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Socit Air France 2000

Ce document est destin linstruc tion et ne saurait tre considr comme un document technique de rfrence. Il ne sera pas mis jour.Reproduction mme partielle INTERDITE sans autorisation de la Socit AIR FRANCE.

DF.ER : N 2X 3 7X 5EDITION : 06/06

VALID P AR : J.-M. HAIN

ATA 70 - PART 2/2

er tneC ed noitamr of ed epyt oiva n

A319/A320/A321

CFM56-5B To CFM56-5ADIFFERENCE

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This document must be used for training purpose only

Under no circumstances should this document be used as a reference.

It will not be updated.

All rights reserved.No part of this manual may be reproduced in any form,

by photostat, microfilm, retrieval system, or any other means,without the prior written permission of Airbus Industrie.

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5

TABLE OF CONTENTS

A319/A320/A321

(PART 2)

AIREngine Air System General Description (1) .......................................................................................... 75-00-00 ................. 247 ............................. 7Engi ne Air System Components (3) ...................................... ..................... ............................................................................. 257 ....... .................... 17

ENGINE CONTROLS

Engine Control Components (3) ................................................................ ........................................... 76-00-00 ................. 311 ....... .................... 49

ENGINE INDICATINGECAM Page Presentation (1) ................................................................................................................ 77-00-00 .................325 ........................... 63Engine Warnings (3) ............................................................................................................................................................... 335 ........................... 73

EXHAUSTTHRUST REVERSER

ENG Thrust Reverser Management (1) ................................ ................................................................ 78-30-00 ................. 365 ........................... 91OILOil System Description (3) .................................................................................................................... 79-00-00 ................. 415 ........................... 95Oil System Components (3) .................................................................................................................................................... 419 ........................... 99

MAINTENANCE PRACTICES - MISCELLANEOUSSafety Zones (2) .................................................................................................................................... 70-10-00 ................. 443 .........................123

Page

70 - POWER PLANT (CMF56-5A)
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_ A319/A320/A321 TECHNICAL TRAINING MANUAL

70 POWER PLANT (CFM56-5A) MECHANICS / ELECTRICS & AVIONICS COURSE

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75 - AIR SYSTEM

75-00-00 ENGINE AIR SYSTEM GENERALDESCRIPTION

CONTENTS:GeneralCompressor ControlEngine ClearanceECU Cooling

Nacelle CoolingSelf Examination

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ENGINE AIR SYSTEM GENERAL DESCRIPTION

GENERAL

The engine air system covers the compressor airflowand the rotor and turbine clearance controls. Thesystem also deals with the cooling and pressurizingairflows.

COMPRESSOR CONTROL

The compressor control is provided by a Variable BleedValve system and a Variable Stator Vane system.The Variable Bleed Valves and the Variable Stator Vanesare controlled by the Engine Control Unit and actuatedfrom the hydromechanical unit.The Variable Bleed Valve (VBV) system opens at lowspeed and discharges booster airflow into the fanairstream. This is for matching HP/LP compressor

airflows. The Variable Stator Vane (VSV) systemprevents HP compressor surge.

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ENGINE CLEARANCE

Three systems regulate the clearance between rotorblades and stator casing. This improves efficiency andreduces fuel flow and EGT.These systems are: the Rotor Active Clearance Control,the High Pressure Turbine Active Clearance Control andthe Low Pressure Turbine Active Clearance Control.

Each one uses muscle pressure from the HMU and iscontrolled by the ECU.The Rotor Active Clearance Control (RACC) system heatsthe HP rotor cavity to ensure the clearance controlof the HP compressor. The HP Turbine Active ClearanceControl (HPTACC) controls the thermal expansion of theHP turbine shroud support. The LP Turbine ActiveClearance Control (LPTACC) provides the LP turbinecase cooling.

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ECU COOLING

The Engine Control Unit is cooled by air taken in bya scoop on the inlet cowl. This air is then dischargedoverboard.On the ground, there is no ram effect so the codingairflow is created by an eductor (or jet pump) suppliedwith pneumatic air pressure from the starter duct.

