Airbus A319/A320/A321 (CFM LEAP-1A) - "NEO"

TECHNICAL TRAINING MANUAL

MECHANICAL & AVIONICS COURSE - T1+T2 (Level 1, 2 & 3)

CFM LEAP-1A 74 & 80 Ignition & Starting

A320LEAP1A-B12-0008.3, Revision 2, Monday, 01 January 2018
A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 74 & 80 Ignition & Starting
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Airbus A319/A320/A321 (CFM LEAP-1A)

Part-66, Appendix III, Level 3 Training
These notes have been prepared by the Storm Aviation Training Centre to provide a source of reference during your period of training.

The information presented is as correct as possible at the time of production and is not subject to amendment action. These notes contain intellectual
copyrighted material and are for personal study purposes only. Unauthorised copying, distribution or publishing (including electronically) of any part of these
notes is strictly prohibited.

They will be useful to you during your training, but I must emphasise that the appropriate Approved Technical Publications (ATPs) must always be used when
you are actually working on the aircraft.

We always aim to ensure that these documents are as accurate as possible, however if you notice any items which require amending, please inform the
Training Manager or Instructor so that any amendments may be incorporated before the next course.

I trust your course with us will be informative and enjoyable.

Ben Greenaway, Training Manager, UK.147.0057

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REVISION SUMMARY

Part-66, App III Revision and Date Summary of Revision

Level

3 R1, Monday, 22 May Initial Issue in new format.

2017

3 R2, Monday, 01 January Updated. Thermal Indications for shutdown added.

2018

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Table of Contents
Revision Summary ........................................................................................................................................................................................................ 3
74 & 80 Ignition & Starting - Level 3 ................................................................................................................................................................................. 6
Ignition System ............................................................................................................................................................................................................ 6
General ..................................................................................................................................................................................................................... 6
Description................................................................................................................................................................................................................ 6
Ignition Power Supply Components - General .............................................................................................................................................................. 8
Ignition Exciter - Interfaces ........................................................................................................................................................................................ 8
Ignition Exciter - Operation ...................................................................................................................................................................................... 10
Functional Description ............................................................................................................................................................................................. 10
Ignition Distribution Components - General ............................................................................................................................................................... 12
Functional Description ............................................................................................................................................................................................. 14
Ignition Leads - Operation ....................................................................................................................................................................................... 14
Functional Description ............................................................................................................................................................................................. 16
Operation Description .............................................................................................................................................................................................. 16
Starting ...................................................................................................................................................................................................................... 18
General ................................................................................................................................................................................................................... 18
Purpose .................................................................................................................................................................................................................. 20
Pneumatic Starter And Valve System - Detail............................................................................................................................................................. 22
74 & 80 Ignition & Starting - Level 2 & 3 ......................................................................................................................................................................... 24
General ...................................................................................................................................................................................................................... 24
Control and Indication ................................................................................................................................................................................................. 26
Starter System - Operation .......................................................................................................................................................................................... 28

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Functional Description ............................................................................................................................................................................................. 28

Pre-start motoring (Bowed rotor, Adaptive start) ....................................................................................................................................................... 30
Pneumatic Starter And Valve - Description ................................................................................................................................................................ 32
Starter Duty Cycles .................................................................................................................................................................................................. 32
Starting Sequence Indications - Functional Description .............................................................................................................................................. 34
Normal Automatic Start - AMM 71-00-00-860-827-A .................................................................................................................................................. 36
Normal Manual Start - AMM 71-00-00-860-828-A ...................................................................................................................................................... 38
Starter Duty Cycles .................................................................................................................................................................................................. 40
Pneumatic Air Starter (PAS) Magnetic Plug & Servicing Plug ....................................................................................................................................... 42
Detailed Inspection of the Air Turbine Starter Magnetic Chip Detector ........................................................................................................................ 42
Engine Thermal Indication (Modification) .................................................................................................................................................................. 44

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74 & 80 Ignition & Starting - Level 3

IGNITION SYSTEM

General

The engine ignition system is an industry standard dual ignition system. Either EEC can command either igniter. The igniters produce a spark in the
combustor which starts combustion.

Flight deck indications for igniters and start valve position are identical to the CEO family.

Ignition power supplies come from the airframe, with 115 VAC which is the normal source, and 115 VAC from the static inverter as a backup.

The ignition components are located on the core at the 6 o’clock position, on the High Pressure Compressor (HPC) case and in

The ignition distribution system consists of:

• Two ignition exciters inside a cooling box, located at the 6 o’clock position, on the High Pressure Compressor (HPC) case

• Two ignition leads with cooling ports,

• Two igniters (left & right), located at the 6 and 7 o’clock positions on the Combustor Diffuser Nozzle (CDN) case.

