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

TECHNICAL TRAINING MANUAL

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

CFM LEAP-1A 78 Thrust Reverse

A320LEAP1A-B12-0008.6, Revision 3, Monday, 18 June 2018
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Airbus A319/A320/A321 (CFM LEAP-1A)

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

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

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

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

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

Ben Greenaway, Training Manager, UK.147.0057

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REVISION SUMMARY

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

Level

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

2017

3 R2, Monday, 01 January New Layout and minor mistakes amended.

2018

3 R3, Monday, 18 June R2 corrections from feedback courses #256-270 & #302. EWD N1 gauges corrected.
2018

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Table of Contents
Revision Summary .................................................................................................................................................................................................... 3
Thrust Reverser (T/R) System Acronyms ....................................................................................................................................................................... 7
Thrust Reverser - Level 1 ............................................................................................................................................................................................. 8
Thrust Reverser System ............................................................................................................................................................................................ 8
Introduction.......................................................................................................................................................................................................... 8
System Layout ..................................................................................................................................................................................................... 10
Operation ............................................................................................................................................................................................................ 10
Thrust Reverser Maintenance Practices – Level 2 ....................................................................................................................................................... 12
Opening the Thrust Reverser (T/R) for access ............................................................................................................................................................ 12
Latches ............................................................................................................................................................................................................... 12
Actuators ............................................................................................................................................................................................................. 14
Thrust Reverser Structure – Level 3 .......................................................................................................................................................................... 16
Description .......................................................................................................................................................................................................... 16
Deploy and Stow Components – Level 3 .................................................................................................................................................................... 18
Actuators ............................................................................................................................................................................................................. 18
Lower Actuators ................................................................................................................................................................................................... 20
Control Components ................................................................................................................................................................................................ 22
Electrical Tertiary Lock (ETL) .................................................................................................................................................................................... 24
Description .......................................................................................................................................................................................................... 24
Stow/Deploy – Level 3 ................................................................................................................................................................................................ 26
Deploy Sequence ..................................................................................................................................................................................................... 26
Overview ............................................................................................................................................................................................................. 26

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Deploy Sequence - Detailed .................................................................................................................................................................................. 28

Deploy Sequence - 2 ............................................................................................................................................................................................ 30
STOW SEQUENCE.................................................................................................................................................................................................... 38
Stow Sequence - 2 ............................................................................................................................................................................................... 40
Stow Sequence - 3 ............................................................................................................................................................................................... 42
Ground Assisted Stow Sequence (GASS) .................................................................................................................................................................... 44
Decription ............................................................................................................................................................................................................ 44

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INTENTIONALLY LEFT BLANK

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Thrust Reverser (T/R) System Acronyms

 COS - Cowl Opening System
 DCU - Directional Control Unit
 ETL - Electrical Tertiary Lock (ETL)
 GASS - Ground Assisted Stow Sequence
 ICU - Isolation Control Unit
 LACC - Lower Aft Cowl Catch
 SEC - Spoiler Elevator Computers
 SLFA - Synchronization Locking Feedback Actuator
 SMLA - Synchronization Manual Locking Actuator
 SNLA - Synchronization Non Locking Actuator
 TRAS - Thrust Reverser Actuation System

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Thrust Reverser - Level 1

THRUST REVERSER SYSTEM

Introduction

The Thrust Reverser (T/R) system is of the aerodynamic blockage type.

For each engine, it consists of two translating sleeves linked mechanically, ten blocker doors and twenty cascade vanes to redirect fan discharge airflow.

Each Thrust Reverser Actuation System (TRAS) is pressurised by its dedicated hydraulic power source:

 Green hydraulic pressure for engine 1

 Yellow one for engine 2

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THRUST REVERSER SYSTEM – INTRODUCTION

ENGINE FAN AIRFLOW

BLOCKER DOORS &
LINK ARMS
(x5)

CASCADE VANES
(x10)
BLOCKER DOORS
www.stormaviation.com

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System Layout

Each system consists of

 An Isolation Control Unit (ICU) and a Directional Control Unit (DCU).