In flight the airflow entering into the ECU issufficient to cool it. On ground when the ECU internaltemp. exceeds 30 degrees C the ECU cooling valve isopened to provide a cooling airflow through the ECUby means of an eductor (jet pump device).

NOTE: In case of an ECU overheat detection a warningmessage is provided on the ECAM.

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NACELLE COOLING

The fan and core compartment, which form the nacelle,are ventilated to provide airflow around the engineduring its operation. A nacelle temperature sensormeasures the core compartment temperature.The fan compartment and the accessory gearbox arecooled with air taken in by a flush inlet and discharged

through vent ports located on the fan cowl door. Thecore compartment is cooled with air taken from the fandischarge. This air is vented at the rear between thethrust reverser cowl door and the primary nozzle.

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SELF EXAMINATION

The Variable Bleed Valves are controlled by:A - The VBV gear motor.B - The HMU.C - The ECU.

What provides the HP rotor heating?A - The LPTACC system.B - The RACC system.

C - The HPTACC system.

What provides the ECU cooling in flight?A - Fan Air.B - ECU cooling valve.C - Air inlet scoop.

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75 - AIR SYSTEM

75-00-00 AIR SYSTEM COMPONENTS

CONTENTS:VBV Gear MotorVBV Stop MechanismBleed Valve and Master Ballscrew Actuator AssemblyBleed Valve and Ballscrew Actuator AssemblyVBV Feedback Rod

VBV Rotary Variable Differential Transducer (RVDT)VSV ActuatorsVSV BellcranksRACC ValveHPTACC ValveT Case Sensor(s)LPTACC ValveECU Cooling EductorECU Cooling ValveNacelle Temperature Sensor

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AIR SYSTEM COMPONENTS

VBV GEAR MOTOR

IDENTIFICATIONFIN:

LOCATIONZONE: 453, 463

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VBV STOP MECHANISM

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BLEED VALVE AND MASTER BALLSCREW ACTUATOR ASSEMBLY

IDENTIFICATIONFIN:


COMPONENT DESCRIPTIONRIGGING: - before installation the VBV and master

ballscrew actuator unit has to be pre-riggedon a surface table by means of a setting yokeassembly.- a final rigging (shown above) is done withthe unit installed on the engine using a yokesupport added to the ballscrew actuator.

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AIR SYSTEM COMPONENTS - BLEED VALVE AND BALLSCREW ACTUATOR ASSEMBLY T M U P W A K

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VBV FEEDBACK ROD

IDENTIFICATIONFIN:


COMPONENTS DESCRIPTIONRIGGING: The VBVs must be rigged in the closed position

before adjusting the feedback rod. To adjustthe feedback rod with the RVDT, check thatthe sensor arm is well aligned with thesensor mark. If not aligned, loosen theadjustment nut, remove the bolt and set theassembly by turning the clevis by half-turnsuntil sensor arm is aligned with the mark.

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VBV ROTARY VARIABLE DIFFERENTIAL TRANSDUCER (RVDT)

IDENTIFICATIONFIN:


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VSV ACTUATORS

IDENTIFICATIONFIN:

LOCATIONZONE: 453, 454, 463, 464

COMPONENT DESCRIPTION2 units: one on the RH side, the other on the LH side.For removal/installation, the actuator rod is set inextended position which corresponds to the VSV fullyclosed position.Note that there are no specific rigging tasks becausethe LVDT defines the actuator position.

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VSV BELLCRANKS (2)

IDENTIFICATIONFIN:

LOCATIONZONE: 453, 454, 463, 464

COMPONENT DESCRIPTIONOne unit for each actuator. The bellcrank haspre-rigging rods to provide correct positioning wheninstalled.

