The document provides information about the operation and instrumentation of the International Aero Engines V2500 engines used on the Airbus A320 family. It details engine components, controls, displays, and procedures for takeoff, climb, and cruise. Key steps include selecting the desired thrust limit mode, such as TOGA for maximum takeoff thrust or FLEX for reduced thrust takeoff, then using the thrust levers or autothrottle to achieve and maintain the appropriate power levels during different phases of flight.

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OIL QUANTITY
Warm (30c +) = 17.0 qt
Cold (below 30c) = 10.5 qt
MAX START TEMP = 635 c
Plus .6 qt Per hour
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STARTER DUTY CYCLE
•2 MIN ON, 15 SEC OFF
•2 MIN ON, 15 SEC OFF
•1 MIN ON, 30 MIN OFF
MOTORING:
• 4 MIN ON, 30 MIN OFF
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The A320 family is equipped with
International Aero Engines (IAE) V2500
series engines.
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Like all turbine engines today, this engine has a low
pressure compressor, a high pressure compressor, and a
turbine.
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FRONT FAN

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LOW PRESSURE
COMPRESSOR

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The low pressure compressor, also called N1, consists of a front fan and
a low pressure compressor connected to a low pressure turbine.
LOW PRESSURE TURBINE
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The high pressure compressor, also called N2, consists of a high
pressure compressor connected to a high pressure turbine.
HIGH PRESSURE
TURBINE
HIGH PRESSURE
COMPRESSOR
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The combustion chamber is equipped with two igniters,
called A and B.
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The accessory gear box is located at the bottom of the fan case and is
driven by the high pressure rotor.
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Each engine is equipped with a Full Authority Digital Engine Control
System (FADEC) which provides complete engine management.
Each FADEC has two identical and independent channels, A and B.
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The FADECs are powered by aircraft busses for 5 minutes after power-up, at which
time they “go to sleep.” During engine start, each FADEC becomes powered by a
dedicated alternator, located on the accessory gear case. Therefore, even in the event
of total power failure, the pilot still has full control over the engine.
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Each engine is equipped with reversers.
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controls
The engines are controlled by thrust levers
which are located on the Center pedestal.
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These two levers control the
reversers.
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The autothrust can be disconnected using the two
red buttons which are called instinctive disconnect
pushbuttons.
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The controls for engine starting and shut down
are located on the center pedestal just behind the
thrust levers.
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The engine master switch and the engine mode selector enable the
pilots to start the engines automatically or simply dry crank them.
Once the engines are running, the mode selector can also provide
continuous ignition.

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Each engine has a fire and fault light.
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On the overhead there is an additional panel
which is used in abnormal operation.
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Engine indications are shown
on the E/WD and on the ENGINE
system display page.

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The primary engine parameters are displayed on the
E/WD.
First are the EPR gauges.

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The green needle and the numerical value indicate the actual EPR.

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The blue arc is the EPR command arc; it delineates the transient difference between actual EPR and
command EPR (TLA or throttle lever angle). It is present only when the Auto Throttles are connected.
The white circle represents the predicted EPR; it will correspond to the thrust lever position (TLA).
The amber mark is the max EPR limit; it will correspond to the EPR allowable in the TOGA detent.

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The amber tick indicates the maximum allowable EGT :
- 635 C degrees during start sequence
- 610 C degrees after start
( Note: the amber tick is not displayed during take off.)
EGT is indicated in green by the pointer
and numerical value.
Both indicators pulse in two colors
-AMBER when EGT is greater than 610
degrees
- RED when EGT is greater than 635
degrees.

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The beginning of the red area is overtemp EGT.
When 635 C degrees is exceeded a red line appears at
the maximum reached value.

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The actual N1 is indicated in green by the pointer and numeric value.
Both indicators pulse in two colors:
- AMBER when N1 is greater than N1 rating limit
- RED when N1 exceeds 100%. The red line indicates the amount of
overspeed.

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The N2 gages consist of a white N2 identifier with the actual N2 speeds
shown numerically in green. Should an overspeed occur, the N2 value
will turn red, and a red plus sign will appear next to the number. Even if
the overspeed is corrected, the red plus will remain until maintenance
action is taken.

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On the right side of the E/WD, the thrust limit mode and
On the right side of the E/WD, the thrust limit mode
and EPR rating limit are displayed.

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Also, the fuel flow for each engine is displayed.

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On the ENGINE system page
secondary parameters are
displayed.
The first indication displayed is
fuel used. This value is frozen at
engine shut down and is reset to
zero at engine start.

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Next are engine oil quantity,
pressure, and temperature.
These indications are normally
green.
LIMITS
OIL QUANTITY LIMITS:
– cold (below 30 C): 10.5 qts
– hot (above 30 C): 17 qts
PLUS: .6 qt per hour estimated
flight time.

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Start Valve indications and
bleed pressure are displayed
during the start sequence when
the engine mode selector is in the
IGN/START position. They are also
displayed when the selector is in
the CRANK position.