Description

The ignition system generates high voltage electrical pulses to produce sparks which ignite the air/fuel mixture in the combustion chamber to start or
maintain engine combustion.

Two ignition exciters are mounted inside a cooling box and provide starting and continuous on-demand power supply for the two ignition system exciters,
which then supply the igniters through the cooling ignition leads.

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IGNITION SYSTEM

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Ignition Power Supply Components - General

The ignition power supply components provide starting and continuous on-demand power supply for the two ignition system exciters.

The system provides the engine igniters with electrical power through the ignition leads to produce a spark in the combustion chamber.

Two ignition exciters are mounted inside an air cooled enclosure, that is located at the 6 o’clock position on the High Pressure Compressor (HPC) case.

The system can be controlled manually or automatically.

Ignition Exciter - Interfaces

Electrical Power:

Each ignition exciter input is connected to:

• 115V AC power (normal source) or the 115V AC battery (backup source) from the airframe through the Electronic Engine Control (EEC),
• Each ignition exciter output is connected to an ignition lead.

Air:

The Variable Bleed Valve (VBV) duct cooling air flows through a rubber manifold into the exciter box shroud to cool down the exciters. This also cools the
shrouded ignition leads

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IGNITION POWER SUPPLY COMPONENTS

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Ignition Exciter - Operation

The ignition exciters transform, rectify, and store the energy in a capacitor.

Aircraft 115 Volts Alternating Current (VAC) power is converted to 28 Volts Direct Current (VDC) by the exciters.

This stored electrical energy is then discharged from the exciters to the igniters.

When operation stops, a resistor bleeds off any residual charge from the capacitor.

Functional Description

The two ignition exciters are the components of two separate redundant ignition systems in the engine.

An ignition exciter is a capacitor-discharge type ignition power source.

The main components of an ignition exciter are:

• a housing with four mounting brackets,

• an exciter input from the aircraft electrical connector,
• an exciter output to the ignition lead electrical connectors.

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IGNITION EXCITER - OPERATION

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Ignition Distribution Components - General

Electrical energy is supplied by the exciters, through the ignition leads to the igniters to produce sparks within the combustion chamber to ignite the air/fuel
mixture.

The two igniters (left and right) are located on the Combustor Diffuser Nozzle (CDN) case, at the 6 and 7 o'clock positions.

The ignition leads pass high voltages from the exciters to the igniters to create a spark. The two ignition leads are routed from the aft side of the exciters in
the 6 o’clock position to the two left and right igniters. They are different lengths

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IGNITION DISTRIBUTION COMPONENTS

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Functional Description

Each ignition lead consists of:

• An electrically shielded cable with a metal braid

• A cooling conduit that surrounds the braid
• A silicone rubber seal at the connection to the igniter

Note: Ignition lead No. 1 is shorter than ignition lead No. 2.

Ignition Leads - Operation

The electrical pulses are delivered from the ignition exciter to the igniter via the ignition lead whenever the ignition system is in operation. The electrical pulse
is a high voltage and low energy pulse.

Each ignition lead inlet is connected to the passive Core Compartment Cooling (CCC) system rubber air manifold.

The ignition leads are cooled by the passive engine CCC system. Passive air bleed manifolds are clamp-connected to both ignition leads. The Variable Bleed
Valve (VBV) duct airflow is then routed through each ignition lead to cool down both igniters. The air vents by the igniters.

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IGNITION LEADS

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Functional Description

The main components of an igniter are:

• The igniter body

• The connector
• The electrodes
• The air cooling system to reduce the operating temperature and extend the igniter service life

Each igniter is connected to the Combustor Diffuser Nozzle (CDN) case by a threaded igniter bushing and an igniter adapter.

Note: If you remove the igniter plug bushing, an immersion depth check is required.

Each igniter is connected to the ignition lead cooling outlet. Air enters the igniter cooling conduit shrouds to keep the igniters cool, thus prolonging their
service life.

Operation Description

When the ignition system is in operation, the igniters receive electrical pulses from the exciters via the ignition leads.

The electrical pulse produces a spark on the igniter electrode to be used as the ignition source in the engine combustion chamber.

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IGNITERS

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STARTING

General

The engine starting system consists of a conventional Pneumatic Air Starter (PAS) and a Starter Air Valve (SAV).

These are located on the front of the Accessory GearBox (AGB), between the 8 and 12 o'clock positions, with the pneumatic supply start duct installed around
the left hand fan case.

The Pneumatic Air Starter (PAS) is mounted on the forward side of the AGB, at approximately the 8 o'clock position.