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AIR SYSTEM COMPONENTS - VSV BELLCRANKS (2) T M U P W A K

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AIR SYSTEM COMPONENTS - RACC VALVE T M U P W A K

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HPTACC VALVE

IDENTIFICATIONFIN:


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T CASE SENSOR(S)

IDENTIFICATIONFIN:

LOCATIONZONE: 453, 454, 463, 464

COMPONENT DESCRIPTION

2 thermocouples: one on the RH side and the other onthe LH side, with single chromel/alumel junction. Leftside supplies the ECU channel A and the right side theECU channel B.

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LPTACC VALVE

IDENTIFICATIONFIN:



Butterfly valve.

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AIR SYSTEM COMPONENTS - LPTACC VALVE T M U P W A K

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ECU COOLING EDUCTOR

IDENTIFICATIONFIN:



Jet pump device.

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ECU COOLING VALVE

IDENTIFICATIONFIN:


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NACELLE TEMPERATURE SENSOR

IDENTIFICATIONFIN: 13KS1, 13KS2


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76 - ENGINE CONTROLS

76-00-00 ENGINE CONTROLS COMPONENTS

CONTENTS:Thrust LeverMechanical BoxThrust Control UnitMechanical Linkage AdjustmentHP Fuel Shut Off SolenoidLP Fuel Shut Off Valve

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ENGINE CONTROLS COMPONENTS

THRUST LEVER(S)

IDENTIFICATIONFIN:

LOCATIONZONE: 210

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MECHANICAL BOX(ES)

IDENTIFICATIONFIN:

LOCATIONZONE: 120


An adjustment screw is provided at the lower part ofeach mechanical box to adjust the artificial feel.

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ENGINE CONTROLS COMPONENTS - MECHANICAL BOX(ES) T M U P W A L

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THRUST CONTROL UNIT(S)

IDENTIFICATIONFIN: 8KS1, 8KS2

LOCATIONZONE: 120


- 2 unitsEach unit consists of:- 2 resolvers- 6 potentiometers.

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MECHANICAL LINKAGE ADJUSTMENT

To perform this task the thrust levers must be set toidle position.

Recommendation:Do not apply force to push in or pull out the riggingpins in the rigging holes. If the rigging pins aredifficult to push in, you must adjust the rods until

they go in easily.

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HP FUEL SHUT OFF SOLENOID

IDENTIFICATIONFIN: 4000KC



It provides closure of the HP fuel SOV in the HMU. Itis not replaceable.You must remove the HMU assembly.

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LP FUEL SOV

IDENTIFICATIONFIN: 9QG, 10QG


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77 - GENERAL

77-00-00 ECAM PAGE PRESENTATIONCONTENTS:ECAM Upper DisplayECAM Lower DisplayCruise Page

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T M U P W

1 0 0 1

- P

0 2

L E V E L

3

ECAM PAGE PRESENTATION - ECAM UPPER DISPLAY

EFFECTIVITY

77-00-00Page 3

Jan 31/96

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T M U P W

1 0 0 1

- P

0 3

L E V E L

3

ECAM PAGE PRESENTATION - ECAM LOWER DISPLAY

EFFECTIVITY

77-00-00Page 4

Jan 31/96

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T M U P W

1 0 0 1

- P

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EFFECTIVITY

77-00-00

Page 5Jan 31/96

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T M U P W

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- P

0 6

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ECAM PAGE PRESENTATION - ECAM CRUISE PAGE


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ECAM PAGE PRESENTATION - ECAM CRUISE PAGE T M U P W

1 0 0 1

- P

0 7

L E

V E L

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77 - ENGINE INDICATING



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77-00-00 ENGINE WARNINGS

CONTENTS:Low N1EGT OverlimitThrust Lever DisagreeThrust Lever FaultOil Low PressureOil High TemperatureOil Filter ClogFuel Filter Clog

T M U P W

0 9 0 2

L E V E L

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EFFECTIVITY 77-00-00 Page 1Feb 28/96

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ENGINE WARNINGS



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LOW N1

In case of low N1 warning, the master caution comeson and the aural warning sounds (single chime).The failure is shown amber on the upper ECAM display.This warning appears when there is a low N1 rotationduring engine start.