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Ignition indications are
displayed in green.
When using the auto start
procedure, only 1 igniter is used,
alternating from A to B with
subsequent starts.
When using the manual start
procedure, both igniters are used.
Both igniters are automatically
applied when:
• takeoff thrust is applied
• engine anti-ice is turned on
• airborne, when flaps are not up
• engine surge, sub-idle, stall

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Vibration indications are
normally displayed in green.

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At 1500 Ft AGL, the ENGINE ECAM page is replaced by
the CRUISE page on the System Display.

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The cruise page displays:
- the fuel used for each engine
- the oil quantity for each engine and
- the vibration level for N1 and N2
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On the ground thrust control is entirely
conventional. The thrust lever position
determines the thrust.
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The thrust levers can be moved manually over
the entire quadrant.
They never move automatically.
TO/GA
MAX REV
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IDLE

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CLIMB
IDLE

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CLIMB
FLEX/MCT
IDLE

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CLIMB
FLEX/MCT
TO/GA
IDLE

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There are six detents on the quadrant :
- IDLE
- CL for Maximum Climb Thrust
- FLEX/MCT one detent serving two functions:
.FLEX is used for reduced thrust at take off
.MCT is used for single engine operations.
- TO/GA for Maximum Take Off or Go Around thrust
- IDLE REV for idle thrust when reverse selected
- MAX REV for Maximum reverse thrust
CLIMB
FLEX/MCT
TO/GA
MAX REV
IDLE
IDLE REV
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Thrust control can be achieved in two ways:
- manually, using the thrust levers, as in a
conventional aircraft,
- automatically, when the auto thrust is engaged.
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On ground, the thrust limit mode is TOGA or FLEX .
The selected mode is displayed in the upper right-
hand corner of the E/WD.
TOGA represents the maximum thrust available
from the engine for the actual outside air temperature
(OAT) of the day. The EPR rating limit, displayed
alongside the selected mode, indicates the related
EPR value.
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FLEX is used for a reduced thrust take off. To
achieve the thrust reduction an assumed temperature
(or FLEX) is used, for example 45 degrees Celsius.
The FLEX temperature is displayed beside the EPR
rating limit.
This means that the engines will perform as if the
take off was made at full power with the OAT at the
FLEX value.The result is that the actual take off thrust
is reduced, which helps to prolong engine life.
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We will demonstrate a FLEX take off since this is
what you will normally do. The first step is to move
the levers from idle to approximately 1.05 EPR.
Click on the thrust levers to apply the thrust.
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When 1.05 EPR is reached FLEX take off thrust is
applied on both engines by smoothly moving the thrust
levers to the FLEX detent.
Continue to apply takeoff power.
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When you reach the FLEX detent, PNF checks that
the indicated EPR is the same as the EPR limit.
The FADECs will maintain take off thrust and monitor
for over speeds and temperatures during the take off.
Note: TOGA thrust is always available by moving the
thrust levers to the TOGA detent.
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At the UAL thrust reduction/acceleration of 800 ft.
AGL, the thrust levers are moved to the CL detent to
select CLIMB thrust.
Select CLIMB thrust.
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During takeoff, the autothrottle system has been in
the ARMED mode only. As soon as the throttles are
placed in the CL detent, auto thrust is automatically
engaged. The thrust limit mode turns to CL, and the
EPR rating limit changes.
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At 1500 Ft above ground level the ECAM ENGINE
page is replaced by the ECAM CRUISE page on the
system display.
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The aircraft is leveling off. Watch the EPR indicators.
When the EPR value changes, an EPR command arc is
displayed in blue, from the current EPR to the new EPR
value. This arc is displayed only when auto thrust is
engaged.
When the new EPR value is reached, the command
arc disappears.
We’ll look at it more closely.
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During cruise, descent and approach phases, auto
thrust is normally active, so the thrust levers remain
in the CL detent.
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When auto thrust is connected, if both engines should be
at idle (descent), an IDLE indication appears above the EPR
gauges. It flashes for 10 seconds and then remains at
steady green.
Note that there is a difference between ground idle and
flight idle, with flight idle being higher.
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At around 30 ft on landing, the throttles must be
placed into the IDLE detent to disconnect the auto
thrust system. There is an audio call out to advise
the pilot.
Select the IDLE position.
RETARD…..RETARD…..
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After touch down, reverse should be immediately
selected to aid the deceleration of the aircraft.
Apply the reversers.
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On the EPR indicators, REV appears in amber
indicating that the reversers are unstowed and
unlocked.
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When the reversers are fully deployed, the REV
indication changes to green.
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As the aircraft speed approaches 80 kts, the
levers should be moved to idle.
Return the levers to idle.
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To provide for sufficient cool down, it is
recommended to leave the engines running for at
least 3 minutes after landing.
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LIST OF SUBJECTS
EXIT PROGRAM
RETURN TO PROGRAM
Throttle Architecture
Throttle Usage
Controls & Indicators
Limitations