A330 PW4100 Ops Review 2006

A330/PW4164/4168 OPERATIONS REVIEW
April 2006
This publication is compiled and issued by Flight Operations, Pratt & Whitney Customer Service, a division of United
Technologies Corporation, East Hartford, Connecticut, USA.
The information presented in this publication is intended for general engine familiarization purposes only.
This information shall not be considered in any way as replacing or superseding the information contained in the
appropriate maintenance, overhaul or Flight Crew Operating Manual manuals.
WARNINGS, CAUTIONS AND NOTES
The following definitions apply to WARNINGS, CAUTIONS, and NOTES found throughout these instructions.
WARNING: OPERATING PROCEDURES, TECHNIQUES, ETC. WHICH, IF NOT CAREFULLY FOLLOWED,
MAY RESULT IN PERSONAL INJURY OR LOSS OF LIFE.
CAUTION:
Operating procedures, techniques, etc. which, if not carefully followed, may result in damage
to the engine or equipment.
NOTE:
An operating procedure, technique, etc. which is considered "essential to emphasize."
For inquiries contact:
Manager Flight Operations

Pratt & Whitney
C/O Customer Help Desk
400 Main Street, M/S 131-20
East Hartford, Connecticut 06108
USA
Telephone: (860) 565-0140

Fax:
(860) 565-5442
FLIGHT OPERATIONS SUPPORT

A330 OPERATIONS REVIEW
PW4164 / 4168
PW4164/4168 A330 OPERATIONS REVIEW

DISCUSSION TOPICS
Section A -
General Information
Section B -
Electronic Engine Control
Section C -
Engine Operation
Section D -
Engine Related ECAM Messages
Section E -
Engine Systems
A5
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Section A
GENERAL INFORMATION
GENERAL PW4164/68 INFORMATION

BASIC ENGINE
The A330 is powered by growth versions of the PW4000 engine series, the PW4164 (rated at 64,000 lbs. takeoff thrust) and the
PW4168 engine (rated at 68,000 lbs.) The PW4164 & PW4168 are high bypass ratio commercial turbofan engines, utilizing two
spools with separate primary and fan duct exhaust systems. The engines feature a larger diameter fan stage (100 inches) and
an additional stage in both the low pressure compressor and low pressure turbine.
The low rotor (N1) consists of a single stage fan, five-stage low pressure compressor (LPC) and a five-stage low pressure
turbine (LPT) on a common shaft. The high rotor (N2) consists of eleven compressor stages driven by a two stage turbine. The
first four stages of the high pressure compressor (HPC) incorporate variable stators which are positioned automatically by the
FADEC.
The diffuser case covers that portion of the engine from the last stage of the high pressure compressor to the front flange of the
high pressure turbine (HPT) case. Fuel is delivered through external lines to 24 aerating fuel injectors. Two igniter plugs are
also located in this section. The number 3 rear bearing (roller type) for the high pressure rotor is supported from the inner wall
of the diffuser case.
The accessory gearbox is located beneath the front of the high compressor case of the engine and provides mount pads for
accessories required for airframe use. Special attention has been given to accessibility of external components and to
provisions for maintenance inspections.
PRIMARY ENGINE PARAMETER INSTRUMENTATION
The primary thrust setting parameter, engine pressure ratio (EPR), is a ratio of the turbine exhaust stream pressure (P4.95) to
the engine inlet total pressure (P2). EGT is the average temperature (C) of the exhaust gas total temperature probes (T4.95).
The EPR value and turbine exhaust gas temperature (EGT) are transmitted by the EEC to the ECAM display.
The EEC obtains the N1 speed signal from a magnetic pickup mounted in the intermediate case. A low compressor speed of
100 percent N1 is equivalent to 3,600 revolutions per minute (RPM).
The FADEC Permanent Magnet Alternator (PMA), mounted on the main gearbox, supplies power and the N2 speed signal to the
EEC A and B channels. A buffered speed signal from the EEC is provided for airplane system use, but is not currently used. An
N2 speed of 5% or greater is required to ensure that adequate electrical power is available from the PMA to the EEC. A high
compressor speed of 100 percent N2 is equivalent to 10,450 RPM.
Fuel flow is measured by an airframer installed mass flowmeter, processed by the FADEC.
A8
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PW4164/4168 GENERAL INFORMATION

ENGINE CONFIGURATION
A9
PW4164/4168 GENERAL INFORMATION

ENGINE BEARING CONFIGURATION
A10
Section B
ELECTRONIC ENGINE CONTROL
FULL AUTHORITY DIGITAL ELECTRONIC CONTROL

The PW4000 Full Authority Digital Electronic Control (FADEC) system provides a full range of control of engine fuel
flow, automatic engine starting, compressor stator vane angle, low and high pressure stability compressor bleeds,
turbine case cooling, air-cooled oil cooler, fuel-cooled oil cooler, integrated drive generator (IDG) cooler, nacelle antiice and the thrust reverser. The Electronic Engine Control (EEC) is the command & control center of the FADEC
system.
The FADEC system on the PW4000 engine simplifies cockpit procedures by automatically controlling the engine
thrust rating and idle thrust setting. Regulation of fuel and oil temperatures by the EEC provides protection against
the icing of the fuel and the temperature limiting of fuel, engine oil and IDG oil.
The FADEC system is fully redundant. It is a dual channel system designed with each channel being capable of
controlling the engine. This system configuration and the redundancy management of the EEC software results in
an operational reliability, in terms of in-flight shutdown rate, which is equal to or better than hydromechanical
systems. Therefore, a backup hydromechanical control is not required.
In addition to redline limiting, if the high or low rotor speed exceeds the overspeed limit of 106% N1 or N2, the EEC
will command a separate overspeed cutback solenoid in the fuel metering unit (FMU) to reduce engine fuel flow to a
predetermined min-flow value. The engine will then operate in an idle or sub-idle condition and flameout is probable
at lower altitudes.
The FADEC system also provides engine surge protection. In the event of a surge, the EEC will command open the
2.5 bleed, the 9th stage (2.95) HPC stability bleed, activate continuous ignition on both igniters and reset the variable
stator vanes to recover from the surge condition. When the surge detection signal clears, both bleeds and the
variable stators are returned to their normal positions and continuous ignition is turned off after a timer expires.
If the EEC senses 2 consecutive surges within a 10 second period, foreign object damage (FOD) is assumed to have
occurred and the 2.5 bleed is held partially open. Assuming no other damage, this will result in normal engine
parameters except for an elevated EGT (typically 30C). The 2.5 bleed-open FOD command can only be removed by
reducing the thrust lever to idle and then resetting the desired thrust level. This action will re-establish normal 2.5
bleed operation and restore EGT to normal.
B 12
PW4164/4168 EEC
GENERAL INFORMATION
iMOUNTED
ON FAN CASE AT 7:00 POSITION
iFULL
RANGE OF CONTROL
- ENGINE OPERATION
- ENGINE SYSTEMS
iDUAL
CHANNEL REDUNDANCY
iN1
AND N2 REDLINE LIMIT PROTECTION
iN1
AND N2 OVERSPEED PROTECTION
iSURGE
iFOD
PROTECTION
LOGIC
B 13
PW 4164/68 EEC
THRUST MANAGEMENT
The thrust management system for the PW4000 is provided in the EEC, which establishes engine thrust
setting through direct closed loop control of EPR, the prime thrust setting parameter. The primary control
mode is defined as that which utilizes EPR to control the thrust automatically.
Engine control features and aircraft systems are integrated to provide operation in either the minimum idle,
approach idle, or reverse idle modes automatically. Minimum idle RPM is selected in flight, when the flaps
are retracted and the landing gear is up. This power setting minimizes landing distance and brake wear
during taxi and ground operation and minimizes fuel consumption during descent. It is governed by
requirements for High Pressure Compressor stability and minimum IDGS speed.
Approach idle is selected in flight, when the flaps are extended to FLAP 3 or FULL or when the landing gear
is down. Approach idle power is higher than Minimum idle and enables rapid acceleration from idle to go
around thrust. It remains selected for ten seconds after the aircraft Thrust Control Computer indicates
weight on wheels upon aircraft touchdown, after which time minimum idle is selected. Reverse idle is
selected on the ground when reverse thrust is selected.
Command EPR, that EPR which results from either the autothrust system or by manually setting the thrust
lever position, is calculated in the EEC as a function of the thrust level selected in the MCDU, thrust lever
angle (TLA), altitude, Mach number (Mn), ambient temperature (Tamb) and service bleed requirements.
B 14
PW4164/4168 EEC
THRUST MANAGEMENT
PRIMARY CONTROL MODE IS EPR
ALTERNATE CONTROL MODE IS N1
MIN IDLE
- USED FOR MOST OF THE FLIGHT REGIME AND ON THE GROUND
- BASED ON NUMEROUS SCHEDULES INCLUDING BLEED LOADS
APPROACH IDLE
- IMPROVES ACCELERATION TO GO-AROUND THRUST
- BASED ON CORRECTED N2 SPEED AND ALTITUDE
REVERSE IDLE
- IMPROVES ACCELERATION TO REVERSE THRUST
- ONLY ACTIVE DURING REVERSE OPERATION AFTER LANDING
B 15
PW4164/68 EEC
ALTERNATE CONTROL MODE

