A320fam Iae Ata79 Oil PDF

A318/A319/A320/A321 (CFM56) / (IAE V2500)
For Category B1/B2
Oil
ATA 79
Issue 1: 12 Aug 2016

Revision 1: 1 Apr 2020
Airbus A318/A319/A320/A321 (CFM56) and
Airbus A319/A320/A321 (IAE V2500) ATA 79
(sub-) cat.B1.1/ B2 OIL IAE V2500 AVIET TRAINING
TRAINING MANUAL

Airbus A319/A320/A321 (IAE V2500) B1.1 (sub-)
categories
ATA 79 OIL IAE V2500
ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 1

TABLE OF CONTENTS TABLE OF FIGURES
OIL SYSTEM.................................................................................................. 4 Figure 1. Oil System Schematic..................................................................... 7

OIL SYSTEM COMPONENTS PRESENTATION........................................... 8 Figure 2. Oil System Components Presentation............................................. 8
AIR COOLED OIL COOLER (ACOC)............................................................12 Figure 3. Oil Tank............................................................................................ 9
FUEL COOLED OIL COOLER (FCOC)........................................................ 14 Figure 4. Pressure Pump & Filter..................................................................11
SCAVENGE SYSTEM.................................................................................. 16 Figure 5. ACOC Air Flow...............................................................................13
SCAVENGE PUMPS.................................................................................... 16 Figure 6. Fuel Cooled Oil Cooler...................................................................15
SCAVENGE OIL COMPONENTS.................................................................18 Figure 7. Scavenge Pump Assembly............................................................ 17
DE-OILER..................................................................................................... 20 Figure 8. Scavenge Filter..............................................................................19
NO 4 BEARING SCAVENGE VALVE.......................................................... 22 Figure 9. De-oiler..........................................................................................21
N04 BEARING PRESSURE TRANSDUCER............................................... 22 Figure 10. No 4 Bearing Scavenge Valve..................................................... 23
NO 4 BEARING SCAVENGE VALVE DESCRIPTION.................................24 Figure 11. Oil Pressure Chart....................................................................... 27
NO 4 BEARING SCAVENGE VALVE INDICATION.....................................24 Figure 12. LOP Switch and Oil Press. Transmitter.......................................29
ENGINE OIL PRESSURE.............................................................................26 Figure 13. Magnetic Chip Detectors (M.C.D.)...............................................30
OIL SYSTEM PRESSURE SENSING.......................................................... 28 Figure 14. Chip Detectors.............................................................................31
IDG OIL SERVICING....................................................................................34 Figure 15. Magntic Chip Detectors............................................................... 33
OIL INDICATING SYSTEM...........................................................................36 Figure 16. IDG Oil Servicing......................................................................... 35
OIL QUANTITY INDICATING........................................................................38 Figure 17. ECAM Oil Indication.................................................................... 37
Figure 18. Basic Schematic...........................................................................39

