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FUEL PUMP UNIT
Applicable to:
, ,
MSN
The HP compressor shaft drives the HP fuel pump assembly. Fuel flows through the LP pump, then
through the fuel/oil heat exchanger and the HP pump (gear pump).
The fuel then divides into a filtered flow for the servo fuel heater and the servo valves of the HMU,
and an unfiltered flow for the metering valve of the HMU.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
POWER PLANT
FUEL SYSTEM (CFM) - FUEL PUMP UNIT
Intentionally left blank
A318/A319/A320/A321 FLEET DSC-70-40-20 P 2/2
FCOM 19 AUG 10
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
POWER PLANT
FUEL SYSTEM (CFM) - SHUT-OFF VALVES
A318/A319/A320/A321 FLEET DSC-70-40-30 P 1/2
FCOM 19 AUG 10
SHUT-OFF VALVES
Applicable to:
, ,
MSN
Moving the ENG1 (ENG2) MASTER switch to OFF directly commands the closing of the LP and HP
fuel shut off valves for that engine's fuel system.
It also closes the fuel return valve and opens the bypass valve.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
POWER PLANT
FUEL SYSTEM (CFM) - SHUT-OFF VALVES
Intentionally left blank
A318/A319/A320/A321 FLEET DSC-70-40-30 P 2/2
FCOM 19 AUG 10
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
POWER PLANT
FUEL SYSTEM (CFM) - HYDROMECHANICAL UNIT
A318/A319/A320/A321 FLEET DSC-70-40-40 P 1/6
FCOM 19 AUG 10
GENERAL
Applicable to:
, ,
MSN
The FADEC controls the HMU, which :
controls fuel flow ‐ to the engine combustion chamber
‐ controls fuel hydraulic signals to actuators
‐ protects against overspeeding.
FUEL FLOW
Applicable to:
, ,
MSN
L3 The Fuel Metering Valve (FMV) transforms FADEC orders through a torque motor and servo valve
into fuel flow to the engine fuel nozzles.
The FMV resolver generates a feedback signal proportional to the FMV position.
The bypass valve maintains a constant pressure drop across the FMV to ensure that the metered
fuel flow is proportional to the FMV position.
L1 The FADEC computes the fuel flow that will maintain the target N1.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
POWER PLANT
FUEL SYSTEM (CFM) - HYDROMECHANICAL UNIT
A318/A319/A320/A321 FLEET DSC-70-40-40 P 2/6
FCOM 19 AUG 10
As the FADEC maintains this N1, it allows N2 to vary while remaining between N2 minimum and N2
maximum. The FADEC also controls the engine parameters to :
‐ Limit acceleration and deceleration ;
‐ Avoid engine stall or flameout ;
‐ Limit maximum N1 and N2 ;
‐ Maintain air bleed pressure requirement.
The FADEC computes an N2 correction according to the bleed configuration.
OVERSPEED GOVERNOR SYSTEM
Applicable to:
, ,
MSN
Independent of the FADEC, the overspeed governor limits the N2 by opening the fuel bypass valve,
in the event of a malfunction that could lead to an overspeed condition.
IDLE CONTROL
Applicable to:
, ,
MSN
The FADEC has the following three idle modes :
Modulated idle
‐ Is regulated according to :
• bleed system demand
‐ Is selected :
• In flight, when the flaps are retracted (FLAPS lever at zero position),
• On ground, provided reverse is not selected.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
AIRCRAFT SYSTEMS
POWER PLANT
FUEL SYSTEM (CFM) - HYDROMECHANICAL UNIT
A318/A319/A320/A321 FLEET DSC-70-40-40 P 3/6
FCOM 19 AUG 10
Approach idle :
Is regulated according to aircraft altitude, regardless ‐ of bleed system demand.
‐ Is selected in flight, when the flaps are extended (FLAPS lever not at zero position)
‐ Allows the engine to accelerate rapidly from idle to go-around thrust
Reverse idle :
‐ Is selected on ground, when the thrust lever is in REV IDLE position.
‐ Is slightly higher than forward idle thrust.
FUEL HYDRAULIC SIGNALS
Applicable to:
L3 Fuel hydraulic signals go to :
‐ Low Pressure Turbine Clearance Control (LPTCC) valves
(Refer to DSC-70-60 GENERAL)
‐ High Pressure Turbine Clearance Control (HPTCC) valves
(Refer to DSC-70-60 GENERAL)
‐ Rotor Active Clearance Control (RACC) system
(Refer to DSC-70-60 GENERAL)
‐ Variable Stator Vanes (VSV)
The VSV system positions the compressor variable vanes.
The FADEC maintains optimum compressor efficiency at a steady state and an adequate stall
margin for transient engine operation.
VSVs are fully closed during engine start and are fully open at high thrust.
　
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