 Four worm drive actuators (2 per side):
o Upper Actuators: Two Synchronization Locking Feedback Actuator (SLFA)
o Bottom Actuators: One Synchronization Manual Locking Actuator (SMLA) and one Synchronization Non Locking Actuator (SNLA)
 Three synchronisation flex shafts
 Locking and monitoring devices

Operation

The thrust reverser system is controlled by the Electronic Engine Control (EEC) in response to pilot and airframe/engine inputs.

To avoid inadvertent deployment in flight, the system operates under multiple and independent commands of various components. It comprises three lines of
defence: the Engine Interface Unit (EIU) control on the ICU and DCU, the Electronic Engine Control (EEC) control on the ICU and DCU, and Spoiler Elevator
Computer (SEC) control on the Electrical Tertiary Lock (ETL).

Each computer receives the throttle position independently from a dedicated sensor and the EECs and EIU are able to cross check the various inputs.

The system also comprises three securing methods: one primary lock in each upper actuator (SLFA) and one ETL at the bottom of the left translating sleeve.

The translating sleeves position is monitored by the SLFA Linear Variable Differential Transducers (LVDTs) and the retention means (locks) are monitored by
their related dual proximity sensor.

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THRUST REVERSER BASIC SYSTEM LAYOUT

ECAM LVDT SLFA

THROTTLE EWD LVDT
LEVERS DCU
TO TO
GA GA

SLFA
EEC
FLX
MCT

CL 45 CL

A
/
40

35
A
/
ICU
T 30
T
H H
R 25 R
0

R
20

15
0

R
SYNC. LOCKING
10

5
FEEDBACK ACT.
F
0
F (SLFA) X2
EIU
SMLA

SEC 1 LGCIU1 ETL

2 2
3
DIRECTIONAL
TO ETL CONT. UNIT DEPLOY SNLA

RETURN

SLFA - SYNC LOCKING FEEDBACK ACTUATOR

HYD ISOLATION
STOW SMLA - SYNC MANUAL LOCKING ACTUATOR
PRESSURE CONT. UNIT
SNLA - SYNC NON-LOCKING ACTUATOR
SUPPLY
ETL - ELECTRICAL TERTIARY LOCK
INLINE FILTER
ASSY. (IFA)

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THRUST REVERSER MAINTENANCE PRACTICES – LEVEL 2

OPENING THE THRUST REVERSER (T/R) FOR ACCESS

Latches

Each thrust reverser half can be opened for maintenance by releasing 8 latches along the centre line at the 6 o’clock position.

The latches are numbers L1, L2, L3.1, L3.2, L4.1, L4.2, LACC (Lower Aft Cowl Catch)-1, LACC-2.

There are two latch access panels, one for L2 latch and one for L3-1 and L3.2.

The LACC latches are located in the cold stream.

Note: After flight it is normal to see the red-pop pin of the T/R actuator extended. Connect the hand pump to dissipate the pressure before releasing the
latches.

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LATCHES

LATCH-L3.1
LATCH-L4.1

LATCH-LACC.2

LATCH-L1

OPENING OF THE THRUST REVERSE LATCHES:

- ENGAGE & OPEN LATCH L1. LATCH-L2
- ENGAGE & OPEN LATCH L2.
- ENGAGE & OPEN LATCH L3.1. LATCH-LACC.1
- ENGAGE & OPEN LATCH L3.2.
- ENGAGE & OPEN LATCH L4.1. LATCH-L421
- ENGAGE & OPEN LATCH L4.2. LATCH-L3.2
- ENGAGE & OPEN LATCH LACC-1.
- ENGAGE & OPEN LATCH LACC-2.
CAUTION: WIND SPEED OPENING LIMIT: 40 KNOTS (74KM/H)
CLOSURE IS THE REVERSE OF THIS.

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Actuators

A hydraulic actuator on each T/R half opens their respective halves using a GSE mechanical or electric pump.

The actuator incorporates a red pop-out which indicates when it is pressurised.

Each T/R half is held open with a Hold Open Rod (HOR).

Due to the proximity of the standoff for the T/R HOR and the fan cowl door HOR, the standoffs and the HOR are colour coded (green and yellow).