THIS PAGE IS INTENTIONALLY LEFT BLANK

OIL SYSTEM
Oil System Presentation
System Description
The lubrication system is self-contained and thus requires no airframe response to specific levels of engine thrust setting. At engine idle power, the
supplied components other than certain instrumentation and remote fill and valve opens to provide the maximum area for scavenge flow. At higher
drain port disconnectors on the oil tank. These ports are used to refill the oil power, the valve closes to a reduced area which provides, adequate
tank promptly and precisely by allowing the airlines to quick-connect a pressure in the No. 4 bearing compartment to protect the seals by
pressurized oil line and a drain line. maintaining low pressure differentials across compartment walls and
It is a hot tank system that is not pressure regulated. minimizes air leakage into the bearing chamber.
Oil from the oil tank enters the one stage pressure pump and the discharge The scavenge valve pressure transducer senses the pressure present in the
flow is sent directly to the oil filter. A coarse cleanable filter is employed. scavenge line upstream of the scavenge valve and supplies a signal to the
The oil then is piped through the air cooled oil cooler and the fuel cooled oil EIU.
cooler, which are part of the Heat Management System (HMS), which A pressure relief valve at the filter housing limits pump discharge pressure to
ensures that engine oil, IDG oil and fuel temperatures are maintained at approximately 450 psi to protect downstream components.
acceptable levels, to the bearings. Except for the No 3 bearing damper and Lubrication System Components
the No.4 bearing compartment, the pressure supplied to each location is
controlled by a restrictor. - The lubrication system consits of four subsystems:
There is a "last chance" strainer at the entry of each compartment to prevent - the lubrication supply system
blockage by any debris / carbon flakes in the oil. - the lubrication scavenge system
The scavenge oil is then piped, either directly or through the de-oiler to the 5 - the oil seal pressurization system
stage scavenge pumps. There is a disposable cartridge type scavenge filter - the sump venting system.
at the outlet of the scavenge pumps before returning to the oil tank. A valve
allows oil to bypass the scavenge filter when the filter differential pressure System Monitoring and Limitations
exceeds 20 psi. A differential pressure warning switch, set at 12 psi gives The operation of the engine oil system may be monitored by the following
cockpit indication of impending scavenge filter bypass. flight deck indications.
The oil pressure is measured as a differential between the main supply line
pressure, upstream of any restrictors, and the pressure in the No.4 bearing - engine oil pressure
compartment scavenge line, upstream of the two position scavenge valve.
- engine oil temperature
A low pressure warning switch, which is set for 60 psi, is provided in the main
oil line before the bearing compartments and after the ACOC and FCOC at
1. MINIMUM STARTING:-40° C
the same tapping points as the oil pressure sensor. This allows for cockpit
2. MIN. PRIOR EXCEEDING IDLE:-10° C
monitoring of low oil pressure. The engine oil temperature is measured in the
3. MIN. PRIOR TAKE OFF: 50° C
combined scavenge line to the oil tank.
4. MAX CONTINIOUS: 155° C
The No. 4 bearing two position scavenge valve is operated pneumatically by
5. MAX TRANSIENT: 165° C
tenth stage air and controls vented air flow from the bearing compartment in

oil tank contents 25 US quarts
In addition warnings may be given for the following non normal conditions
- low oil pressure
1. RED LINE LIMIT: 60 PSI

2. AMBER LINE LIMIT: 80 PSI
scavenge filter clogged.

No. 4 compartment scavenge valve inoperative.


ANTI SYPHON
RESTR ICTOR
ANTI SYPHON \
REST RIC TO R
OIL ftTY
XHTR
\
FLOU
TRIMMI NG
VALVE
COLD START
RELIEF VALVE
OIL TEMP. SENSOR (H M S )

Figure 1. Oil System Schematic

OIL SYSTEM COMPONENTS PRESENTATION
Oil Tank signal output.
The tank is located on the top L. H. side of the gearbox Output Voltage
The normal max-usable oil quantity in the tank is 25 US qts, the maximum oil
tank capacity is 30.5 US qts 1VDC to 9VDC varying linearly with the usable oil quantity from 0 to 25.8
Features: quarts.
- oil qty. transmitter

- pressure and gravity fill ports
- sight glass for level indication
- internal de-aerator
- tank pressurisation valve' (6 psi)
- strainer in tank outlet
- mounting for scavenge filter and master chip detector
Engine Oil Servicing
Where conditions permit, the oil tank should be checked and oil added, if
necessary, within a period of 5 to 20 minutes after engine shutdown. If the
engine is stopped for 10 hours or more, a dry motoring must be performed.
This make sure that the oil level shown in the tank is correct before oil is
added.
Oil Quantity Transmitter
The oil quantity transmitter is located in the oil tank.
Power Supply
The system is supplied with 28VDC from busbar ENG 1, 101PP (DC BUS 1)
through circuit breaker 1EN1 (2EN1).
Description
The oil quantity transmitter is a tank probe with a capacitor (tube portion) and
an electronic module (on the top of the transmitter) for probe energizing and

OIL QUANTITY TRANSMITTER

OIL TANK PRESSURIZATION VALVE
TANK PROBE
ELECTRONIC MODULE
OIL TANK
CONTENTS
TRANSMITTER OIL QUANTITY TRANSMITTER
MASTER MAGNETIC
WJT l-L-U CHIP DETECTOR
MANUAL OIL
FILLER
SCUPPER
DRAIN
OIL TANK OIL SCAVENGE FILTER ASSY
Figure 3. Oil Tank

Oil Pressure Pump
The pressure pump is a one stage gear type pump and supplies oil under
pressure to the engine bearings, gearbox drive and accessory drives. The oil
is pumped through a pressure filter to remove any large debris. It has a
cleanable filter element. The pressure filter housing is installed at the oil
pressure pump.
The pressure filter housing incorporates a pressure priming connection and a
an-tidrain valve to prevent oil loss during removal.
The filter does not have a bypass.
The pressure pump housing incorporates the pressure filter, a cold start
pressure relief valve and a pressure pump flow limiting valve.
The pressure relief valve bypasses the pressure circuit during cold starts.
Location
The pump is attached to the front face of the external gearbox on the left
hand side, just below the oil tank.