T M U P W

0 9 0 2

- T

0 1

L E V E L

3


U F

9 4 2 0 0


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T M U P W

0 9 0 2

- P

0 1

L E V E L

3

ENGINE WARNINGS - LOW N1


U F

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75

ENGINE WARNINGS



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EGT OVERLIMIT

In case of EGT, N1 or N2 over limit warning, the mastercaution comes on and the aural warning sounds (singlechime). The indication is shown red and the failuremessage appears amber on the ECAM upper display.This warning appears when EGT exceeds 890 degrees C.The overlimit for:

- N1 is 102%- N2 is 105.8%.

T M U P W

0 9 0 2

- T

0 2

L E V E L

3


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ENGINE WARNINGS - EGT OVERLIMIT T M U P W

0 9 0 2

- P

0 2

L E V E L

3


U F

9 4 2 0 0


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ENGINE WARNINGS - THRUST LEVER DISAGREE T M U P W

0 9 0 2

- P

0 3

L E V E L

3


U F

9 4 2 0 0


79

ENGINE WARNINGS

THRUSTLEVERFAULT



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THRUST LEVER FAULT

In case of Thrust lever fault warning, the mastercaution comes on and the aural warning sounds (singlechime).The failure is shown amber on the upper ECAM display.This warning appears when both resolvers on one thrustlever are lost.

T M U P W

0 9 0 2

- T

0 4

L E V E L

3


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9 4 2 0 0


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ENGINE WARNINGS - THRUST LEVER FAULT T M U P W

0 9 0 2

- P

0 4

L E V E L

3


U F

9 4 2 0 0


81

ENGINE WARNINGS

OILLOWPRESSURE



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OIL LOW PRESSURE

In case of oil low pressure warning,the master warning fashes and the aural warning sounds(continous repetitive chime).The failure is shown red on the upper ECAM display.This warning appears when the oil pressure is lowerthan 13 PSI.

T M U P W

0 9 0 2

- T

0 5

L E V E L

3


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9 4 2 0 0


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ENGINE WARNINGS - OIL LOW PRESSURE T M U P W

0 9 0 2

- P

0 5

L

E V E L

3


U F

9 4 2 0 0


83

ENGINE WARNINGS

OIL HIGH TEMPERATURE



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In case of oil high temperature warning, the mastercaution comes on and the aural warning sounds (singlechime).The failure is shown amber on the upper ECAM display.This warning appears when the engine oil temperatureis between 140 degrees C and 155 degrees C for morethan 15 mn, or if the oil temperature is greater than155 degrees C.

T M U P W

0 9 0 2

- T

0 6

L

E V E L

3


U F

9 4 2 0 0


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ENGINE WARNINGS - OIL HIGH TEMPERATURE T M U P W

0 9 0 2

- P

0 6

L

E V E L

3


U F

9 4 2 0 0


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ENGINE WARNINGS - OIL FILTER CLOG T M U P W

0 9 0 2

- P

0 7

L

E V E L

3


U F

9 4 2 0 0


87

ENGINE WARNINGS

FUEL FILTER CLOG



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In case of fuel filter clog warning, the failure isshown amber on the ECAM displays.This warning appears when the pressure loss across thefuel filter is excessive (Differential pressuregreater than 11.5 PSI).

T M U P W

0 9 0 2

- T

0 8

L

E V E L

3


U F

9 4 2 0 0


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T M U P W

0 9 0 2

- P

0 8

L

E V E L

3

ENGINE WARNINGS - FUEL FILTER CLOG


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L E V E L

3


U F

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78 - THRUST REVERSER SYSTEM

78-30-00 THRUST REVERSE MANAGEMENT



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CONTENTS:GeneralThrust Reverse ControlThrust Reverse ActuationThrust Reverse IndicationCFDS InterfaceSelf Examination

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THRUST REVERSE MANAGEMENT

GENERAL THRUST REVERSE INDICATION



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The thrust reverser system is controlled independentlyfor each engine by the associated FADEC system.