The alternate control mode is a rated N1 mode which utilizes N1 to control the thrust automatically. It is a
dispatchable mode but autothrust is not available when operating in this mode. The rated N1 mode can also
be manually selected by actuating the N1 control mode selector push-button switch (one per engine) that is
located on the overhead panel. Normally both engines will be in either the EPR or N1 control mode.
If any of the required resources (P2, P4.9, Tamb and altitude) are not available to operate in the EPR mode, the
EEC will automatically revert to the alternate control mode. The EEC is designed to permit engine operation
using N1 as an alternate thrust setting parameter.
If either of the required resources (T2 and altitude) are not available to operate in the rated N1 mode, the EEC
will automatically revert to the non-rated N1 thrust setting. Transition to the non-rated N1 mode during takeoff
will also provide thrust approximately equivalent to that achieved in the primary mode up to 2500 feet above
the runway. The non-rated N1 thrust setting requires the thrust to be set manually to an N1 speed. The engine
is controlled to the N1 setting. An overboost can occur in the non-rated N1 thrust setting at the full forward
thrust lever position. Use of non-rated N1 thrust setting overboost above normal rated thrust is not
recommended and will result in reduced engine life. It is a non-dispatchable mode and autothrust is not
available when operating in this mode.
B 16
PW 4164/4168 EEC
ALTERNATE CONTROL MODE
RATED N1 MODE
- AUTOMATICALLY WITH LOSS OF P2 OR P4.95
- MANUALLY WITH SELECTOR SWITCH
- OVERBOOST PROTECTION
- AUTOTHRUST NOT AVAILABLE
NON-RATED N1 MODE
- AUTOMATICALLY WITH LOSS OF Tamb OR ALTITUDE
- NO OVERBOOST PROTECTION
- THRUST LEVER STAGGER WILL EXIST
TAKEOFF THRUST PROTECTED
REDLINE/OVERSPEED PROTECTION
B 17
PW4164/68 EEC
IN-FLIGHT REVERSION TO ALTERNATE (N1) CONTROL MODE
Automatic reversion to the rated N1 alternate control mode is recognized by the Engine N1 Mode pushbutton switch ON light illuminating blue and an amber ENG 1(2) EPR MODE FAULT ECAM message.
Additionally, if the EEC reverts to the non-rated N1 mode, the messages N1 DEGRADED MODE and DO
NOT EXCEED N1 LIMIT will also appear. Should an automatic reversion occur, if the FADEC determines
that EPR mode is recoverable, the ECAM fault message will be recalled. It is recommended that
re-selection of the primary control mode (EPR) be attempted through the Engine N1 Mode selector
switch. This is accomplished by reducing thrust on the affected engine and pressing the Engine N1
Mode selector switch twice. The initial pressing will complete the selection of the alternate control mode.
CAUTION: Prior to manual selection of the alternate control mode, engine thrust should be reduced to
1.1 EPR (70% N1) or less. A substantial overboost can occur if the alternate control mode is selected at a
high thrust level.
Pressing the Engine N1 Mode selector switch a second time will attempt to re-select the primary control
mode (EPR). If the blue ON light extinguishes, a successful re-selection of the primary control mode has
been accomplished.
If EPR re-selection is not successful or exercised, it is recommended that both engines be placed in the
alternate N1 control mode for the remainder of the flight to minimize thrust lever stagger. However, only
the rated N1 mode can be manually selected. If an engine is automatically reverted to the unrated mode,
and the other engine is manually reverted to the rated N1 mode, there will be a thrust difference at the
same thrust lever position. To equalize thrust between engines, adjust the thrust lever of the engine
automatically reverted to unrated N1 mode to match N1 with the N1 of the engine manually reverted to
rated N1 mode.
During automatic reversion, the FADEC applies a thrust bias to hold thrust constant . This is to minimize
the affect of the reversion on aircraft control during critical phases of flight. In the rated N1 mode,
pressing the N1 mode selector switch will eliminate the bias. In the unrated N1 mode, the switch will not
affect the bias. In either rated or unrated N1 modes, the bias is gradually eliminated with throttle
movement.
B 18
PW4164/4168 EEC
IN-FLIGHT REVERSION TO ALTERNATE CONTROL MODE
AUTOMATIC REVERSION BY EEC
- UNABLE TO CONTROL IN EPR MODE
ATTEMPT RE-SELECTION OF EPR MODE
- REDUCE THRUST TO 1.1 EPR (70% N1)
- PRESS MODE SELECTOR SWITCH TWICE
IF NOT SUCCESSFUL, PLACE BOTH IN N1 MODE
- REDUCE THRUST TO 1.1 EPR (70% N1)
- PRESS MODE SELECTOR SWITCH
THRUST REDUCTION PREVENTS OVERBOOST
B 19
Section C
ENGINE OPERATION
PW4164/4168 ENGINE OPERATION

ENGINE LIMIT EXCEEDANCE
Whenever the operating limits shown in Section 4 are exceeded, the crew should retard the throttle and take whatever
additional action is necessary, flight conditions permitting, to return operation within limits. ECAM will display an ENG
N1, N2 or EGT OVERLIMIT message if any redlines are exceeded. Engine operation can continue after operating limits
have been restored providing the incident has not resulted in any evident damage. If any of these engine parameters
cannot be restored within limits, the engine should be shut down, flight conditions permitting. All such incidents should
be recorded stating the maximum values observed and the length of time above limits, or (in the case of low oil pressure)
below the limit. This information is essential for effective corrective action by maintenance personnel.
Whenever an engine EGT overtemperature is experienced during ground operation, the engine should be shut down
immediately and motored for 30 seconds to cool.
For the engine-out contingency and with authorization by the airplane Flight Manual, the application of takeoff thrust can
be extended to ten minutes provided the following conditions are observed:
a. Use of the extended time period for training flights is excluded.
b. Use of the ten minute takeoff period will not alter the maximum gross weight of the airplane (Limitations
Section I of the FAA approved Airplane Flight Manual) certified under current Federal Aviation Regulations
(FAR) with the current engine rating structure.
c. The engine will be operated and maintained in accordance with instructions and limits authorized or
issued by P&W and current at the time.
C 22
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ENGINE OPERATING LIMITS
TAKEOFF EGT LIMIT
620C
MAXIMUM CONT EGT LIMIT
600C
GROUND START EGT LIMIT
535C*
IN-FLIGHT START EGT LIMIT
620C
N1 LIMIT
100%
N2 LIMIT
100%
MINIMUM OIL PRESSURE
70 PSI
MINIMUM OIL TEMPERATURE
50C
MAXIMUM OIL TEMPERATURE
177C**
*If 535 C exceeded, record max EGT and duration for maintenance action
**163C TO 177C FOR 20 MINUTES
C 23
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AUTOMATIC START
1. ENG MODE sel -- IGN START
a. ENG page is displayed on ECAM lower display
(1) Check starter air supply pressure is available
2. MASTER sw (for engine to be started) -- ON
NOTE: Do not set MASTER sw to ON before all amber crosses and messages
have disappeared on engine parameters (upper ECAM display).
a. N2 Increases
(1) Check corresponding start valve in line on ECAM lower display
NOTE: If the start valve fails to open, the valve can be manually opened and the
autostart procedure can continue.
(2) Check bleed pressure indication green on ECAM lower display
b. Oil Pressure increases
c. At 20% N2 on a cold engine (approximately 24-25% N2 for a warm/hot engine):
(1) Active igniter (A or B) displayed on ECAM lower display
NOTE: Activation speed varies with engine temperature, ambient temperature and starter
supply pressure.
(2) Fuel Flow increases
NOTE: The normal initial starting fuel flow for the PW4000 series engine is approximately 500600 pounds per hour (PPH) or 225-275 kilograms per hour (KPH) at all field elevations. Once
normal idle is achieved, a fuel flow in the range of 1000 to 1600 PPH is acceptable.
d. Within 20 seconds of fuel flow increase:
(1) EGT increases on ECAM upper display
(2) N1 increases prior to 35% N2 on ECAM upper display
e. Between 43 and 48% N2:
(1) Start valve cross line indicates valve closed on ECAM lower display
(2) Active igniter indication off on ECAM lower display
If second engine is to be started:
3. MASTER sw (for engine to be started) -- ON
(1) Repeat above procedures for second engine
4. ENG MODE sel -- NORM (after both engines started)
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C 24
AUTOMATIC STARTING SEQUENCE

INITIAL CONFIGURATION CONTROLS
(ENGINE NOT RUNNING)
NOTE: ENG MAN START PUSHBUTTON
SWITCH OFF
MODE SELECT SWITCH MOVED TO
IGN/START: ECAM ENG PAGE DISPLAYED,
APU SPEED (IF USED) INCREASES, PACK
VALVES CLOSE
ENGINE MASTER SWITCH MOVED TO ON:

START VALVE OPENS, IGNITION STARTS
(WHEN N2>20%), ON GROUND - USING
IGNITION SYSTEMS A OR B, IN-FLIGHT USING IGNITION SYSTEMS A AND B
HP FUEL SOV OPEN
BETWEEN 43 AND 48% N2: START VALVE
CLOSES, APU SPEED (IF USED) RETURNS
TO NORMAL, PACK VALVES REOPEN IF THE
OTHER ENGINE NOT START WITHIN 30 SEC.,
IGNITER OFF IF ON GROUND
MODE SELECT SWITCH MOVED TO NORM
AFTER BOTH ENGINES ARE RUNNING AT
IDLE
C 25

MANUAL START
1. THR LEVERS -- IDLE
CAUTION: The engine will start regardless of thrust lever position and thrust will rapidly
increase to that demanded by the TLA causing a hazardous situation if idle is not selected.
2. ENG START sel -- NORM THEN IGN START
(1) ENG page is displayed on ECAM lower display
(2) Check starter air supply pressure is available
3. ENG MAN START -- ON
NOTE: Do not set MAN START pb to ON before all amber crosses have
disappeared on engine parameters (upper ECAM display)
a. N2 increases
(1) Check corresponding start valve in line on ECAM lower display
NOTE: If the start valve fails to open, the valve can be manually
opened and the manual start procedure can continue.
b. Oil pressure increases
4. MASTER sw -- ON at maximum motoring speed
NOTE: Maximum motoring speed (MMS) has been reached when there is no
significant increase in N2. Do not attempt start unless maximum motoring speed is at least 15% N2.
Observe: Indication of igniters A and B on ECAM lower display
C 26
MANUAL STARTING SEQUENCE

INITIAL CONFIGURATION OF CONTROLS
IGN/START: ENG MAN START
PUSHBUTTON SWITCH - OFF, ECAM ENG
PAGE DISPLAYED, APU SPEED (IF USED)
INCREASES, PACK VALVES CLOSE
ENG MAN START PUSHBUTTON SWITCH
ON: START VALVE OPENS
ENGINE MASTER SWITCH MOVED TO

ON AT MAXIMUM MOTORING SPEED
(NOT LESS THAN 15% N2)
C 27

MANUAL START Cont
b. Fuel Flow increases
NOTE: The normal initial starting fuel flow for the PW4000 series engine is approximately 500-600
pounds per hour (PPH) or 225-275 kilograms per hour (KPH) at all field elevations. Once
normal idle is achieved, a fuel flow in the range of 1000 to 1600 PPH is acceptable.
CAUTION: Stabilized fuel flow indications in excess of 1200 PPH (600 KPH) within a
few seconds after turning fuel on may indicate an impending hot start or a fuel system
problem. Starting fuel flows above this range are cause to abort the start and request
maintenance action.
c. EGT increases on ECAM upper display within 20 seconds of fuel flow increase
d. N1 increases prior to 35% N2
NOTE: Check EGT for normal temperature rise and N1 and N2 for normal
acceleration. Continue to monitor until EGT peaks, decreases and stabilizes at idle.
e. Between 43 and 48% N2:
(1) Start valve cross line indicates valve closed on lower ECAM display
(2) Igniter indication off on ECAM lower display
4.
ENG MAN START -- OFF
5.
ENG START sel -- NORM (after both engines started)

C 28
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MANUAL STARTING SEQUENCE

(CONTD)
ENG MAN START PUSHBUTTON

SWITCH TO OFF: BOTH IGNITERS
ON, HP FUEL SOV OPEN, BETWEEN
43 AND 48% N2 - START VALVE
CLOSES AND IGNITION STOPS (IF ON
GROUND), APU SPEED (IF USED)
RETURNS TO NORMAL

NORM WHEN N2>58%: PACK
VALVES REOPEN WITHIN 30 SEC.,
ECAM ENG PAGE DISAPPEARS
C 29

ABNORMAL STARTING
The start should be aborted if a component or procedural failure message is indicated on ECAM, or if there is any
indication of an abnormal start.
An autostart can be manually aborted at any point by switching the Master Lever OFF. In the autostart mode, the
automatic start abort feature is active only on the ground and when N2 is less than 55%. When N2 is greater than
55%, pilot action is required to abort the start. The EEC does not have the authority to abort the start sequence
during air starts.
To abort the start during an autostart (above 55% N2) or anytime during a manual start:
MAN START pb - Check OFF
ENG MASTER - OFF
This will automatically close the fuel metering valve and the starter air valve and turn off
both igniters.
For manually aborted starts an engine dry crank must be performed for 30 seconds to clear out
trapped fuel and to provide cooling. The starter air valve will reopen automatically
when N2 falls below 15%.
Perform dry crank as follows:
ENG START SEL - CRANK
MAN START - ON
The EEC will prevent starter re-engagement above the starter re-engagement speed and protects against crash reengagement of the starter by delaying re-engagement until starter rotational speed is synchronized with engine N2
speed. Starter re-engagement speed is 35.3%N2 (3686 RPM) provided that the starter speed signal is available to the
EEC. If starter speed is unavailable, the re-engagement speed is 10.5% N2 (1100 RPM) on the ground and 20%N2
C 30
(2100 RPM) in the air. If N2 is unavailable, the EEC will synthesize N2 from N1.