FLOW TRIMMING VALVE

(for adjusting oil flow to a ANTI-DRAIN VALVE
standard level during pass-off (prevents oil loss
testing) when filter is
removed)
COLD START PRESSURE

LIMITING VALVE
V (opens at 450 psi) ,
FILTER
ELEMENT
(125 microns (//)
PRESSURE PUMP filtration)
( Driven from gearbox)
STRAINER OIL TANK
Figure 4. Pressure Pump & Filter

AIR COOLED OIL COOLER (ACOC)
Location
The ACOC is mounted on the engine fan case.
Operation
The ACOC is a additional oil cooler which removes heat from the engine
lubricating oil using fan air and maintains the oil temperature within the
specified range.
The filtered oil flows through the air cooled oil cooler before being cooled
again through the fuel cooled oil cooler.
The cooling air and the oil flows through the air / oil heat exchanger are
shown below.
Features
- oil bypass valve

- ACOC oil temperature thermocouple (for heat management system)
- modulated air flow as commanded by EEC (heat management
system), airflow regulated by air control valve.
- Fuel pressure operated actuator
- Feedback LVDT
ACOC AIR CONTROL VALVE FAIL SAFE POSITION: "OPEN"
ACOC Oil Temperature Thermocouple
(refer to 73-20 Heat Management System)

The ACOC thermocouple is used for the heat management system which is
controlled by the EEC.

MODULATING VALVE
(fuel powered
ACOC OIL TEMPERATURE and confrolled NACELLE OUTLET
THERMOCOUPLE by signal from PANEL
engine electronic
control unit)
OIL FLOW
Full oil flow at

all times, heat
rejection controlled
by varying
air flow
BYPASS VALVE
(used in event of cooler REAR OF FANCASE
blockage - opens at
50 psi)
Figure 5. ACOC Air Flow

FUEL COOLED OIL COOLER (FCOC)
Location
The oil passed through the ACOC flows through the fuel cooled oil cooler
(FCOC), installed on the left hand side of the fan casing, before it is sent to
the bearing compartments and both the angle and main gearboxes.
Purpose
- The FCOC cools the oil by using low pressure fuel.

- The FCOC also warms the low temperature fuel to the de-icing level.
- The FCOC has 2 bypass valves.
Description
The FCOC consits of a housing containing a removable core, a header and a

fuel filter cap. The core is composed of vacuum brazed tubes through which
fuel passes.
Bypass Valves
- One is an oil pressure relief bypass valve which diverts the excessive
oil pressure during engine cold start.
- The other is a fuel filter bypass valve which ensures fuel flow in the
event of fuel filter clogging.

FUEL IN
LOCATION
DRAIN HOLE
FUEL FILTER
PRESSURE
PLATE
Figure 6. Fuel Cooled Oil Cooler

SCAVENGE SYSTEM SCAVENGE PUMPS
The scavenge system main components are: Purpose

chip detectors,
five scavenge pumps with strainers, The scavenge pump returns the oil back to the oil tank.
one common scavenge filter.
a 2-positions scavenge valve. (Bearing No.4) Description
The scavenge pump is a five-stage gear type pump on the rear left side of
the ge-abox. Four stages of the scavenge pump are two-gear displacement
pumps. The stage used for the two main gearbox scavenge lines consists of
three meshing gears producing two inlets and outlets on opposite sides. All 6
scavenge pumps are housed together as a single unit. The pump capacity is
determined by the width of the gears.