THRUST REVERSE CONTROL

When the reverse thrust is selected in the cockpit,the Engine Control Unit is allowed to control thethrust reverser operation, if the aircraft is on the

ground and the engine running.The ECU controls the thrust reverser operationaccording to the Thrust Lever Angle (TLA), the groundsignal and the pivoting door positions detected throughstow and deploy switches.

NOTE: The Engine Interface Unit (EIU) generates a logicto authorize the doors deployment through theinhibition relay when the Spoiler and Elevator

Computers (SEC) confirm the TLA position.

THRUST REVERSE ACTUACTION

The hydraulic power required for the actuators issupplied by the normal aircraft hydraulic system.Each channel of the ECU controls and monitors solenoidvalves included in a Hydraulic Control Unit whichprovides the actuation of four pivoting doors.The Hydraulic Control Unit (HCU) provides the sequenceand functions of unlocking, deploying, stowing andlocking of the pivoting door latches and actuators.The HCU includes a pressurizing valve and a directionalvalve which is controlled through the inhibition relay.

The thrust reverser operating sequences are displayedin the cockpit on the ENGINE/WARNING DISPLAY.Amber indication appears when the doors are in transitand then becomes on green when the doors are deployed.

CFDS INTERFACE

The CFDS interfaces with the Engine Interface Unit

(EIU) to provide Thrust Reverser fault diagnostics.For maintenance purposes, a thrust reverse test canbe performed through the MCDU menus.In this case the CFDIU simulates an engine running (N2condition) to permit the thrust reverser deployment.

T M U P W P N

0 1

- T

0 1

L E V E L

3


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THRUST REVERSE MANAGEMENT T M U P W P N

0 1

- P

0 1

L E V E L

3


U F

9 4 2 0 0


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SELF EXAMINATION

What is the logic of the reverse operation?

A - TLA position + Aircraft on ground.f d



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B - TLA position + Aircraft on ground+ Reverse indication green.

C - TLA position + Aircraft on ground + N2(engine running)

Reverser system actuation is provided by twosolenoid valves which are controlled from the:

A - Engine Control Unit

B - Hydraulic Control UnitC - Thrust Control Unit.

What does the CFDIU simulate during the MCDUreverse test?

A - The TLA.B - The ground logic.C - The N2.

T M U P W P N

0 1

L E V E L

3


U F

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79 - OIL SYSTEM

79-00-00 ENGINE OIL SYSTEM DESCRIPTION

CONTENTS



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CONTENTS:GeneralOil Supply CircuitOil Scavenge CircuitOil Vent CircuitSelf Examination

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ENGINE OIL SYSTEM DESCRIPTION

GENERAL

Theengineoilsystemincludes:

OIL VENT CIRCUIT

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The engine oil system includes:- a supply circuit,- a scavenge circuit,- a vent circuit.

OIL SUPPLY CIRCUIT

The oil from the tank passes through the supply pump

and supply filter to lubricate the forward and aftsumps, and also the accessory and transfer gearboxes.On the oil supply line a visual filter cloggingindicator, an oil temperature sensor, an oil lowpressure switch and an oil pressure transmitter areprovided for indication and monitoring.Also an oil quantity transmitter is provided on theoil tank.Note the installation of the ECU oil temperature sensor

for the fuel return valve operation.

OIL SCAVENGE CIRCUIT

The oil from bearings, transfer gearbox and accessorygearbox returns to the tank by means of four scavengepumps protected upstream by strainers and chipdetectors.To keep oil temperature within limits, the oil is

cooled through the servo fuel heater and the fuel/oilheat exchanger.In case of scavenge filter clogging, an oildifferential pressure (delta P) switch signals it tothe cockpit and its clogging indicator shows it on theengine.

Some air entrained in the scavenge oil is separatedin the tank by a deaerator and is vented to the forwardsump through the transfer gearbox and radial driveshaft.The sumps are vented overboard through the low pressureturbine shaft to prevent overpressure in the sump.Air entrapped in the scavenge oil pressurizes the tankand provides adequate oil pressure to the supply pump.