ABNORMAL STARTING
AUTOSTART
- AUTO ABORT FEATURE ACTIVE UNTIL N2=55%
- PILOT ACTION REQUIRED TO ABORT ABOVE 55%N2 AND IN-FLIGHT
- MANUALLY ABORT ANYTIME BY PLACING MASTER LEVER OFF
MANUAL START
- PILOT ACTION REQUIRED TO ABORT START
- MANUAL START PUSHBUTTON SWITCH OFF
- MASTER LEVER OFF
FOR MANUALLY ABORTED STARTS
- DRY CRANK FOR 30 SECONDS
- MODE SELECTOR CRANK
- MANUAL START PUSHBUTTON ON
EEC PROTECTS AGAINST CRASH RE-ENGAGEMENT
C 31

ABNORMAL STARTING (Cont)
The following cautions apply to all start attempts, except as modified in the IN-FLIGHT START section:
CAUTIONS:
a. Monitor both N2 and EGT indications closely during the start for any abnormal indications.
Sluggish N2 acceleration is an indication of a hung start. When accompanied by rapidly increasing
EGT, it is an indication of an impending hot start. During autostarts, when N2 is less than 55%, the
EEC automatically aborts the start on abnormal start detection, in addition to providing fault
indication. When N2 is greater than 55%, if these indications are observed, abort the start
immediately.
b. Should EGT exceed the starting temperature limit, the engine should be shut down immediately.
The duration of overtemperature in seconds and the peak temperature reached should be recorded.
c. The start attempt should be aborted if:
(1) An indication of N1 rotation is not obtained prior to 35% N2.
(2) The engine requires more than 120 seconds to accelerate from fuel-on to idle N2.
(3) An increase in EGT is not obtained within 20 seconds after fuel-on.
(4) Fuel or ignition is inadvertently interrupted.
RESTART
The manual start push button switch must be selected OFF before a second attempt can be made following an
aborted manual start attempt or an engine shutdown. If starter engagement is interrupted during a manual start,
the pilot has the ability to re-engage the starter below the starter cut-out speed. However, during both manual and
autostarts, the EEC will prevent starter re-engagement above the starter re-engagement speed and protects
against crash re-engagement of the starter by delaying re-engagement until starter rotational speed is
synchronized with engine N2 speed. Repeat STARTING procedure for subsequent starting attempts. After three
aborted start attempts, the starter should be cooled for 30 minutes. NOTE: One autostart procedure can
C 32
involve two start attempts

ABNORMAL STARTING / RESTART
PILOT MUST MONITOR OIL PRESSURE DURING START
AUTOSTART
MANUALLY ABORT IF NO OIL PRESSURE AFTER INITIAL
EGT RISE
SYSTEM WILL AUTOMATICALLY ABORT FOR OTHER
MALFUNCTIONS
MANUAL START
ABORT IF NO OIL PRESSURE PRIOR TO MASTER LEVEL
ON
PILOT RESPONSIBLE FOR ALL ABORTS
REPEAT STARTING PROCEDURES FOR RESTART
C 33

ENGINE WARM-UP
No minimum warm-up time is required following an engine shutdown of 2 hours or less.
NOTE: If the engine is restarted after having been shutdown for approximately one hour, a very definite low frequency
vibration may be felt throughout the airplane. This will subside after approximately 5 minutes or with engine
acceleration. A bowed rotor may cause this vibration. To prevent bowed rotor, refer to Engine Shutdown section.
In order to minimize any adverse thermal stress, it is desirable that engines started after a shutdown period of greater
than 2 hours be warmed up at thrust settings normally used for taxi operation for up to 5 minutes. It is not, however,
necessary to delay the takeoff to warm-up the engine, but when it is anticipated that the taxi time will be less than 5
minutes it is recommended that engines which have been shut down for more than 2 hours be started at the gate.
If there is a high pressure differential across the oil filter when oil temperature is below 35C, the EEC will inhibit the
OIL FILT CLOG message. When oil temperature is above 35C at idle, an OIL FILT CLOG message indicates the
presence of contaminants and the filter should be serviced immediately.
The engine must be warmed up until the oil temperature is at or above 50C prior to takeoff. This will ensure that there
is adequate heat available to prevent fuel icing under takeoff conditions.
C 34
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PW 4164/4168 ENGINE OPERATION

WARM-UP
No warm-up for shutdown of up to 2 hours
Vibration may be felt after shutdown of approximately 1 hour
5 minute warm-up beyond 2 hour shutdown
Minimum oil temperature for takeoff is 50C

ECAM reminder ENG X OIL LO TEMP
ECAM message ENG X OIL FILTER CLOG

Inhibited below oil temperature of 35C
Indicates contaminants and requires maintenance action
C 35
mlb 4/6/06

USE OF ANTI-ICING SYSTEM
The inlet cowl anti-icing system should be used during all engine operation, including ground operation and takeoff,
whenever icing conditions exist or are anticipated as defined by the Airplane Flight Manual.
Erratic EPR indications, abnormal EPR relative to N1 and erratic or abnormal vibration may be indication of engine icing.
GROUND OPERATIONS DURING ICING CONDITIONS
Whenever engine air inlet icing conditions exist as defined by the airplane FM, inlet cowl anti-icing heat should be
employed during ground operations.
During ground operation when engine anti-ice is required and OAT is +3C or less, periodic engine run-ups should be
performed to shed ice from the spinner, fan blades and low pressure compressor stators. Run-ups must be to a minimum
of 50% N1. There is no requirement to maintain the high N1. Run-ups should be performed at intervals no greater than 15
minutes, and are equally important during taxi-out , ground holding, and taxi-in. The first run-up during taxi-out should be
done as soon as practical, but not more than 15 minutes after engine start.
Check for normal engine parameter indications prior to takeoff if taxiing in severe icing conditions has occurred.
AIRPLANE DEICING
The procedure of deicing an airplane with the engines running, using an airframer approved solution, is acceptable
provided the following precautions are observed:
1. Prior to engine start, deposits of ice and snow should be removed from engine nacelles.
2. Engine should be operated at idle during spraying, with inlet cowl anti-ice on and all airplane service bleeds turned off.
Do not spray deicing fluid into the engine inlet with engines operating. This is to prevent the
possibility of the passage of noxious fumes into the airplane. Deicing fluid can:
- Leave a residue on compressor airfoils which reduces compressor efficiency
- Cause bleed valves to stick
- Clog probes resulting in incorrect readings
- Result in the passage of noxious fumes into the airplane
TAKEOFF IN ICING CONDITIONS
All takeoffs, when anti-ice is required, must be preceded by a static run-up to a minimum of 50% N1 with
observation of all primary engine parameters to ensure normal operation.
CAUTION:
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C 36

OPERATION IN ICING CONDITIONS
Engine anti-ice ON
Ground Operations
Run-up to minimum of 50% N1
15 minute intervals
In-flight Operations
FADEC will maintain sufficient N1 for anti-icing
CAUTION: Do not spray deicing fluid into the engine inlet
with engines running.
C 37
mlb 4/3/06

IN-FLIGHT OPERATIONS DURING ICING CONDITIONS
When the engine anti-icing system is used during takeoff, no thrust penalty is imposed at ambient air temperatures of
10C (50F) or below. The system should not normally be used for takeoff at ambient temperatures above 10C (50F). If
a nacelle anti-ice valve is inoperative in the open position, an appropriate EPR penalty must be applied.
When the engine anti-icing system is used in flight, an EPR correction must be applied to the Maximum Continuous,
Maximum Climb and Maximum Cruise thrust ratings. These corrections are applied automatically by the EEC. During inflight use, the EEC will automatically limit N1 to no lower than 20% (736 RPM).
If inlet ice is suspected to have formed prior to turning on the anti-ice system, for example, as evidenced by engine
vibration, the thrust levers should be retarded individually to Idle, the ignition turned on and anti-icing heat applied
before reestablishing normal thrust. Reducing the RPM will minimize the danger of internal damage to the engine as ice
which has already formed breaks loose and is ingested.
C 38
mlb 4/4/06

IN-FLIGHT OPERATIONS DURING ICING CONDITIONS
Takeoff at temperatures of 50F and below

No thrust penalty
Should not be used for takeoff above 50F
EPR correction required inflight for:
Max Continuous, Max Climb, Max Cruise
Applied automatically by EEC
Reduce thrust to idle when turning on anti-ice after buildup
Minimizes the danger of internal damage as ice is
ingested
C 39
mlb 4/4/06

TAKEOFF
The rolling takeoff thrust setting technique is recommended.
1.
2.
3.
4.
NOTE:
Air Bleed Systems -- As required

NOTE: Turn off all systems operated by compressor air bleed for which an appropriate performance
correction has not been applied.
Appropriate Fuel Boost Pump Switches -- Check ON
Mode Selector -- NORM
NOTE: Refer to USE OF IGNITION SYSTEMS in this section.
Thrust Levers -- TOGA or FLX
Advance the thrust levers to an intermediate setting of approximately 1.1 EPR (or 60% N1 if in the alternate
control mode) to allow the engines to achieve symmetrical spool up. The thrust levers should then be
advanced promptly and smoothly to the maximum takeoff (TOGA) or FLX position in the EPR mode or
the TOGA position in the rated N1 mode.
Aircraft speed is needed to minimize the effect of high crosswinds or tailwinds on engine stability.
In case of tailwind, or if the crosswind component is greater than 20 knots, set EPR to about 1.1 on both
engines, then rapidly increase thrust to about 1.3 EPR then progressively advance the thrust levers to the
TOGA or FLX position in the EPR mode or the TOGA position in the rated N1 mode by 40 knots ground
speed.
5.
6.
Takeoff thrust setting -- Check. Thrust should be achieved by 80 knots

Normal Engine Operation -- Check
NOTES:
a. Monitor primary engine indications for normal engine operation.

b. If EGT exceeds redline during takeoff and occurs when:
(1) Setting takeoff thrust ( IAS less than 80 knots ) - Reject takeoff.
(2) After setting takeoff thrust ( IAS greater than 80 knots ) - Do not adjust throttles
until reaching safe altitude and airspeed. Then adjust throttles to reduce EGT within limits.
C 40
mlb 4/6/06

TAKEOFF
THE ROLLING TAKEOFF IS RECOMMENDED
NORMAL TAKEOFF
- EEC CONTROLLING IN EPR MODE
- AUTOTHRUST ON
- PAUSE AT 1.1 EPR
- ADVANCE TO TO/GA OR FLX/MCT DETENT
ALTERNATE TAKEOFF
- EEC CONTROLLING IN RATED N1 MODE
- AUTOTHRUST OFF
- PAUSE AT 60% N1
- ADVANCE TO TO/GA DETENT
EMERGENCY OVERBOOST
C 41

EMERGENCY OVERBOOST
In an emergency situation, where ground contact is imminent, the engines may be operated with the thrust levers in the
full forward position, regardless of mode of operation.
FLEXIBLE / DERATED TAKEOFF THRUST
The use of flexible (FLX) or derated takeoff thrust, when aircraft performance requirements permit, is a recognized means
of improved engine hot section life.
FLX mode is selected by setting, on the Multipurpose Control Display Unit (MCDU) an assumed temperature which is
greater than the actual ambient temperature. Takeoff is performed by manually setting the thrust levers to the flexible
takeoff/maximum continuous (FLX/MCT) thrust position.
The lowest flexible takeoff thrust is limited to 75% of the takeoff rated thrust. In the flexible takeoff mode, the maximum
takeoff rating can be achieved by manually setting the thrust levers to the maximum takeoff/go-around (TO/GA) position
(full forward).
To obtain MCT while in the FLX or derated takeoff mode in-flight, the thrust lever must be moved to the TO/GA or
maximum climb (CL) thrust position and then reset back to the FLX/MCT position.
Derated takeoff is selected using the MCDU. Six derated takeoff levels are provided, in 4% increments between 0 and
24%. FLX mode cannot be used with derated takeoff. Derate takeoff will override the FLX temperature. Derated takeoff
is performed by manually setting the thrust levers to the flexible takeoff/maximum continuous (FLX/MCT) thrust
position.
CLIMB
The EEC will maintain the climb rating with the thrust lever in the MCL position when operating in the EPR or rated N1
modes. Additionally it will maintain the derated climb rating, if selected (EPR mode only). If operating in the non-rated
N1 thrust setting, the thrust settings should be monitored by the crew throughout the climb and thrust levers
reset, as necessary, to ensure that the climb rating is not exceeded. Operation of derated climb is independent
C 42
of whether FLX or derated takeoff is selected.