DEVELOPED COMPOSITE
SECTION THROUGH PUMPS
SCAVENGE OIL FILTER SHOWING FUNCTION
FUEL PUMP DRIVE
PAD GEAR PUMPS
OIL SCAVENGE PUMP
LEFT HAND MAGNETIC RH HAND

GEARBOX STRAINER
CHIP GEARBOX
PICK UP DETECTOR PICK UP
Figure 7. Scavenge Pump Assembly

SCAVENGE OIL COMPONENTS
Scavenge Filter
The flows from the 6 scavenge pumps are mixed together at the scavenge This digital signal is then transmitted to the lower ECAM display unit through
filter common filter inlet. the FWCs and the DMC.
Location
The filter is mounted to the rear of the oil tank.
Features
- disposable filter element

- by-pass valve (opens when filter clogs)
- Differential pressure connections
- provides housing for the master magnetic chip detector
- Oil Temperature sensor
Scavenge Filter Differential Pressure Switch
The scavenge filter differential pressure switch is installed on a bracket at the

top left side of the engine fan case, near the FCOC.
Switches the ECAM OIL FILTER CLOG warning when the filter becomes
blocked (+12 PSI or - 2 PSI differential press)
Engine Oil Temperature
The scavenge oil temperature thermocouple is located in the combined

scavenge line between the master magnetic chip detector and the scavenge
filter for indication in the cockpit.
The oil temperature is sensed by a dual resistor unit. The unit consists of a
sealed, wire-wound resistance element. This element causes a linear change
in the DC resistance when exposed to a temperature change.
Temperature measurement range:
-60deg. Cto250deg. C.
The analog signal from the scavenge oil temperature thermocouple is
transmitted to the EIU. The EIU transforms this signal into a digital signal.

SCAVENGE FILTER DIFFERENTIAL

(PRESS. DROP.) WARNING
SWITCH ( DELTA P. 12 P S I)
OIL OUTLET
(Return to oil tank)
MASTER MAGNETIC
CHIP DETECTOR
ELECTRICAL
CONNECTOR
OIL TEMP. SENSOR
OIL INLET
OIL TEMP. SENSOR (From
scavenge
pumps)
SEAL - RING
SCAVENGE OIL FILTER

1 Filter casing
2 Guide pin
3 Lock wire
4 Seal ring
5 Drain plug
6 Bolt
7 Washer
8 Filter cover
9 Seal ring
10 Filter elemenl
Figure 8. Scavenge Filter

DE-OILER
Location
The de-oiler is bolted to the right hand front face of the external gearbox.
Purpose
- To separate the breather air/oil mixture.

- return the oil to the oil scavenge system via its own scavenge pump.
- vent the air overboard through the R/H fan cowl.
Features
- provides mounting for the No.4 bearing chamber scavenge valve.

- overboard vent.
- provides location for the No.4 bearing magnetic chip detector
housing.

Figure 9. De-oiler

NO 4 BEARING SCAVENGE VALVE N04 BEARING PRESSURE TRANSDUCER
Location Purpose
The valve is mounted on the front face of the de-oiler casing. The purpose of the No.4 bearing indicating system is to monitor the correct
operation of the No.4 bearing 2-position scavenge valve and to detect a No.4
Purpose bearing carbon-seal failure.
The No.4 bearing pressure transducer is installed on the right side of the
Maintains No.4 bearing compartment sealdifferentialpressureto reduce over deoiler and senses pressure at the No.4 bearing outlet line,
board loss of vent air and to preventdeteriation of thecarbon seals by Linear output 1VDC to 9 VDC(0 To 300 PSIG)
restricting the venting of the compartment air/oil mixture to the de-oiler.
Type of Valve
Pneumatically operated two position valve.
Features
- Position feed back signal to EIU (reed switch)

- uses stage 10 air as servo air
- uses value of pressure of stage 10 air as operating parameter.
- Fully open at low engine speeds (stage 10 air less than 150 PSI)
- Minimum open at high engine speed (stage 10 air more than 200 PSI)

