11, use the A330 TSM to find the fault
isolation procedures for CLM in question 5B which reads:
2.9 BLV SOL (EI-4505KS) / WRG:EEC 13 TO STAB SOL.
6. What class fault is this?
Al
B. 2
C. 3
D. 4
7. The number of messages found in the ECAM warning
display is:
Al
B. 2
C. 3
D. 4
9. The reference chapter for the CMS fault message is ATA

Chapter:
A 73.
B. 75.
C. 78.
D. 71.
10. The task number for the fault isolation procedure is:
11. The possible causes for this fault are:

1.)
2.)
3.)
4.)
8. The fault occurs on engine number:

AI.
B. 2.

623 JUNE 1998
5.)
7 - 27
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ABBREVIATIONS, SYMBOLS, AND TERMS

FOR TRAININGPURPOSES ONLY

ABBREVIATIONS, SYMBOLS, AND TERMS

Buyer Furnished Equipment (components

Centralized Fault Display System

Central Processing Unit

Compact Disc-Read Only Memory

Control and Display Unit

Centralized Fault Display Interface Unit

FOR TRAINING PURPOSES ONLY

ABBREVIATIONS, SYMBOLS, AND TERMS

Data Entry Plug

Engine configured with components for an

FOR TRAINING PURPOSES ONLY

Engine Pressure Ratio (ratio of turbine

Engine Vibration Monitoring Unit

Thrust ("F" refers to thrust "force")

Flight Crew Operating Manual

Full Authority Digital Electronics (or

Fan Exit Guide Vane

ABBREVIATIONS, SYMBOLS, AND TERMS

Functional Item Number

ground (also abbreviated as "grd")

Primary net thrust; net thrust of the engine

Total net thrust; equal to Fnp + Fnf

Foreign Object Damage

FOR TRAINING PURPOSES ONLY

International Air Transport Association

ABBREVIATIONS, SYMBOLS, AND TERMS

Symbol used to indicate a constant value

kilograms per hour

Left (can appear in flight deck displays)

ABBREVIATIONS, SYMBOLS, AND TERMS

Line Select Key

Mach number (speed, expressed as a multiple

Millibars (a unit of measure for fluid

FOR TRAINING PURPOSES ONLY

Rotational speed in rpm or percent rpm

Rotational speed of the low-pressure rotor

ABBREVIATIONS, SYMBOLS, AND TERMS

Corrected high-pressure rotor speed (derived

Outside Air Temperature

FOR TRAINING PURPOSES ONLY

Pressure, total; also referred to as total

ABBREVIATIONS, SYMBOLS, AND TERMS

Low pressure compressor rotor speed (RPM)

High pressure compressor rotor speed (RPM)

Primary Flight Display

Power Plant Build-Up

Power Plant Illustrated Parts Catalog

Powerplant Illustrated Parts Catalog

Pressure Interstage Return

Power Lever Angle

Permanent Magnet Alternator; should be

Static pressure at station 3 (high-pressure

Pressure Regulating and Shut-off Valve

Process Material Control

Turbine cooling air static pressure