The PAS contains a magnetic plug that is installed on the bottom of the starter.

The SAV is mounted directly onto the front of the PAS.

Note: The PAS requires servicing at installation. It then uses AGB oil to remain serviced.

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STARTING - GENERAL

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Purpose

The engine starting system turns the engine for:

• Starting, on ground or inflight

• Maintenance purposes such as leak checking or and compressor washing

The Pneumatic Air Starter (PAS) uses pressurized air from the pneumatic system to rotate the engine. It contains an axial turbine that transforms the air
power into mechanical power (torque).

The flow of pneumatic air to the PAS is controlled by the Starter Air Valve (SAV).

A manual 3/8 drive override allows the SAV to be opened/closed manually by maintenance staff.

A magnetic plug collects metallic particles. Metallic particles on the magnetic plug may indicate that the PAS has internal damage and replacement of the PAS
may be necessary.

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STARTING COMPONENTS

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Pneumatic Starter And Valve System - Detail

Air

The Starter Air Valve (SAV) air inlet is connected to the pylon interface by the starter air duct. The SAV is connected directly onto the Pneumatic Air Starter
(PAS) air inlet. Both connections are by V-Band clamps.

The air from the PAS is discharged via a circular vent on the PAS into the engine compartment.

Electrical

The PAS has two electrical plugs.

• One for the solenoid control (control input)

• One for the pressure transducer (position output)

Both plugs are connected to both EEC units (channel A and channel B).

Mechanical

The PAS is connected to the Accessory GearBox (AGB) through a splined output shaft, with wasted section. It is attached to the AGB with a V-Band clamp
with o-rings to prevent oil leakage.

Oil

The PAS oil inlet and outlet are connected to the AGB. During engine operation, oil from the AGB automatically lubricates and services the starter. The
inlet/outlets are a measured connection to prevent a PAS failure causing a failure of the oil system. Due to this the PAS must be serviced via the servicing
point when it is replaced.

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PNEUMATIC STARTER AND VALVE SYSTEM - DETAIL

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74 & 80 Ignition & Starting - Level 2 & 3

GENERAL

The ignition system provides the electrical spark necessary for ignition. The ignition system consists of two independent systems. Each system
includes an ignition exciter, two shielded ignition leads and two ignition plugs. Either EEC channel can command either ignition system.

The Starting system drives the engine High Pressure (HP) rotor at sufficient speed for a ground or inflight start to be initiated. The start system
consists of the Pneumatic Air Starter (PAS) and the Starter Air Valve (SAV). The aircraft pneumatic system provides the air for starting.

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GENERAL

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CONTROL AND INDICATION

The Electronic Engine Control (EEC) controls the ignition during automatic start and manual start. The airframe electrical system provides 115VAC to
the ignition exciters which generates the voltage necessary to generate a spark at the ignition plug electrode within the combustion chamber.

The EEC controls the starting through the SAV during automatic start and manual start.

As with the CEO A320, the operation of the SAV and of the ignition system is displayed on the ENGINE ECAM page, replacing nacelle temperature
information.

AUTOMATIC START

During an automatic start, the EEC commands the SAV open allowing pneumatic air to turn the starter and to motor the engine. At the correct HP
rotor speed, the EEC commands the ignition on (along with fuel), combustion is initiated and the engine begins to run. The EEC provides full
protection during the start sequence. When the automatic start is completed, the EEC closes the SAV and cuts off the ignition. If an incident occurs
during an automatic start, the EEC can start a second attempt or aborts the start procedure.

MANUAL START

During a manual start, the SAV opens when the flight deck overhead engine Manual START P/B is pressed in. The ignition system (along with fuel), is
energized when the MASTER control lever is set to the ON position.

CRANKING

The start system can motor (turn) the engine for dry cranking or wet cranking sequences. During cranking ignition is inhibited.

CONTINUOUS IGNITION

With engine running, continuous ignition can be selected via the EEC either manually using the flight deck rotary selector or automatically by the
Electronic Engine Control (EEC) if specific conditions are sensed.

WARNING: THE IGNITION EXCITERS PROVIDE HIGH ENERGY PULSES THROUGH THE IGNITION LEADS TO THE 2 IGNITERS
PLUGS.