Figure 10. No 4 Bearing Scavenge Valve

NO 4 BEARING SCAVENGE VALVE DESCRIPTION NO 4 BEARING SCAVENGE VALVE INDICATION
Operation The EIU incorporates three logics allowing the monitoring of the scavenge
valve operation as well as a No.4 bearing carbon - seal failure
There are two basic operating positions, low power and high power. LOW POWER SETTING:
In the low-power position, where the compressor 10th stage pressure (P10) At engine low power, the bearing scavenge valve is open and the reed switch
is less than 150 PSI, the valve is held spring loaded in the fully open position. on the valve closes providing a ground signal for the EIU logic.
The bearing compartment scavenge flow passes through the valve, restricted HIGH POWER SETTING:
only by the porting in the valve seat. At engine high power, the bearing scavenge valve closes (to maintain the
As the engine power increases, the P10 pressure rises. When this pressure No.4 bearing pressure ratio in the bearing compartment) and the reed switch
exceeds 150 psi, the valve moves away from the max flow stop. This is due on the valve opens.
to the pressure acting on the differential areas of the valve and overcoming The No.4 bearing internal pressure is measured by the No.4 bearing
the spring load. The valve moves towards the min flow or high power setting. pressure XMTR in the oil return line to the deoiler. The transducer supplies a
As the valve moves towards the peripheral ports in the seat, totally closing pressure signal to one of the three EIU logics.
these ports, the flow through the valve is now restricted to one central port in Two EIU logics provide a warning message to the ECAM:
the valve seat. Full travel is achieved at P10 pressure of approximately 210 ENG 1 (2) BEARING 4 OIL SYS. (class 2) and a CFDS message, when the
psi. valve is not in the correct position according to the sensed burner pressure.
As the valve moves away from the max flow stop, the influence of the One EIU logic provides a message on the lower ECAM:
magnets on the reed switch decreases and the reed switch opens. Eng. 1 (2) Bearing (class 2) and a fault message is set on the CFDS
The circuit is broken, indicating that the valve has moved. (EIU menu) when the No. 4 bearing compartment pressure is to high
As the engine power decreases, the spring load overcomes the decreasing according to the valve position and a high burner press.(possible Carbon seal
P10 pressure. The valve moves towards the max flow or low power position, failure)
uncovering the ports in the valve seat and restoring maximum flow through
the valve. As the valve approaches the maximum flow stop, the influence of
the magnets on the reed switch increases.
The reed switch closes, completing the circuit and indicating the valve
position.


ENGINE OIL PRESSURE
The Oil pressure is directly linked to the opening and closing of the No.4
Bearing Scavenge Valve.
A closing of the valve (at approx. 85% N2) will restrict the return scavenge
flow to the deoiler.
This will result in a pressure drop, because the ratio of the pressures will
change, (the oil pressure is the differential pressure of the oil pressure feed
line and the scavenge line).
The No. 4 compartment scavenge oil pressure range is 0 to 160 PSI.
Normal operating pressure is 0-145 PSI after three minutes of stabilization at
idle speed.

FOR MINIMUM IDLE OIL PRESSURE CORRECTION REFER TO THE ENGINE OPERATIONAL LIMITS
S2
s

OIL SYSTEM PRESSURE SENSING
General
The oil pressure indicating system gives a cockpit indication of the engine oil
system working pressure.
The indication of this pressure comes electrically from an oil pressure
transmitter on each engine.
- The oil pressure transmitter is bolted to a bracket on the top left side
of the engine fan case.
- The oil pressure transmitter is connected to the engine oil system by
two steel tubes. One tube connects to the oil supply tube (to the
engine and gearbox bearings). The other tube connects to the No. 4
bearing oil scavenge tube (to the oil scavenge pump).
- Power supply: 28VDC from busbar 101PP (202PP).
- Pressure range: 0 to 400 psid.
- Output voltage: 1VDC to 9VDC varying linearly with pressure from 0
to 400 psid.
Low Oil Pressure Switch
The low oil pressure switch is installed on a bracket at the top left side of the
engine fan case, beside the oil pressure transmitter.
The oil pressure switch is connected between the oil supply tube and the
No.4 bearing scavenge tube.
When the oil pressure drops below 60 psi the switch closes and a red
warning is triggert in the cockpit.
The set point range is between 45psi and 75psi.

Oil Press. Transmitter Low Oil Press Switch

Figure 12. LOP Switch and Oil Press. Transmitter

Magnetic Chip Detectors (M.C.D.)
A total of 7 M.C.D. 's are used in the oil scavenge system.

Each bearing compartment and gearbox has its own deticated M.C.D. (two in
the case of the main gearbox) although that for the No.4 bearing is located in
the de-oiler scavenge outlet).
Magnetic Chip Detectors Location
The M.C.D. 's for:
- No. 1,2 and 3 bearings

- main gearbox / L/H scavenge pick-up
- angle gearbox
are located to the rear of the main gearbox on the L/H side, as shown below.
The M.C.D.'s for:
- No.5 bearing
- De - oiler (No.4 bearing)
- Main gearbox (R/H scavenge pick up)
are located as shown below.
Caution: Do not try to install the MCD if the seal rings are not installed. A
saftey mechanism is installed in the MCD housing to prevent installation of
the MCD if the front seal ring is not installed.
If only the front seal ring is installed, failure of this seal ring could result in an
^in-flight shutdown of the engine because of oil leakage. j
Figure 13. Magnetic Chip Detectors (M.C.D.)