Note: After flight it is normal to see the red-pop pin of the T/R actuator extended. Connect the hand pump to dissipate the pressure before releasing the
latches.
Note: During opening of the ‘C’ ducts it is normal to hear a slight click. This is noise of the top sealing panel moving against the duct.

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ACTUATORS POP-OUT RETRACTED

(ACTUATOR DE-PRESSURISED)

w w w .stormaviation.com

ACTUATOR
COS FITTING
COS FITTING

PUMP
CONNECTION

COWL OPENING
SYSTEM

ENGINE FITTINGS
HOR HOR
FITTING FITTING
ENGINE FIXED
FITTINGS
HOLD OPEN ROD
HOLD OPEN ROD
THRUST REVERSER COWLS IN OPEN CONDITION POP-OUT NOT RETRACTED
AT 45 (ENGINE CHANGE) DEGREE ANGLE (ACTUATOR PRESSURISED)
CAUTION: RED PIN MUST BE RETRACTED BEFORE LATCHES ARE CLOSED

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THRUST REVERSER STRUCTURE – LEVEL 3

Description

The thrust reverser consists of two halves of ‘C’ ducts.

Each duct has four hinges, two (rear ones) are secured to the pylon primary structure. The forward two hinges attach to each half via floating beams.

The translating cowls are hydraulic actuated and slide rearwards to reveal the cascade vanes (which divert the secondary airflow forwards to produce reverse
thrust).

The movement of the transcowls operates 10 actuating arms (5 per side). These arms in turn deploy the 10 blocker doors that block the secondary airflow
thus forcing the air through the cascade vanes.

The cascade vanes form part of the Outer Fixed Structure of the thrust reverser half.

For aerodynamic purposes between the transcowl and the pylon, a slat clearance panel is installed on both halves at the 1 and 11 o’clock positions.

The Inner Fixed structure is fitted with a thermal reflective blanket for thermal and fire protection. Additional fire seals are fitted to maintain the fire
protection integrity.

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THRUST REVERSER STRUCTURE

HINGES (x4) SLAT CLEARANCE

PANEL
FLOATING
BEAM (x2)

OPENING
ACTUATOR

BLOW OUT
(BLOCKER) DOORS
(X10)

OPENING
THERMAL BLANKET
ACTUATOR
(THERMAL & FIRE PROTECTION)

INNER FIXED STRUCTURE DEPLOY/STOW ACTUATOR

FIRE SEALS
(x4)

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DEPLOY AND STOW COMPONENTS – LEVEL 3

Actuators

The Thrust Reverser (T/R) transcowls are actuated by 4 actuators:

 Two Synchronized Locking Feedback Actuators (SFLA) located at 2 and 10 o'clock

 One Synchronized Manual Locking Actuator (SMLA) located at 5 o'clock
 One Synchronized Non-Locking Actuator (SNLA) located at 7 o'clock

All of the actuators are connected together via synchronising shafts.

The Synchronized Locking Feedback Actuators (SFLA) contain a mechanical primary lock with dual channel (EEC A & B) proximity sensors. Additionally each
SFLA contains an LVDT for positional feedback.

The One Synchronized Manual Locking Actuator (SMLA) and the Synchronized Non-Locking Actuator (SNLA) operate in a similar manner to the SFLAs,
however they do not send positional feedback or locking status to the EECs.

Additionally the SMLA incorporates a manual locking handle which maintenance staff use to lock and safety the T/R when manually deployed.

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DEPLOY AND STOW COMPONENTS

SYNC LOCK
RM
S TO ION
IAT
AV

F/B ACT. (RHS)

OTT FLEX
TUBE

OTT SLFA
SYNC SHAFT (LHS)

SYNC SHAFT
RIGHT SYNC
TUBE
SYNC TUBE
(LHS)
(RHS)

SYNC MANUAL SYNC SHAFT

LOCK ACT. (LHS)
MANUAL DRIVE
UNIT MDU www.stormaviation.com

SYNC NON-
LOCKING ACT.