T M U P W P F

0 1

- T

0 1

L E V E L

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ENGINE OIL SYSTEM DESCRIPTION T M U P W P F

0 1

- P

0 1

L E V E L

3


U F

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SELF EXAMINATION

What happens if the oil supply filter is

contaminated?A - The visual clogging indicator on the



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gg gfilter becomes red.

B - Oil filter clog warning is provided inthe cockpit.

C - Oil low pressure switch closes.

What protects the scavenge pumps from metallicparticles?

A - A master chip detector.B - The scavenge filter.C - Four magnetic chip detectors with

strainers.

What maintains the oil temperature within limits?A - The IDG oil cooler.B - The engine fuel/oil cooler and servo

fuel heater.C - The venting circuit.

T M U P W P F

0 1

L E V E

L

3


U F

9 4 2 0 0


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ENGINE OIL SYSTEM COMPONENTS

SAFETY PRECAUTIONS

WARNING: Hot oil can cause deep burns.

OIL TANK GRAVITY FILLER CAP

- Wait 5 mn after engine shutdown before removingthe filler cap.



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Avoid any contact with oil splashes whenperforming maintenance.

Wait a minimun of 5 minutes after engineshutdown before removing the oil tank fillercap.The oil tank is pressurized during engine

operation and it takes time for the pressureto drop.If the oil tank cap is removed before thepressure decreases, hot oil may gush out ofthe oil tank and could cause severe burns.

OIL TANK

IDENTIFICATIONFIN:


COMPONENT DESCRIPTIONCHARACTERISTICS:

- Maximum filling capacity: 5.17 US gallons(19.6 liters).

- Total oil tank volume: 6 US gallons(22.7 liters).

Oil Servicing:- 2 filling ports (pressure and gravity).- 1 Magnetic drain plug.

- Push down and turn clockwise to remove the cap.- Add oil by pouring into the tank, up to the

"full" mark of the sight gauge.- If a dipstick is installed check the capacity

to be added in quarts.

OIL TANK DRAIN PLUG

For oil tank removal or if the oil is contaminated, adrain plug is provided.

- When the drain plug is removed an internalsafety valve prevents the oil from pouring out.

- To drain the tank, connect a drain tube tothe drain port and place a container underthe tank of a minimum capacity of 6 USgallons or 23 liters.

T M U P W A O

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0 1

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EFFECTIVITY 79-00-00 Page 2Jun 30/96

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ANTI SYPHON DEVICE

IDENTIFICATIONFIN



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FIN:


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ENGINE OIL SYSTEM COMPONENTS - ANTI SYPHON DEVICE T M U P W A O

0 1

- P

0 2

L E V E L

3


U F

9 4 2 0 0


103


LUBRICATION UNIT

IDENTIFICATIONFIN:



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FIN:


COMPONENT DESCRIPTIONIt consists mainly of:

-5 gerator type pumps (4 scavenge, 1 supply)- 2 filters (scavenge, supply)

- 4 chip detectors.

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0 3

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ENGINE OIL SYSTEM COMPONENTS - LUBRICATION UNIT T M U P W A O

0 1

- P

0 3

L E V E L

3


U F

9 4 2 0 0


105


SUPPLY FILTER

IDENTIFICATIONFIN:

SCAVENGE FILTER

IDENTIFICATIONFIN:



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COMPONENT DESCRIPTION- 15 micron cleanable filter screen.


COMPONENT DESCRIPTION- 25 micron cleanable filter screen.

T M U P W A O

0 1

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0 4

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ENGINE OIL SYSTEM COMPONENTS - SUPPLY FILTER - SCAVENGE FILTER T M U P W A O

0 1

- P

0 4

L E V E L

3


U F

9 4 2 0 0


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CHIP DETECTOR(S)

IDENTIFICATIONFIN:



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COMPONENT DESCRIPTION- 4 magnetic chip detectors,

- Press in and rotate one quarter of turncounter-clockwise to remove it,- Inspect if the magnet and strainer are

contaminated.