OIL SCAVENGE
PUMPS
Figure 14. Chip Detectors

Master Chip Detector
The master chip detector is located in the combined scavenge return linie, on
the scavenge filter housing.
The Master Chip Detector is accessible through its own access panel in the
L/H fan cowl.
If the master M.C.D. indicates a problem then each of the other M.C.D.'s is
inspected to indicate the source of the problem.
Caution: Do not try to install the MCD if the seal rings are not installed. A
saftey mechanism is installed in the MCD housing to prevent installation of
the MCD if the front seal ring is not installed.
If only the front seal ring is installed, failure of this seal ring could result in an
^n-flight shutdown of the engine because of oil leakage. j

1 Magnetic probe
2 Seal ring <2 off)
3 Detector housing
VIEW ON A
HOUSING
SPRING SAFETY
PIN
.XR°B
ιχ α γ . ι E Γ"Τ ,
(W.th 0 ring m.ss.ng)
SPRING SAFETY PIN
(View showjng pin against
uroove when Ό ' rina missina)
Figure 15. Magntic Chip Detectors

IDG OIL SERVICING
IDG Oil Pressure Fill
A quick fill coupling situated on the transmission casing enables pressure

filling or topping up the unit with oil. The oil thus introduced flows to the
transmission via the scavenge filter and external cooler circuit. This ensures:
- the priming of the external circuit

- the filtration of any oil introduced.
An internal standpipe connected to an overflow drain ensures a correct

quantity of oil.
Oil Filter
A clogged filter indication is provided by a local visual pop out indicator. The
indicator is installed on the anti drive end of the IDG.
Oil Level Check
You can read the oil level through two sight glasses located on the IDG.
One sight glass serves for the CFM 56 engine, the other one for the V2500
engine.
- The oil level must be at or near the linie between the yellow and
green bands.
- If the oil level is not at this position, connect the overflow drain hose
and drain the oil until the correct filling level is reached. This will also
depressurize the IDG case.
Note: If the overflow drainage procedure is used it can take up to 20 minutes

to complete.
Failure to observe the overflow time requirements can cause high oil level
condition resulting in elevated operating temperatures and damage/ discon
n e ct to IDG. j

|Press Fill Valve
NORMAL
(RESET)
ΛΡ INDICATOR BUTTON
Dust Cap (SILVER END. RED
Dust Cap CYLINDRICAL SIDE)
nan: 6 IF THE OIL LEVEL IS ABOVE

THE YELLOW BAND. OIL SERVICING
IS REQUIRED.
6 IF THE OIL LEVEL IS WITHIN
THE GREEN AND YELLOW BANDS,
OIL SERVICING IS NOT REQUIRED.
7 IF THE OIL LEVEL IS BELOW
THE GREEN BAND, OIL SERVICING
IS REQUIRED.
Figure 16. IDG Oil Servicing

OIL INDICATING SYSTEM
General
The oil system monitoring is performed by:
1. indications:
- oil quantity (quarts)

- oil temperature (degree Celsius)
- oil pressure (psi)
2. audio and visual warnings:
- oil low pressure (LO PRESS)

- oil filter clogging (OIL FILTER CLOG)
ECAM Oil Indications
1. Oil quantity indication flashes green (Advisory):
- when QTY <4quarts.
2. Oil pressure indication color turns red (Warning):
- when press <60PSI.
3. Oil temperature indication flashes green (Advisory):
- when TEMP >156 deg.C

- turns amber when oil TEMP <10 deg C or > 165 deg C.
Oil HI TEMP is displayed:
- when oil TEMP >165 deg C or 156 deg C more than 15 min.
4. Oil filter clog (White & amber) warning appears on the screen when
the engine scavenge filter is clogged.