FLEXIBLE / DERATED TAKEOFF THRUST
RECOGNIZED MEANS OF EXTENDING ENGINE LIFE
- REDUCES TURBINE TEMPERATURES
- INCREASED PART LIVES
- LOWER MAINTENANCE COSTS
FLEXIBLE TAKEOFF MODE (FLX)
- UTILIZES AN ASSUMED TEMPERATURE
- LIMITED TO NO LESS THAN 75% OF FULL RATED TAKEOFF THRUST
DERATED TAKEOFF THRUST
- 6 LEVELS OF DERATE
- 4% INCREMENTS (0 TO 24%)
CLIMB THRUST
- EEC MAINTAINS RATING IN EPR OR RATED N1 MODES
- PILOT MUST MONITOR THRUST IN NON-RATED N1 MODE
- CLIMB DERATE
C 43

LANDING/REVERSE THRUST
1. Thrust Levers IDLE
a. No REV ECAM indication (upper display)
2. Thrust Levers REV thrust as required
a. REV amber ECAM display indicates reverser unlocked or unstowed and in transition toward the
deployed position.
b. REV green ECAM display indicates reverser is fully deployed.
NOTE: Do not exceed engine operating limits certified for takeoff thrust.
3. Thrust Levers At 70 knots move the thrust levers in a gradual and smooth movement to REV
IDLE. Stow by taxi speed after the engines have decelerated to reverse idle and before leaving the
runway.
a. REV amber ECAM display indicates the reverser in transition from the fully deployed position.
b. REV ECAM display extinguished when the reverser is stowed.
CAUTION:
The potential for incurring engine damage from the ingestion of runway debris is directly
related to runway conditions. Therefore, while landings on wet, icy or short runways
may require high levels of reverse thrust, judgment should be exercised, where possible,
in an effort to moderate the use of reverse thrust commensurate with runway conditions.
Reverse thrust should not be used to control ground speed while taxiing, except in an
emergency.
C 44
PW 4164/4168 ENGINE OPERATION

LANDING/REVERSE THRUST
During reverse the EEC controls engine in N1 mode

At 70 KIAS
Reduce to reverse idle
Stow reversers when taxi speed is reached and before
leaving runway
Reverse thrust most effective at high aircraft speed
Moderate reverse thrust levels when conditions permit
High thrust levels at low aircraft speeds cause:
FOD
Engine surge
C 45
SHUTDOWN
It is suggested that the engine be operated at or near idle for a 5 minute cooling period after landing to minimize
the potential for a bowed rotor. The 5 minute cooling period will also minimize the potential for oil coking in the
main engine bearing compartments. If, in the interest of fuel conservation, it is desired to shut down one engine
during taxi-in, it is suggested that the engine be operated at or near idle for up to a 5 minute cooling period before
shutdown.
A cooling period of less than 90 seconds may increase the potential for oil coking in the main bearing
compartment components. A cooling period between 90 seconds and five minutes may be utilized at the airline's
discretion, based on its experience.
If the airplane arrives at the gate in less than 5 minutes, while there is no requirement to continue cooling until 5
minutes has elapsed, the airline should be aware of the relationship between potential oil coke formation and
cooldown time.
After observing the cool-down recommendations stated above, the following sequence should be followed to shut
down the engine:
1.
Thrust Lever - IDLE
2.
Master Lever -OFF

CAUTION: Ascertain that an immediate engine shutdown occurs as evidenced by indication of fuel
flow decrease to zero. Continued engine operation after placing the master lever OFF indicates a
malfunction. Maintenance action is mandatory before the next engine start.
C 46
mlb 4/3/06

COOLDOWN / SHUTDOWN
5 MINUTE COOLING PERIOD RECOMMENDED
- MINIMIZES POTENTIAL FOR BOWED ROTOR
- MINIMIZES PETENTIAL FOR OIL COKING
COOLING PERIOD LESS THAN 90 SECONDS
CAN INCREASE POTENTIAL FOR OIL COKING
COOLING PERIOD BETWEEN 90 SECONDS AND 5 MINUTES
CAN BE UTILIZED AT AIRLINES DISCRETION
ENG MASTER SWITCH TO OFF
CHECK FOR IMMEDIATE SHUTDOWN
IF NOT:
- ALTERNATE SHUTDOWN PROCEDURE
- MAINTENANCE ACTION PRIOR TO NEXT ENGINE START
C 47
mlb 4/3/06
ABNORMAL ENGINE OPERATION

You may have to deal with engine abnormalities in flight. The Abnormal and Emergency Procedures section of the
Flight Crew Operating Manual provides you with the situations where action is required in response to an engine
abnormality.
The Pratt & Whitney video Preventing Unnecessary In-flight Shutdowns discusses the philosophy regarding when an
in-flight shutdown (IFSD) is necessary. It discusses a number of situations where, although an abnormal engine
indication exists, it may not require an engine shutdown. In the interest of flight safety and to avoid the cost to an airline
operation that a shutdown incurs, in-flight shutdowns should not be necessary unless specifically addressed in the
Operations Manual. If a shutdown is not called for but engine operation is uncertain, consider operating the engine at
idle. This will still provide pneumatic, hydraulic and electrical power.
Examples of situations where an IFSD is not necessary include loss of an engine parameter, low oil quantity indication
and following an event where an operating limit was exceeded but brought back within limits.
In order to assist maintenance personnel in troubleshooting engine abnormalities, it is important to record as accurately
and completely as possible the conditions leading up to any event. This includes aircraft flight conditions (altitude,
Mach, weather), engine thrust setting (cruise, accel/decel), autothrottle movement and any abnormal engine
instrumentation behavior (fluctuating EPR, low oil pressure). Also record if any systems were in use that may affect the
engine such as anti-ice bleed, fuel heat or ignition.
C 48

ABNORMAL ENGINE OPERATION
ABNORMAL AND EMERGENCY PROCEDURES
PREVENTING UNNECESSARY IN-FLIGHT SHUTDOWNS
EXTENSIVE LOG BOOK ENTRIES
- HELP MAINTENANCE TROUBLESHOOT/FIX PROBLEM
- HELP PW WITH CORRECTIVE ACTION
C 49

ENGINE SURGES
Engine surges are categorized as either recoverable or nonrecoverable. A recoverable surge is a momentary disruption
of airflow through the engine which ceases immediately without the need for the operator to take any corrective action.
A nonrecoverable surge requires operator action to restore normal operation. This can include retarding the thrust lever,
increasing engine bleed or engine shutdown.
Nonrecoverable surges can be either audible or silent and are generally accompanied by increasing EGT. These surges
will frequently recover if the thrust lever is immediately and rapidly retarded to idle.
When the thrust lever is at idle, check EGT to determine if the engine has recovered from the surge condition. An engine
shutdown is not necessary if EGT is significantly cooler than the in-flight limit or is decreasing.
Shut the engine down if EGT continues to rapidly increase toward the EGT limit.
If the engine recovers from the surge condition, as detected by a decreasing EGT, consider increasing engine
(engine/wing anti-ice) to improve surge margin.
bleed
EGT is below the limit and stabilized or decreasing:

1. Advance the thrust lever slowly. Check that N1 and N2 follow thrust lever movement.
2. If surge does not recur and thrust lever response is normal, continue normal engine
operation.
3. If surge recurs, operate the engine at a reduced thrust level below surge threshold.
REPETITIVE SURGES AT LOW ALTITUDE
In the event of repetitive surges at a critically low altitude (takeoff), the engine should be operated at the
minimum thrust required to attain a safe altitude and airspeed. Once reaching that altitude and airspeed,
the affected engine(s) should be reduced in thrust to clear the surges.
REPETITIVE SURGES IN-FLIGHT
Avoid operating an engine in a persistent surging condition. Multiple surges can cause blade clashing within the
compressor and possible engine failure. Reduce thrust to the point where the thrust condition is cleared.
mlb 4/5/06
C 50

ENGINE SURGE
SURGES WILL FREQUENTLY SELF-RECOVER
NON-RECOVERABLE SURGES REQUIRE CREW ACTION
- RAPIDLY RETARD THROTTLE TO IDLE
- MONITOR EGT
EGT STABLE OR DECREASING - ENGINE HAS RECOVERED
EGT RAPIDLY INCREASING TO REDLINE - ENGINE SHUTDOWN
- IF ENGINE RECOVERS, RESUME NORMAL OPERATION
- IF ENGINE SHUTDOWN, ENGINE MAY BE RESTARTED
AVOID OPERATING IN REPETITIVE SURGE CONDITION
- ENGINE DAMAGE LIKELY
C 51
ENGINE WINDMILLING
All engines which have windmilled as a result of an emergency shutdown due to a malfunction in flight must be
inspected upon landing. The type of inspection required depends on the circumstances outlined in the applicable
Maintenance Manual. A notation should, therefore, be made by the flight crew stating whether or not the engine
windmilled with continuous positive indication of oil pressure.
IN-FLIGHT START
No attempt should be made to restart an engine if there are indications of engine damage, the engine had been shutdown
because of an engine fire or there is a recognizable possibility that an attempted relight may result in a fire.
If an engine is shutdown because of a nonrecoverable surge or because an engine operating limit was exceeded, it may
be restarted provided the above conditions are met. The engine should, however, be carefully monitored after restart
and for the remainder of the flight to ensure that the operation above engine limits has not resulted in evident engine
damage.
In-flight starts may be attempted regardless of altitude or airspeed following the procedural considerations listed below
and observing the published in-flight start EGT limit. The probability of a successful start is enhanced by observing the
boundaries of the in-flight start envelope published in the A330 Flight Crew Operating Manual.
It should be noted that during In-flight autostarts the EEC will not discontinue a start attempt. The pilot must discontinue
any in-flight autostart attempt if necessary, as is the case for a manual start. During an in-flight autostart, the EEC may
momentarily cycle fuel off and on ("depulse fuel") for up to 42 seconds to clear a hot start or surge. If the fuel depulse
feature is unsuccessful in clearing the hot start or surge, fuel will remain on until the pilot discontinues the start.
The procedures, limits and criteria for ground starts also apply to air starts except as follows:
1. Start attempt should be discontinued if a relight is not obtained within 30 seconds after fuel on.
2. Run at idle for 5 minutes, whenever flight conditions permit, prior to setting cruise thrust.
3. The automatic abort / restart feature of the EEC is not available in-flight.
4. For all in-flight starts (manual and autostarts), both igniters are energized.
When autostart is selected in-flight, the EEC re-engages the starter if aircraft Mach number
is below the windmill start threshold and N2 is less than the starter reengagement speed.
C 52
mlb 4/3/06