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CONTROL AND INDICATING

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Starter Duty Cycles

The acceptable duty cycles can be performed by using one the three following procedures:

• 3 consecutive cycles, each of 2 minutes duration with a 60 seconds rest between 2 consecutive attempts. After 3 cycles, wait 15 minutes to allow
starter to cool before you try a new start or motoring
• One 5 minute cycle followed by a cooling period of 5 minutes after the first motoring and a 10 minutes interval between the following ones
• One 15 minute cycle followed by a 15 minute cooling period before you try a new start or motoring. It is recommended to use the 15 minute cycle
only for cooling the engine to do a borescope inspection

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STARTER DUTY CYCLES

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Pneumatic Air Starter (PAS) Magnetic Plug & Servicing Plug

The Pneumatic Air Starter (PAS) magnetic plug is located at the bottom of the PAS in the sump. The servicing plug is on the far side (against the fan case) at
the 2 o’clock position.

The magnetic plug attracts and captures metallic particles from the starter. It is a bayonet-type and is located within the drain plug.

Storm Aviation Maintenance Tip

The starter is connected to the AGB via a restricted jet to lubricate the starter. However the starter requires direct servicing when replaced.

Detailed Inspection of the Air Turbine Starter Magnetic Chip Detector

REF: AMM 80-11-05-210-801-A

Push and turn the magnetic plug (bottom of starter) counter-clockwise to release it.

NOTE: The magnetic plug is different part from the oil drain plug. The oil drain plug includes a check valve to prevent oil leaks when the magnetic plug is
removed

a) Clean the magnetic plug (2) with PAPER - TISSUE and retain the removed particles.
b) Examine the metallic contaminants under a MAGNIFYING GLASS POWER (X10) . Use the inspection criteria that follows:
• A small accumulation of fine slivers and relatively flat flakes of metal shows a normal wear. This is an acceptable condition.
• A larger accumulation of particles, or particles larger than 0.1 in. (2.54 mm) in any direction, show that there is some internal damage and that a
starter replacement is necessary.

After replacement, service the starter oil (80-11-05-600-803)

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ENGINE THERMAL INDICATION

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Starter Duty Cycles

The acceptable duty cycles can be performed by using one the three following procedures:

• 3 consecutive cycles, each of 2 minutes duration with a 60 seconds rest between 2 consecutive attempts. After 3 cycles, wait 15 minutes to allow
starter to cool before you try a new start or motoring
• One 5 minute cycle followed by a cooling period of 5 minutes after the first motoring and a 10 minutes interval between the following ones
• One 15 minute cycle followed by a 15 minute cooling period before you try a new start or motoring. It is recommended to use the 15 minute cycle
only for cooling the engine to do a borescope inspection

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STARTER DUTY CYCLES

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Pneumatic Air Starter (PAS) Magnetic Plug & Servicing Plug

The Pneumatic Air Starter (PAS) magnetic plug is located at the bottom of the PAS in the sump. The servicing plug is on the far side (against the fan case) at
the 2 o’clock position.

The magnetic plug attracts and captures metallic particles from the starter. It is a bayonet-type and is located within the drain plug.

Storm Aviation Maintenance Tip

The starter is connected to the AGB via a restricted jet to lubricate the starter. However the starter requires direct servicing when replaced.

Detailed Inspection of the Air Turbine Starter Magnetic Chip Detector

REF: AMM 80-11-05-210-801-A

Push and turn the magnetic plug (bottom of starter) counter-clockwise to release it.

NOTE: The magnetic plug is different part from the oil drain plug. The oil drain plug includes a check valve to prevent oil leaks when the magnetic plug is
removed

a) Clean the magnetic plug (2) with PAPER - TISSUE and retain the removed particles.
b) Examine the metallic contaminants under a MAGNIFYING GLASS POWER (X10) . Use the inspection criteria that follows:
• A small accumulation of fine slivers and relatively flat flakes of metal shows a normal wear. This is an acceptable condition.
• A larger accumulation of particles, or particles larger than 0.1 in. (2.54 mm) in any direction, show that there is some internal damage and that a
starter replacement is necessary.

After replacement, service the starter oil (80-11-05-600-803)

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PNEUMATIC AIR STARTER MAGNETIC PLUG (VIEWED FROM BELOW)

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Engine Thermal Indication (Modification)

The Engine Thermal Indication is a software modification.

Four vertical dots are displayed between the EGT indications of the EWD.

The thermal indicator changes from 4 white empty dots (when the engine is too hot to be shut down) to 4 green full dots (when the engine is ready to be
shut down) depending on its temperature.

The four dots of the Engine thermal indicator are displayed from calculations performed by the EEC.

Before you stop the engine, operate it at or near idle for three minutes before the shutdown to thermally stabilize the engine hot section.

NOTE: After the engine shutdown is completed, and the rotation is fully stopped, the EGT will normally slowly increase. This is caused by a normal
temperature soak-back.

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ENGINE THERMAL INDICATION

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INTENTIONALLY LEFT BLANK

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