ENGINE
Γ. USED VIB (Hi)
2 1 0 ^ - kg — -2 1 0
0 A "Π ο λ
VIB (N2)
\p 21.5
r \o 2 3
r >
jo
0 J) T 0 JO
OIL FILTER j
PSI
CLOG T CLOG
F. FILTER
CLOG "Ec LOG
K D
PSI 32 32 PSI
TAT *14 *C GW XX KG
SAT *14 *C 0 9 H 46
Figure 17. ECAM Oil Indication

OIL QUANTITY INDICATING SDAC1

SDAC2
The analog signal from the oil quantity transmitter is sent to: EIU.
- the SDAC1
- the SDAC2 The oil pressure indication scale is graduated from 0 - 400 PSI.
- the EIU which transforms the analog signal into a digital
signal. Low Oil Pressure Switch
The DMC's process the information received as a priority order from the The low oil pressure information is send to different aircraft systems.
ElU's through FWC 1 and 2, SDAC1, SDAC2. Low Oil Pressure switching:
The oil quantity displayed in green on the ECAM display unit is graduated
from: - To Steering (ATA 32-51)
- To Door Warning (ATA 52-73)
0 to 25.8 qts in analog form (the normal max-usable oil quantity in the tank is - To FWC (ATA 31-52)
25 US qts, the maximum oil tank capacity is 30.5 US qts) - To FAC (ATA 22)
0 to 99.9 in digital form. - To FMGC (ATA 22-65)
- To IDG System Control (ATA 24-21)
Oil Temperature Indication
Low Oil Pressure Switching via EIU:
The analog signal from the scavenge oil temperature thermocouple is
transmitted to the EIU. The EIU transforms this signal into a digital signal. - To ClDS (ATA 23-73)
This digital signal is then transmitted to the lower ECAM display unit through - To DFDRS INTCOM Monitoring (ATA 31-33)
the FWCs and the DMC. - To CVR Power Supply (ATA 23-71)
The ECAM oil temperature indication scale is graduated from 0 deg.C to 999
- To WHC (ATA 30-42)
deg.C.
- To PHC (ATA 30-31)
- To FCDC (ATA 27-95)
Oil Pressure Indication
- To Blue Main Hydraulic PWR (ATA 29-12)
The analog signal from the oil pressure transmitter is transmitted to the - To Rain RPLNT (ATA 30-45)
SDAC 1, SDAC2 and the EIU. The EIU transforms this signal into a digital
signal. Scav. Filt. Diff. Pressure Warning
This digital signal is then transmitted to the lower ECAM display unit through
the FWCs and the DMC. The Scavenge filter diff. pressure warning is send to the SDAC 1, 2 and then
The order of priority has been defined as follows: to ECAM. A message will be displayed on the E/WD.

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e H Q M A S lE R im O T F
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Figure 18. Basic Schematic


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AVIATION MAINTENANCE TRAINING

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A318/A319/A320/A321 (CFM56) / (IAE V2500)

For Category B1/B2

Issue 1: 12 Aug 2016

Airbus A318/A319/A320/A321 (CFM56) and

ATA 79 OIL IAE V2500

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 1

TABLE OF CONTENTS TABLE OF FIGURES

OIL SYSTEM.................................................................................................. 4 Figure 1. Oil System Schematic..................................................................... 7

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 2

THIS PAGE IS INTENTIONALLY LEFT BLANK

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 3

Oil System Presentation

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 4

oil tank contents 25 US quarts

- low oil pressure

1. RED LINE LIMIT: 60 PSI

scavenge filter clogged.

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 5

THIS PAGE IS INTENTIONALLY LEFT BLANK

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 6

OIL TEMP. SENSOR (H M S )

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 7

OIL SYSTEM COMPONENTS PRESENTATION

Oil Tank signal output.

- oil qty. transmitter

Engine Oil Servicing

Oil Quantity Transmitter

The oil quantity transmitter is located in the oil tank.

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 8

OIL QUANTITY TRANSMITTER

OIL TANK OIL SCAVENGE FILTER ASSY

Figure 3. Oil Tank

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 9

Oil Pressure Pump

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 10

FLOW TRIMMING VALVE

COLD START PRESSURE

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 11

AIR COOLED OIL COOLER (ACOC)

The ACOC is mounted on the engine fan case.

- oil bypass valve

ACOC AIR CONTROL VALVE FAIL SAFE POSITION: "OPEN"

ACOC Oil Temperature Thermocouple

(refer to 73-20 Heat Management System)

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 12

Full oil flow at

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 13

FUEL COOLED OIL COOLER (FCOC)

- The FCOC cools the oil by using low pressure fuel.

The FCOC consits of a housing containing a removable core, a header and a

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 14

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 15

SCAVENGE SYSTEM SCAVENGE PUMPS

The scavenge system main components are: Purpose

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 16

LEFT HAND MAGNETIC RH HAND

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 17

SCAVENGE OIL COMPONENTS

The filter is mounted to the rear of the oil tank.