IN-FLIGHT START
RESTART NOT RECOMMENDED IF:
- ENGINE DAMAGE IS SUSPECTED
- SHUTDOWN FOR FIRE
- RESTART WILL CAUSE A FIRE
STARTS OUTSIDE OF ENVELOPE ARE POSSIBLE
AUTOMATIC START USEABLE IN-FLIGHT
C 53
MODERATE TO HEAVY RAIN AND HAIL

Flight should be conducted to avoid thunderstorm activity. To the maximum extent possible, moderate to heavy rain and
hail should also be avoided. Ground based radar reports and pilot reports should be used by the flight crew when
moderate to heavy rain or hail is anticipated.
When operating in or near moderate to heavy rain and hail, accomplish the following:
1. N1 RPM
The FADEC senses heavy engine water ingestion and automatically schedules an increased idle power
setting. This significantly increases the capability of the engine to ingest water without experiencing
rundown, flameout or surge.
CAUTION: Shutdown should not be accomplished if the engine does not respond to an acceleration
command from the thrust lever and if EGT is within limits and is stable. Normal engine response will return
upon leaving the area of heavy precipitation.
2. THRUST LEVERS
a. Autothrust should be OFF.
WARNING: TURBULENCE WHICH IS LIKELY TO BE ENCOUNTERED IN SEVERE WEATHER
CAN RESULT IN UNCOMMANDED THRUST CHANGES IF THE AUTOTHRUST IS ON.
b. Do not make rapid thrust lever movements in heavy precipitation unless excessive airspeed variations
occur. If thrust changes are necessary, move the thrust lever very slowly. Avoid changing thrust lever
direction until engines have stabilized at a selected setting.
c. Do not make thrust lever movements to correct for fluctuations in engine parameters. Engine parameters
will return to normal immediately upon leaving the area of heavy precipitation.
3. IGNITION Position the ENG MODE selector to IGN/START. This selects continuous ignition and offers maximum
flameout protection and restart capability in the event of a multiple engine thrust loss.
4. ANTI-ICE Engine and Wing Anti-ice Switches as required.
5. APU
The APU, if available, should be started. The APU can be used to power the electrical system
and to provide a pneumatic air source for improved engine starting in the event of a multiple
engine thrust loss.
C 54

MODERATE TO HEAVY RAIN / HAIL
N1 - IDLE IS SUFFICIENT
INCREASED RPM IS BENEFICIAL
AUTOTHRUST - OFF
AVOIDS RAPID THROTTLE MOVEMENTS
IGNITION ON
PROTECTS AGAINST FLAMEOUT
ANTI-ICE AS REQUIRED BY CONDITIONS
APU - START IF AVAILABLE
C 55
OPERATION IN VOLCANIC ASH

It is our recommendation that engine are not to be operated in volcanic ash, either in-flight or on the ground. In the
event, however, that an inadvertent encounter occurs, the following recommended operating procedures are intended to
maximize engine surge margin and to lower engine turbine temperatures in order to reduce the accumulation of volcanic
material on the turbine vanes:
GROUND OPERATION
1. During landings, limit reverse thrust. Reverse thrust, if possible should be avoided unless stopping
distance is critical. The use of maximum reverse thrust may impair visibility and ingest dust into the engines.
2. Avoid static operation of engines above idle power.
3. Use both engines for taxi. This will reduce thrust needed from each engine and consequently keep turbine
temperatures low.
4. Thrust operation during taxi should be limited to the minimum needed to sustain a slow taxi speed.
5. Restrict ground use of APU to engine starting only.
6. Use a rolling takeoff procedure. Ash and dust should be allowed to settle prior to initiating a takeoff roll.
7. Avoid use of air conditioning packs on the ground. Use no packs for takeoff if operating procedures permit.
FLIGHT OPERATION
1. Reduce thrust to idle, altitude permitting. This will provide additional surge margin and lower engine turbine
temperatures.
2. Exit the volcanic cloud as quickly as possible.
3. Disengage autothrust. This will prevent the autothrust system from increasing engine thrust.
4. Turn on all accessory airbleeds including all air conditioning packs, engine and wing anti-ice. This will provide
additional engine surge margin.
5. Start the APU if available, to assist relight in the event of an engine flameout.
6. Set the ENGINE MODE selector to the IGN/START position.
7. Monitor EGT.
8. In the event an engine shutdown becomes necessary during volcanic ash ingestion, restart engine using published
procedures.
9. If an engine fails to start, repeated attempts should be made immediately. A successful engine start may not be
possible until the airplane is out of the volcanic cloud and the airspeed and altitude are within the airstart envelope.
Engines are very slow to accelerate to idle at high altitude. This should not be interpreted as a failure
C 56
to start or as an engine malfunction.
10. Upon exiting the volcanic cloud, land at the nearest suitable airport.

INADVERTANT OPERATION IN VOLCANIC ASH
GROUND
Limit reverser use
Avoid static ops above
idle
Taxi with all engines
Limit taxi thrust
Restrict APU use to start
Use Rolling takeoff
Avoid packs use
IN-FLIGHT
Reduce thrust to idle
Disengage autothrust
All Bleeds, Packs, EAI and WAI
on
Start APU
Set ENG START to IGN START
Monitor EGT
If shutdown, use normal restart
Exit volcanic cloud ASAP
Land at nearest suitable airport
C 57
mlb 4/5/06
Section D
ENGINE RELATED ECAM MESSAGES
PW 4164/4168 ENGINE RELATED ECAM MESSAGES
INDICATION
DEFINITION
RECOMMENDED ACTION
START VALVE STUCK CLOSED
The Start Valve is mechanically

stuck closed.
Maintenance action is due.
START VALVE NOT OPEN
The Start Valve has not opened.
In-flight, windmill start available.

Check in-flight start envelope.
START VALVE NOT CLOSED
The Start Valve has not closed.
In-flight, remove all bleed sources

supplying the faulty starter valve.
ENG 1(2) START VALVE FAULT
On ground, shutdown engine.

Maintenance action is due.
D 60
PW4164/4168 ECAM MESSAGES

START VALVE MALFUNCTIONS
ENG 1 (2) START VALVE FAULT

Start Valve Stuck Closed
Maintenance action due
Start Valve Not Open
In-flight, windmill start engine
Start Valve Not Closed
In-flight, remove all bleed sources
On ground, shutdown engine
D 61
PW4164/4168 ENGINE RELATED ECAM MESSAGES
INDICATION
DEFINITION
RECOMMENDED ACTION
LOW N1
No N1 rotation during start.
Abort start.
EGT OVER LIMIT or NO LIGHT
Starting EGT over limit or no
In-flight, abort start.
UP or HUNG START
light-up or hung start.
ENG 1(2) START FAULT
Auto-start on ground: No action

required, the following
message NEW START IN
PROGRESS will be displayed
on ECAM. One auto-restart will
be attempted. If unsuccessful,
ENG MASTER - OFF.
Manual start on ground: Abort
start, dry crank the engine for
30 seconds.
STARTER FAULT or START
Starter failure or starter time
TIME EXCEEDED
exceeded.
THRUST LEVERS NOT AT IDLE
Thrust levers not at idle during

ground start.
Abort start.
Thrust levers to idle.

D 62

START SYSTEM
ENG 1 (2) START FAULT

Low N1
Abort start
EGT over limit, No light-up, Hung start
In-flight - abort start
Ground autostart - No action required
NEW START IN PROGRESS
Ground manual start - Abort start, motor engine 30
secs.
Starter Fault or Start Time Exceeded
Abort start
Thrust Levers Not At Idle
Thrust levers to idle
D 63

INDICATION
DEFINITION
ENG 1(2) FADEC SYS FAULT
This caution is triggered only on

Maintenance action required.
the ground if one NO DISPATCH
failure affects one or both channels.
RECOMMENDED ACTION
2.5 bleed, SVA or FMU failure.
Avoid rapid thrust changes.
FMV position failure.
Engine at idle.
FMV feedback failure.
Engine slow to respond.
FAULT 1(2) FADEC OVHT or
Engine indications are lost. System
If engine operation is abnormal,
FAULT
pages must be used to confirm
shut down engine.
Engine status.
ENG 1(2) CTL SYS FAULT
2.5 bleed, SVA, or FMU failure.
Avoid rapid thrust changes.
FMV position failure.
Engine at idle.
FMV feedback failure.
Engine slow to respond.

D 64

FADEC
ENG 1 (2) FADEC SYS FAULT

On ground - maintenance action required, no dispatch
In-flight
2.5 Bleed, SVA or FMU failure - Avoid rapid thrust
changes
FMV position failure - Engine at idle
FMV feedback failure - Engine slow to respond
ENG 1 (2) FADEC OVHT or FAULT
Check engine operation, if abnormal shut down engine
ENG 1 (2) CTL SYS FAULT
2.5 Bleed, SVA or FMU failure - Avoid rapid thrust
changes
FMV position failure - Engine at idle
FMV feedback failure - Engine slow to respond
D 65
INDICATION
DEFINITION
RECOMMENDED ACTION
ENG 1(2) OIL LO TEMP
The engine oil temp is less than

50C.
Delay takeoff for engine to warm-up.
ENG 1(2) OIL FILTER CLOG
Oil filter primary filter approaching

bypass.
Crew awareness.
ENG 1(2) OIL HI TEMP
Oil temperature between 163 C and Shutdown engine.