T M U P W A O

0 1

- T

0 5

L E V E L

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ENGINE OIL SYSTEM COMPONENTS - CHIP DETECTOR(S) T M U P W A O

0 1

- P

0 5

L E V E L

3


U F

9 4 2 0 0


109


OIL/FUEL HEAT EXCHANGER

IDENTIFICATIONFIN:



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COMPONENT DESCRIPTIONThe oil/fuel heat exchanger and servo fuel heaterassembly ensures engine oil cooling.The oil/fuel heat exchanger is of tubular type with aremovable core.

T M U P W A O

0 1

- T

0 6

L E V E L

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ENGINE OIL SYSTEM COMPONENTS - OIL/FUEL HEAT EXCHANGER T M U P W A O

0 1

- P

0 6

L E V E L

3


U F

9 4 2 0 0


111


OIL TEMPERATURE SENSOR

IDENTIFICATIONFIN: 4004EN



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COMPONENT DESCRIPTIONIt is a resistor installed on the lubrication unit forEngine oil temperature indication.

T M U P W A O

0 1

- T

0 7

L E V E L

3


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ENGINE OIL SYSTEM COMPONENTS - OIL TEMPERATURE SENSOR T M U P W A O

0 1

- P

0 7

L E V E L

3


U F

9 4 2 0 0


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OIL PRESSURE TRANSMITTER




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T M U P W A O

0 1

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0 8

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ENGINE OIL SYSTEM COMPONENTS - OIL PRESSURE TRANSMITTER T M U P W A O

0 1

- P

0 8

L E V E L

3


U F

9 4 2 0 0


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ENGINE OIL SYSTEM COMPONENTS - OIL QUANTITY TRANSMITTER T M U P W A O

0 1

- P

0 9

L E V E L

3


U F

9 4 2 0 0


117


OIL LOW PRESSURE SWITCH


LOCATION



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COMPONENT DESCRIPTIONIt closes when the oil pressure drops below 13 psi.

T M U P W A O

0 1

- T

1 0

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3


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ENGINE OIL SYSTEM COMPONENTS - OIL LOW PRESSURE SWITCH T M U P W A O

0 1

- P

1 0

L E V E L

3


U F

9 4 2 0 0


119


OIL FILTER DIFFERENTIAL PRESSURE SWITCH


LOCATION



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COMPONENT DESCRIPTIONIt provides OIL FILTER CLOG alarm when the delta pacross the scavenge filter exceeds 14.5 psi.

T M U P W A O

0 1

- T

1 1

L E V E L

3


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9 4 2 0 0


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ENGINE OIL SYSTEM COMPONENTS - OIL FILTER DIFFERENTIAL PRESSURE SWITCH T M U P W A O

0 1

- P

1 1

L E V E L

3


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0 1

L E V E L

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70 - MISCELLANEOUS

70-10-00 SAFETY ZONES

CONTENTS:Noise Danger AreasEngine Danger Areas, Minimum IdleEngine Danger Areas, Take-off Thrust



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SAFETY ZONES

NOISE DANGER AREAS

Depending on the distance from the running engine itis necessary to wear ear protection and to respectmaximum time exposure.



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0 1

- T

0 1

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3


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T M U P W P Q

0 1

- P

0 1

L E V E L

3

SAFETY ZONES - NOISE DANGER AREAS


U F

9 4 2 0 0


125

SAFETY ZONES

ENGINE DANGER AREAS, MINIMUM IDLE

With the engine running at minimum idle, safetyprecautions must be taken to avoid danger from enginesuction or exhaust.Access to the engine is only allowed through the entrycorridor



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corridor.

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0 1

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0 2

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3


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T M U P W P Q

0 1

- P 0

2

L E V E L

3

SAFETY ZONES - ENGINE DANGER AREAS, MINIMUM IDLE


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T M U P W P Q

0 1

- P 0

3

L E V E L

3

SAFETY ZONES - ENGINE DANGER AREAS, TAKE-OFF THRUST


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9 4 2 0 0


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0 1

L E

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ata70 320

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