177 C for more than 20 minutes or
or oil temperature is above 177 C.
ENG 1(2) OIL LO PR
Oil pressure below limits.
If oil pressure is <70 psi, shutdown

the engine.
D 66

OIL SYSTEM
ENG 1 (2) OIL LO TEMP

Oil temperature below 50C
ENG 1 (2) OIL FILTER CLOG

Oil filter approaching bypass
ENG 1 (2) OIL HI TEMP

Oil temperature exceeds limits
ENG 1 (2) OIL LO PR

Oil pressure below limits
D 67

INDICATION
DEFINITION
RECOMMENDED ACTION
ENG 1(2) REV FAULT
Failure in the thrust reverser

system, affected engine reverser
system inoperative.
Crew awareness.
ENG 1(2) REV INHIBITED
Reverser of affected engine is

inhibited by maintenance action.
Crew awareness.
ENG 1(2) REV PRESSURIZED
Reverse thrust system is

pressurized without reverse
deployment order. FADEC may
Automatically select IDLE and
ECAM will display message ENG
(affected) AT IDLE.
Select thrust lever of affected engine to

idle, even if idle has been automatically
selected by FADEC.
ENG 1(2) REV UNLOCKED
Thrust reverser of affected engine

is unlocked. FADEC may automatically select IDLE and
ECAM will display message ENG
(affected) AT IDLE.
Select thrust lever of affected engine to

idle, even if idle has been automatically
selected by FADEC. In-flight, observe
max speed limits. If message
Accompanied by yaw or buffeting, shutdown engine.
D 68

THRUST REVERSER
ENG 1 (2) REV FAULT

Thrust reverser fault - crew awareness
ENG 1 (2) REV INHIBITED
Thrust reverser locked out - crew awareness
ENG 1 (2) REV PRESSURIZED
Reverser pressurized without reverse deployment order
Select thrust lever to idle
ENG 1 (2) REV UNLOCKED
Thrust reverser unlocked
Select thrust lever to idle
D 69

INDICATION
DEFINITION
RECOMMENDED ACTION
ENG 1(2) HP FUEL VALVE
Failure of the high pressure fuel

valve. If associated engine is
below idle (e.g. during start), the
ECAM will display the message
HP FUEL VALVE NOT OPEN.
Abort start.
If associated engine is at or above

idle and engine is shutdown, ECAM
will display the message HP FUEL
VALVE NOT CLOSED indicating that
the valve has failed. Engine will be
shutdown by the closure of the low
pressure fuel shutoff valve.
ENG 1(2) FUEL FILTER CLOG
Fuel filter is approaching bypass.
Crew awareness.
D 70

FUEL SYSTEM
ENG 1 (2) HP FUEL VALVE

Failure of the high pressure fuel shutoff valve
ECAM message - HP FUEL VALVE NOT OPEN
Abort start
Engine at or above idle, if engine shutdown
ECAM message - HP FUEL VALVE NOT CLOSED
Engine is shutdown by closure of the low pressure
fuel shutoff valve
ENG 1 (2) FUEL FILTER CLOG
Fuel filter approaching bypass - crew awareness
D 71
INDICATION
DEFINITION
RECOMMENDED ACTION
ENG 1(2) IGN A (B) FAULT
Ignition system A or B of affected

engine inoperative.
Crew awareness.
ENG 1(2) IGN A+B FAULT
Both ignition systems of affected

engine are inoperative.
Avoid adverse weather.
D 72

IGNITION SYSTEM
ENG 1 (2) IGN A (B) FAULT

Ignition system A or B of affected engine inoperative
Crew awareness
ENG 1 (2) IGN A+B FAULT
Both ignition systems of affected engine affected
Avoid adverse weather
D 73
INDICATION
DEFINITION
RECOMMENDED ACTION
ENG 1(2) STALL
An engine surge or starting stall

has been detected. The FADEC
will automatically decrease the
the fuel/air ratio until the stall
disappears and the ECAM will
display the message FUEL
ADJUSTED.
Starting on ground - During an

autostart, no pilot action is required
below 55% N2. FADEC will depulse
fuel flow for up to 112 seconds and
initiate a restart attempt. Above 55%,
pilot action is required to abort the
start. During a manual start, pilot
must abort start and motor engine as
required.
Starting in-flight - Pilot must abort
both auto and manual starts.
In-flight surge: If the crew detects the
surge before the ECAM activation,
retard the thrust lever to idle. Check
engine parameters. If abnormal, shutdown the engine. Restart the engine
at crews discretion. If parameters are
normal, turn engine and wing anti-ice
on to increase the surge margin.
Slowly advance the thrust lever of the
affected engine. If surge does not
occur, continue engine operation.
D 74

ENGINE STALL
ENG 1 (2) STALL

Starting stall or engine surge detected
Starting stall on the ground
Autostart below 55% FADEC will depulse fuel
flow and initiate a restart if necessary; above 55%
N2, pilot must abort start
Manual start - pilot must abort start
In-flight
Pilot must abort all starts
In-flight surges
FADEC automatically decreases fuel/air ratio until
surge disappears
If crew detects surge before FADEC correction
Reduce thrust to idle, check parameters
Slowly advance thrust lever, if normal
parameters, continue operation
D 75
PW4164/4168 ENGINE RELATED ECAM MESSAGES

INDICATION
DEFINITION
RECOMMENDED ACTION
ENG 1(2) FAIL
Engine flameout. May be recognized by a rapid decrease in EGT,

N2 and fuel flow followed by a
decrease in N1. In-flight, the
FADEC will attempt an
immediate relight.
If flameout occurs before takeoff

or after landing, move thrust lever to idle
and Engine Master sw to OFF. If no
engine damage, initiate a restart.
In-flight, select continuous ignition and

move thrust lever to idle. If engine does
not relight, move Engine Master sw to
OFF. Check for engine damage. If no
damage, initiate a restart.
ENG 1(2) N1/N2 OVERLIMIT
N1 and N2 pointers above 100%.
Reduce thrust lever of affected engine

below limit. If unable to reduce below
limit, shutdown engine. If conditions do
not permit engine shutdown, land as
soon as possible using the minimum
thrust required to sustain a safe flight.
N1 and N2 pointers above 106%.
Shutdown engine. If conditions do not

permit engine shutdown, land as soon as
possible using the minimum thrust
required to sustain safe flight.
D 76

ENGINE FLAMEOUT/OVERSPEED
ENG 1 (2) FAIL

Engine flameout
If flameout occurs before takeoff or after landing
Thrust lever to idle, Eng Master sw OFF
If no engine damage, restart
In-flight
FADEC initiates relight
If unsuccessful, move Engine Master sw to OFF
If no engine damage, initiate restart
ENG 1 (2) N1/N2 OVERLIMIT
N1 and N2 above 100%
Reduce below limit, if unable, shutdown
If shutdown not possible maintain minimum thrust
N1 and N2 above 106%
Shutdown, if not possible maintain minimum thrust
D 77
INDICATION
DEFINITION
RECOMMENDED ACTION
ENG 1(2) EGT OVERLIMIT
EGT above 600C or above 620C

at takeoff power.
Reduce thrust lever of affected engine

below the limit. Normal operation may
be resumed until the next landing.
Make log book entry for maintenance
action due.
If unable to maintain affected engine
EGT within limits, shutdown the
engine. If conditions do not permit
shutdown, land as soon as possible
using the minimum thrust required
to sustain safe flight.
D 78

ENGINE OVERTEMP
ENG 1 (2) EGT OVERLIMIT

EGT above 600C or above 620C during takeoff power
Reduce thrust lever below limit
Resume normal operation
Log book entry for maintenance
If unable to maintain EGT within limits
Shutdown engine
If shutdown not possible, land ASAP
Use minimum thrust required to maintain safe flight
D 79
Section E
ENGINE SYSTEMS
PW4164/4168 ENGINE SYSTEMS

STARTING SYSTEM
The engine starting system consists of an air turbine starter and a pneumatically operated, electrically controlled, start
valve. The starter uses pressurized air to crank the high pressure (HP) rotor up to a sufficient speed to ensure a
satisfactory start. The start valve controls the air supply to the starter. The pneumatic power source is provided by the
auxiliary power unit (APU), an external ground air cart or the other operating engine.
The engine panel, used for automatic start, is located on the central pedestal and contains one mode
selector switch with three positions (NORM, IGN/START and CRANK), two master levers (one per engine)
and two dual lights (one per engine) providing a fire announcement (red) and a fault announcement (amber)
signal. The master lever on the engine panel has two positions: ON and OFF. The ON position controls the fuel supply.
The master lever OFF position is used to shut down the engine by closing the airplane low pressure (LP) and engine high
pressure (HP) fuel shutoff valves. The engine manual start push-button panel, used for manual start, is located on the
overhead panel and is composed of two manual start push button switches (one per engine).
The automatic start mode gives the EEC full control to automatically sequence the start valve, ignition relays and the
fuel-on/off solenoids. Upon receipt of the appropriate start command signals from the Engine Interface and Vibration
Monitoring Unit (EIVMU) or backup hardwired discrete signals, the EEC commands, in sequence, the start valve, ignition
exciter relay(s) and the fuel-on function of the torque motor which opens the shutoff valve. During a normal start, the
start valve and ignition exciter are automatically turned off by the EEC at 43-47.8 % N2 speed. Starter assist will be
commanded by the EEC for in-flight starts at low Mach numbers where windmilling conditions are insufficient for engine
starting. The EEC has input data necessary to activate starter assist function where necessary.
On the ground, upon detection of a no light, hot or hung start, loss of EGT or a locked low rotor (determined by EEC
monitoring of engine parameters), the EEC automatically shuts off fuel, ignition, and starter air and provides the
appropriate fault indication to the cockpit. The EEC's ability to abort a start is inhibited above 55% N2 on the ground and
at all conditions in-flight. Following a ground start abort, an automatic engine motoring period is provided to clear fuel
vapor and to cool the engine. This feature automatically motors the engine for the duration of the abort motoring timer
(30 seconds). Autostart will perform one restart attempt on the ground. Upon detection of an impending hot start or
surge, the fuel is momentarily cycled off and on ("depulsed") for up to 112 seconds (ground start) or 42 seconds (air
start) until EGT is reduced below the hot start detection limit or the surge is cleared.
E 82

START AND IGNITION SYSTEMS
E 83

IGNITION SYSTEM
The engine ignition system consists of two electrically and physically independent circuits, each of which is composed
of a single exciter box electrically connected through a shielded and cooled high tension cable to a spark igniter. Each
of the identical exciter circuits is an air cooled, AC-powered, four joule stored energy, capacitor discharge type and
supplies high voltage to the igniter.
The EEC controls both igniters (via relays) individually during ground autostarts and simultaneously during manual and
in-flight starts. Both igniters are selected for auto-start attempts in-flight and for all manual starts (in-flight and on the
ground). For auto start attempts on the ground, one igniter is selected for the first two start attempts. The EEC switches
channels on each start attempt. Consequently, each EEC channel uses that igniter on the first two attempts. Then the
other igniter will be used for the next two start attempts, as the EEC again uses it for channel A & B. The sequence is
then repeated.
Selection of continuous ignition (both igniters on) is available to the flight crew by setting the mode selector to the
IGN/START position. Automatic selection of continuous dual ignition is provided by the EEC during specific critical or
adverse conditions.
E 84
mlb 4/3/06

START AND IGNITION
MANUALLY ADJUST CONTINUOUS IGNITION
- IGN/START
- IF AFTER START, CYCLE TO NORM THEN IGN/START
NORM AUTOMATICALLY SELECTS CONTINUOUS IGNITION
- ENGINE ANTI-ICE ON
- MAX TAKEOFF OR FLEX/DERATE TAKEOFF SELECTED
- IN-FLIGHT FLAMEOUT DETECTED
- APPROACH IDLE SELECTED
- IN-FLIGHT SURGE DETECTED
CREW MUST MANUALLY SELECT CONTINUOUS IGNITION
- MODERATE TO HEAVY TURBULENCE
- HEAVY RAIN AND HAIL
- VOLCANIC ASH
E 85
FUEL SYSTEM
The engine master levers in the cockpit have two positions: ON and OFF. The ON position is used for starting and all
other modes of engine operation. The OFF position is used to shut down the engine by shutting off the fuel.
Fuel from the aircraft fuel tanks is delivered to the boost stage of the engine fuel pump. It is then directed through the
fuel/oil cooler to the main discharge stage of the fuel pump. It then flows through the FMU and the fuel mass flowmeter
to the fuel injectors.
Fuel heating is automatic, requiring no action by the flight crew. The fuel/oil heat exchanger is installed between stages
of the fuel pump and upstream of the fuel filter. The fuel/oil heat exchanger uses both the Integrated Drive Generator
System (IDGS) oil and engine oil to heat the fuel.
The Servo Fuel Heater is a heat exchanger which uses hot engine oil to prevent icing of the fuel metering unit during sea
level cold day conditions. A thermostat controls position of an oil control valve using fuel temperature at the inlet of the
servo fuel heater. For fuel temperature above 38C, oil is bypassed around the servo fuel heater.
The EEC receives fuel and oil temperature data and commands airflow through the air/oil heat exchangers via electrohydraulically actuated air valves to maintain fuel and oil temperatures within desired operating limits. The EEC also
commands an oil bypass valve on the fuel/oil heat exchanger to prevent excessive fuel temperature during low fuel
flow/hot day operating conditions.
A fuel filter differential pressure switch senses the pressure drop across the fuel filter. If an excessive pressure drop
across the fuel filter is caused by an accumulation of any solid contaminant, an amber ENG 1(2) FUEL FILTER CLOG
ECAM message will be displayed when the differential pressure exceeds 5.5 psi. Continued engine operation with
contaminated fuel will increase the filter pressure differential allowing the filter bypass valve to open at approximately 15
psi.
E 86

FUEL SYSTEM
E 87
OIL SYSTEM
The lubrication system is self-contained and thus requires no airframe supplied components other than certain
instrumentation and remote fill and drain disconnects. It is a hot tank system that is not pressure regulated. Oil from
the oil tank enters the pressure pump and the discharge flow is sent directly to the main oil filter, which is a dual "filterwithin-a-filter" design. It is a disposable cartridge type filter with a 30 micron rating for the primary filter and a 150
micron rating for the secondary. Oil normally flows through both the primary and secondary filter. If the pressure drop
across the primary filter exceeds 90 psi, a bypass valve in the primary filter opens. Oil will then bypass the primary filter
and flow through only the secondary oil filter. The secondary oil filter should provide sufficient protection to complete
the flight without any flight crew action necessary. If the secondary oil filter also should clog, oil flow and oil pressure
will decrease. The engine should be shut down if oil pressure decreases below the 70 psi minimum limit.
An oil clog message must be reported for maintenance action at the end of the flight. The amber ENG 1(2) OIL FILTER
CLOG ECAM message is set to be displayed at 50 psi differential pressure. The EEC inhibits this message until the oil
temperature is above 35C, engine N2 speed is greater than or equal to ground idle, and both channels of the oil filter
differential pressure switch indicate an elevated pressure for more than 60 continuous seconds. High differential
pressure across the oil filter may indicate cold viscous oil, contamination or a combination. Therefore, an oil filter clog
message with oil temperature above 35C indicates contamination and maintenance action is required.
The engine lubrication system is equipped with dual oil pressure transmitters, a single low oil pressure switch, dual oil
temperature thermocouples and a quantity indicator. The oil pressure, temperature and quantity are displayed on the
ECAM system. Oil pressure is defined as the fuel/oil cooler discharge pressure. A red ENG 1(2) OIL LO PR warning
message on ECAM is displayed when pressure drops below 70 psi. A pressure relief valve at the filter housing limits
pump discharge pressure to approximately 540 psig to protect downstream components. The oil pump module includes
five scavenge stages which drain the main bearing compartments, main gearbox, and angle gearbox.
Engine oil temperature is measured by dual thermocouple sensors in the gearbox scavenge line to the oil tank and is
transmitted by the EEC to ECAM.
A fuel/oil heat exchanger is used for cooling both engine oil and IDGS oil. In addition, an engine air/oil cooler and an
IDGS air/oil cooler are used for cooling engine oil and IDGS oil respectively.
E 88

OIL SYSTEM
E 89
HIGH OIL TEMPERATURE

High oil temperature is indicated on the ECAM ENGINE page by the temperature display on the affected engine flashing
green if it exceeds the Maximum Continuous limit (163). The display will change to amber if it exceeds the Maximum
Continuous limit for more than 20 minutes or if it exceeds the Maximum Transient limit (177) anytime. During engine
operation, should the oil temperature exceed the Maximum Continuous limit as stipulated in Section 4 - Engine Operating
Limits, reduce the thrust lever towards idle to reduce the oil temperature. If the oil temperature returns below the
Maximum Transient Limit (177C) and also within 20 minutes returns below the Maximum Continuous Limit (163C),
continue normal operation.
When oil temperature cannot be reduced below the Maximum Continuous limit within 20 minutes, or cannot be reduced
below the Maximum Transient limit, the engine should be shut down. If conditions do not permit engine shutdown,
operate at the minimum thrust required to sustain flight until a landing can be made.
In either case, when the oil temperature cannot be returned within the maximum continuous limit in 20 minutes or cannot
be maintained within the maximum transient limit, an ENG OIL HI TEMP message will be displayed on ECAM. The engine
should be shut down. If conditions do not permit engine shutdown, operate at the minimum thrust required to sustain
flight until a landing can be made.
LOW OIL PRESSURE
Low oil pressure indication (less than 70 psi), as displayed in red on the lower ECAM display, a red ECAM warning
message (ENG OIL LO PR) and the Master Warning light, requires corrective flight crew action. The engine should be
shut down. If conditions do not permit engine shutdown, operate at the minimum thrust required to sustain flight until a
landing can be made.
If the oil pressure indication is less than 70 psi but not accompanied by an ECAM warning message and Master Warning
light, monitor oil quantity and oil temperature. If the oil pressure is greater than 70 psi but accompanied by an ECAM
warning message and Master Warning light, monitor oil quantity and oil temperature. In either case, if oil quantity and
temperature are normal, continue engine operation and report for maintenance action after the flight.
E 90

OIL SYSTEM INDICATIONS
OIL TEMPERATURE
Max Continuous limit 163C
Display flashes green
20 minute time limit
Max Transient limit 177C
Display changes to amber
Retard thrust lever toward idle
If not below 177C and if not below 163C within 20
minutes, shutdown engine
OIL PRESSURE
Measured at fuel oil cooler discharge
ECAM gage
ENG 1 (2) OIL LO PR message
Prior to performing IFSD
Oil pressure indication <70 psi and ECAM message
If only 1 warning do not shutdown
E 91
OIL FILTER CLOGGING

The amber ENG 1(2) OIL FILTER CLOG ECAM message indicates main oil filter clogging and bypassing is about to occur.
No flight crew action is required. The filter clogging message should be reported as an engine discrepancy. As oil
begins to bypass the main oil filter, the secondary oil filter will continue to filter the oil. If the secondary oil filter also
clogs, the engine oil pressure will decrease. If oil pressure decreases below the 70 psi limit, and is confirmed by the
ECAM warning message and Master Warning light, the engine should be shut down, flight conditions permitting.
An ENGINE OIL FILTER CLOG ECAM message or illumination of the OIL CLOG light with oil temperature above 35C,
during or shortly after engine start, even if only for a few seconds, may be an early indication that the filter is becoming
clogged. If the warning disappears as the oil temperature rises, the flight may proceed, but a log book entry must be
made and the filter must be changed prior to the next flight. If the warning remains on, the filter must be changed prior
to flight.
LOW OIL QUANTITY
There is no minimum oil quantity limit in-flight. For dispatch, the airline may determine for themselves if oil quantity is
sufficient for a given flight based on the engines' known oil consumption rate. While engine operation is governed by
both oil pressure and oil temperature limits, oil quantity indications may enable the crew to recognize a deteriorating oil
system.
When abnormal oil quantity indications are observed, monitor oil pressure and temperature to confirm the abnormal
quantity indication. A sudden or complete loss of oil quantity without abnormal indications of pressure or temperature is
most probably indicative of an oil quantity indicating system failure. Under these circumstances, engine oil pressure and
oil temperature should be monitored for the remainder of the flight. If all indications are normal, operate the engine
normally. If any operating limit is reached, take the appropriate action.
When a steady decrease in engine oil quantity is observed over a period of time, monitor oil pressure and oil temperature
and anticipate an engine shutdown. When any operating limit is reached, take the appropriate action.
E 92

OIL SYSTEM INDICATIONS
OIL FILTER CLOG

ECAM message ENG 1 (2) OIL FILTER CLOG
Crew Awareness
If secondary filter clogs, oil pressure will decrease
If pressure below 70 psi with ECAM message and Master
Warning light, shutdown engine
ECAM message with oil temp above 35C
Could indicate clog
If warning disappears as oil warms, proceed with flight
Log book entry
LOW OIL QUANTITY
No minimum oil quantity limit inflight
When abnormal oil quantity observed:
Monitor oil pressure and temperature
If operating limits are reached, take appropriate action
E 93
TURBINE CASE COOLING SYSTEM (TCCS)

Engine performance improvement is achieved by optimization of high and low turbine blade tip clearance through
automatic discharge of cooling air onto the turbine external cases. TCCS valves operate on EEC command to modulate
fan discharge air routed to the turbine cases through encircling manifolds.
The TCCS schedule is determined by N2 speed and altitude. High pressure turbine (HPT) external cooling air is
deactivated during takeoff and the first 1,500 feet of climb to avoid blade tip rub, which is most likely under this
condition. The HPT valve will start to open at cruise (altitude greater than 14,000 feet).
The LPT air valve starts to open during takeoff and is normally active during all phases of engine operation. At
shutdown and low engine power, the HPT and LPT air valves are closed. Both the HP and LP TCCS are deactivated
whenever potential hot re-acceleration conditions occur.
E 94

TURBINE CASE COOLING SYSTEM
E 95
ANTI-ICING SYSTEM
The engine anti-icing system is actuated by the EEC using the status of the cockpit push button switch. Engine ice
protection is provided by heating of the inlet cowl leading edge using 15th stage air from the HPC. Cockpit FAULT amber
light(s) and ECAM warning messages are provided to indicate when the inlet cowl anti-ice valve position is not in
agreement with the selected position. Engine ratings are automatically adjusted by the EEC for the effect of anti-icing
bleed air.
If the anti-ice manifold should burst, the fan compartment shroud and the intake cowl shroud tent are used to exhaust
hot air over board through pressure relief doors.
E 96

ANTI-ICING SYSTEM
E 97
SERVICE BLEED
The high compressor 8th and 15th stage service bleeds and fan duct air bleeds are available to the airframe manufacturer
for airplane pneumatic system and component use. Switching between 8th and 15th stage compressor bleed is
controlled automatically by the FADEC. At high engine power 8th stage air is used and at low engine power 15th stage
air is used. The Pressure Regulating Valve (PRV) is used to control bleed flow to the aircraft pneumatic system. It is
automatically closed under the following conditions.
1. During engine start (start valve open)
2. Overheat at the precooler outlet
3. Overheat in the pylon, fuselage or wing pneumatic duct areas
4. Failure of the PRV to regulate pressure to less than 60 psig
Engine air bleed is also utilized for the Turbine Case Cooling System, first and second stage turbine vane and blade
cooling, nacelle cooling and engine /IDGS oil cooling.
E 98

AIRCRAFT SERVICE BLEEDS
E 99
PW4164.4168 ENGINE SYSTEMS

ENGINE STABILITY BLEED
The engine incorporates two air bleed systems to provide greater compressor stability during starting and engine transient
operation. Air is bled from the rear of the LPC at station 2.5 and two ninth stage (station 2.95) bleed ports in the HPC.
A modulated low loss bleed valve is located at the exit of the LPC at station 2.5 to provide improved surge margin during starting,
low power and transient operation. The 2.5 bleed is effective in extracting rain & ice from the gaspath during descent and extracting
dirt during ground operation. The bleed valve is actuated by a fuel pressure driven hydraulic cylinder and a mechanical, rod-linked
system. The valve is fully modulated through EEC commands. Air from station 2.5 is vented to the fan air stream. The failsafe
position of this bleed is in the open position.
For steady state operation, the LPC 2.5 bleed is modulated between the fully opened and fully closed positions. Bleed position is
scheduled as a function of corrected low rotor speed biased with altitude and Mn. During cruise and takeoff conditions, the 2.5
bleed is fully closed. For starting and accelerations, the 2.5 bleed follows the steady-state schedule. For deceleration and reverser
operation, the 2.5 bleed opens to protect LPC stability. In the event of engine surge, the 2.5 bleed opens to enhance recovery.
Two 9th stage HPC bleed locations are provided, one designated as a start bleed and the other a stability bleed. Both 9th stage
bleed valves are two position (opened or closed) valves and are designed to be fully closed for most normal engine operation and
fully opened for engine starting. Each bleed valve has its own EEC commanded solenoid control valve mounted on the fan case.
The failsafe position of the 9th stage bleeds is in the open position. The bleed flow is vented to the fan air stream.
Each HPC bleed is independently scheduled as a function of high rotor speed corrected to the high pressure compressor inlet
temperature. For starting, both 9th stage bleeds are open. At normal idle speed on the ground, both 9th stage bleed valves are
closed. For normal steady state operation above idle, both HPC bleeds are closed. During deceleration, the 9th stage stability bleed
opens when the engine falls below the transient trip speed. After the deceleration is complete, a timer begins.
The 9th stage stability bleed remains open until the timer expires at which time the bleed valve closes. For reverser operation, the 2.5
bleed is open and both 9th stage bleeds are closed.
In the event of surge, the 2.5 bleed and the 9th stage stability bleed are opened below their surge disable speeds and remain open
until the surge detection signal clears. In addition, if the EEC senses 2 consecutive surges within a 10 second period, foreign object
damage is assumed to have occurred and the 2.5 bleed is held partially open. Assuming no other damage, this will result in normal
engine parameters except for an elevated EGT (typically 30C). The 2.5 bleed-open FOD command can only be removed by reducing
the thrust lever to idle and then resetting the desired thrust level. This action will restore normal 2.5 bleed operation
and restore EGT to normal.
E100

ENGINE STABILITY BLEED SYSTEM
E101
VARIABLE STATOR VANES

The Inlet Guide Vanes (IGV), 5th, 6th and 7th stage HPC stages have variable stator vanes. They are positioned as a
function of N1, N2 and T2 via the stator vane actuator.
At low rotor speeds, the variable vanes are moved in the closed direction to permit minimal airflow through the
compressor.
At high rotor speeds, the variable vanes are moved in the open direction to permit maximum airflow through the
compressor. The vanes start to close if the EEC detects a surge.
The variable vanes will fail-safe to the open position if the electrical signal to the actuator is lost.
E102

VARIABLE STATOR VANE SYSTEM
E103
THRUST REVERSER SYSTEM

The PW4000 employs a translating cowl (transcowl) sleeve fan thrust reverser which, when deployed, directs fan
discharge airflow forward to produce reverse thrust. The primary airflow stream is not reversed. Fixed cascades with
directional characteristics are installed around the reverser discharge annulus to provide the desired forward and
outward vectoring pattern of the reverser efflux.
The reverser is constructed in two structurally separate halves which are hinged to the airplane pylon at the top and
latched together at the bottom. Each reverser half becomes rigidly connected to the engine through circumferential V
groove-and-blade joints on the fan case outer diameter (OD) and inner diameter (ID) during the latching process.
When installed and stowed the reverser forms the fan duct through which fan discharge air is accelerated to produce
forward thrust, as well as providing protection for accessory components installed on the engine. In conjunction with
the fan cowl doors and inlet, the reverser forms the nacelle external aerodynamic flow surface.
The reverse actuation system contains: four locking hydraulic actuators (two per sleeve), two feedback actuators (one
per sleeve), an isolation valve (which isolates hydraulic pressure upstream of the actuators), the Transcowl Lock System
(i.e. the TLS, an independent locking system using electric motor-driven hooks) and a directional control valve (which
controls hydraulic pressure to each end of the actuators).
E104

THRUST REVERSER SYSTEM
E105
THRUST REVERSER OPERATION

Reverser deployment is commanded by raising the reverse lever after placing the thrust lever in the idle position when
the airplane is on the ground. This unlocks the TLS and initiates operation of the hydraulically powered actuation
system. The two transcowl sleeves translate aft on internal tracks, causing blocker doors to extend into the fan
discharge flow path to block the normal aft discharge of fan air, while simultaneously exposing the cascade annulus for
forward vectoring of the fan discharge airflow.
When sleeve translation has passed 78% of full deployment, the EEC will begin to permit thrust modulation above
reverse idle. When the sleeve has translated beyond 90%, max reverse thrust is permitted up to the reverse thrust N1
limit.
Stow is commanded by returning the reverse lever to its most forward position. Engine thrust is limited to idle until the
stow process is complete.
When any of the locks are released or when the sleeve moves aft of the stowed position, an unlock signal is displayed in
the cockpit as an amber REV indication on the upper ECAM display. When the reverser reaches full deployment, the REV
indication changes to green. With the sleeves fully stowed, no signal is provided to the cockpit.
Inadvertent operation (stow or deploy) of the reverser can be detected by the EEC by monitoring the reverser position
feedback. Upon detecting such a situation, the EEC commands the isolation valve to position the reverser in the desired
position. If the reverser inadvertently deploys (the sleeve is more than 10% deployed), the EEC will command the
auto-restow sequence and power the isolation valve in an attempt to re-stow the reverser. The EEC will also begin to
reduce thrust if the reverser is more than 10% deployed and command the engine to idle if the reverser exceeds 15%
deployment until the reverser has been re-stowed. In the case of an inadvertent stow, the EEC will auto-redeploy the
reverser by de-powering the isolation valve if the upper actuator on the deployed reverser senses it is less than 90%
deployed. The reverser will subsequently be re-deployed and remain deployed, due to the aerodynamic loads on the
translating sleeves.
E106

THRUST REVERSER
E107

USE OF AIRBORNE VIBRATION MONITORING (AVM) SYSTEM
Actual or incipient engine difficulties may be detected by the Airborne Vibration Monitoring Equipment (AVM) equipment. Vibration trends are
monitored by maintenance personnel as part of an engine conditioning monitoring program to detect any sudden increases in level, which may
indicate an engine problem. Vibration indication trends over a period of time are important provided readings are taken regularly during
comparable, stabilized flight conditions. Indicated N1 and N2 vibration levels under stabilized cruise conditions should be recorded at least once a
day.
Since vibration characteristics are unique to each engine, installation and instrumentation, a single reading is not very meaningful unless a sudden
significant increase is encountered. Therefore, specific limits to define abnormally high vibration levels are not established. The VIB ADVISORY
on the ECAM indicates a level in excess of 3 units on the N1 compressor and in excess of 5 units on the N2 compressor and is intended to induce
flight crews to closely monitor and crosscheck engine parameters.
1. High vibration indication can be corroborated by any of the following conditions on the affected engine:
2. Vibration reading increases and decreases with corresponding throttle movement.
3. High vibration readings are accompanied by vibration in the aircraft structure.
4. Abnormal engine noise or rumble accompanies an increased vibration level.
High vibration readings are accompanied by changes in other engine parameters such as EGT, N1/N2 relationship, OIL PRESS, OIL TEMP, OIL
QUANTITY, and/or NACELLE TEMP.
If during stabilized cruise a sudden increase in vibration in excess of one unit is encountered and the reading is corroborated as noted above,
attempt to operate the engine to reduce the vibration level to within one unit of the original indication. Consider engine shutdown, based on
acceptability of indicators other than vibration reading, and/or parameters beyond limits.
If a significant increase in vibration is encountered when engine thrust has been reduced to IDLE, an increase in engine power may result in a
reduction of N2 vibration level.
It is not necessary to shut down an engine solely because of abnormal vibration indication readings, or large differences in readings between
engines. The flight crew may choose to reduce thrust on an engine to control abnormal indications and maintain engine operation. Any abnormal
vibration indication, however, should be recorded for maintenance action.
E108
mlb 4/4/06

ENGINE VIBRATION MONITORING SYSTEM
E109

A330 PW4100 Ops Review 2006

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A330/PW4164/4168 OPERATIONS REVIEW

An operating procedure, technique, etc. which is considered "essential to emphasize."

For inquiries contact:

Manager Flight Operations

Telephone: (860) 565-0140

FLIGHT OPERATIONS SUPPORT

PW4164/4168 A330 OPERATIONS REVIEW

Electronic Engine Control

Engine Related ECAM Messages

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PW4164/4168 A330 OPERATIONS REVIEW

GENERAL PW4164/68 INFORMATION

PW4164/4168 GENERAL INFORMATION

PW4164/4168 GENERAL INFORMATION

PW4164/4168 A330 OPERATIONS REVIEW

ELECTRONIC ENGINE CONTROL

FULL AUTHORITY DIGITAL ELECTRONIC CONTROL

ON FAN CASE AT 7:00 POSITION

AND N2 REDLINE LIMIT PROTECTION

AND N2 OVERSPEED PROTECTION

ALTERNATE CONTROL MODE

This page Intentionally Left Blank

PW4164/4168 A330 OPERATIONS REVIEW

PW4164/4168 ENGINE OPERATION

PW4164/4168 ENGINE OPERATION

MAXIMUM CONT EGT LIMIT

GROUND START EGT LIMIT

IN-FLIGHT START EGT LIMIT

MINIMUM OIL PRESSURE

MINIMUM OIL TEMPERATURE

MAXIMUM OIL TEMPERATURE

PW4164/4168 ENGINE OPERATION

AUTOMATIC STARTING SEQUENCE

ENGINE MASTER SWITCH MOVED TO ON:

PW4164/4168 ENGINE OPERATION

MANUAL STARTING SEQUENCE

ENGINE MASTER SWITCH MOVED TO

PW4164/4168 ENGINE OPERATION

ENG MAN START -- OFF

ENG START sel -- NORM (after both engines started)

MANUAL STARTING SEQUENCE

ENG MAN START PUSHBUTTON

MODE SELECT SWITCH MOVED TO

PW4164/4168 ENGINE OPERATION

PW4164/4168 ENGINE OPERATION

PW4164/4168 ENGINE OPERATION

PW4164/4168 ENGINE OPERATION

PW4164/4168 ENGINE OPERATION

PW 4164/4168 ENGINE OPERATION

No warm-up for shutdown of up to 2 hours

Vibration may be felt after shutdown of approximately 1 hour

5 minute warm-up beyond 2 hour shutdown

Minimum oil temperature for takeoff is 50C

ECAM message ENG X OIL FILTER CLOG

PW4164/4168 ENGINE OPERATION

PW4164/4168 ENGINE OPERATION

PW4164/4168 ENGINE OPERATION

PW4164/4168 ENGINE OPERATION

Takeoff at temperatures of 50F and below

PW4164/4168 ENGINE OPERATION

Air Bleed Systems -- As required

Takeoff thrust setting -- Check. Thrust should be achieved by 80 knots

a. Monitor primary engine indications for normal engine operation.

PW4161/4168 ENGINE OPERATION