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Lower Actuators

There are two lower actuators

 One Synchronized Manual Locking Actuator (SMLA) located at 5 o'clock

 One Synchronized Non-Locking Actuator (SNLA) located at 7 o'clock

The One Synchronized Manual Locking Actuator (SMLA) and the Synchronized Non-Locking Actuator (SNLA) operate in the same manner to the SFLAs
however, they do not send positional feedback or locking status to the EECs.

Both lower actuators incorporate a Manual Drive Unit (MDU) for maintenance purposes.

Additionally the SMLA incorporates a manual locking handle which maintenance staff use to lock and safety the T/R when manually deployed.

The transcowls may be manually deployed using a 3/8’ speed brace at either MDU. The rotational direction is opposite.

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LOWER ACTUATORS SMLA

SYNC MANUAL
LOCKING ACTUATOR

SLFA
SYNC LOCKING LOCK HANDLE
F/BACK ACTUATOR (RHS ONLY)
SLFA
(LHS)
SYNC LOCKING
F/BACK ACTUATOR LOCKED
(RHS)
MDU UNLOCKED

FOR MANUAL DEPLOY

SMLA IAW 78-32-50-010-801-A
SYNC MANUAL THREE PERSONS ARE NECESSARY
LOCKING ACTUATOR ONE TO UNLOCK EACH SLFA
ONE TO OPERATE EITHER MANUAL DRIVE

MDU
SNLA
SYNC NON-LOCKING
MDU ACTUATOR
MANUAL DRIVE
SNLA
UNIT
SYNC NON-LOCKING
ACTUATOR SQUARE DRIVE
HOLE
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CONTROL COMPONENTS

The Isolation Control Unit (ICU) is located at 12 o'clock under the pylon. It has a maintenance isolation handle accessible from the left hand side of the fan
case. The ICU controls the hydraulic pressure input to the Thrust Reverser Actuation System (TRAS).

The Direction Control Unit (DCU) is located at 11 o'clock. The DCU controls the hydraulic flow to the T/R actuators.

The hydraulic filter assembly is upstream of the ICU at 12 o'clock. This ensures the aircraft hydraulic fluid for the T/R is clean.

Operation

The four T/R actuators deploy the T/R transcowls using hydraulic power, under the command of the EEC.

First and second lines of defence are provided by the primary and secondary lock proximity sensors. This prevents inadvertent T/R system deployment.

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CONTROL COMPONENTS

SYNC
TUBE
DIRECTIONAL CONTROL
UNIT

ISOLATION LOCK
TARGET (UNLOCKED)
CONTROL SENSORS
HYD. FILTER
UNIT

INHIBIT LEVER

PIN

POSITION
LVDT
INHIBIT PLUNGER
(SWITCH) SYN LOCKING FEEDBACK
ISOLATION CONTROL UNIT www.stormaviation.com ACTUATOR (SLFA)
(ICU)

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ELECTRICAL TERTIARY LOCK (ETL)

Description

The Electrical Tertiary Lock (ETL) forms a third line of defence (with the EEC and EIU), however it is separate to the EEC and EIU control of the T/R.

The ETL is installed on the left hand T/R at the 6 o’clock position.

When the Spoiler Elevator Computers (SEC) sense reverse thrust has been selected and the aircraft is on the ground (Radio Altitude (RA) < 6ft), they
command a signal to the controlling relay to unlock the ETL.

Each engine has one ETL. The controlling relay can be energised by either of two SECs (redundacy for single SEC failure).

 SEC 1 or 2 for engine 1

 SEC 1 or 3 for engine 2

The synchronisation shaft between the two translating sleeves ensures the ETL lock inhibits the thrust reverser deployment.

The ETL may be unlocked open for MEL dispatch purposes (thrust reverser still serviceable).

It is also necessary to unlock the ETL when manually deploying the transcowl for maintenance.

Dual channel proximity sensors ensure each channel of the EEC is informed when the ETL is unlocked and that the deploy sequence may continue.

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ELECTRICAL TERTIARY LOCK

TERTIARY LOCK:
SLFA
MUST BE MANUALLY UNLOCKED FOR
MANUAL DEPLOYMENT
AND FOR MEL DISPATCH IF U/S
MEL 78-30-04B

FLEX SHAFT
& SYNC TUBE
ASSEMBLY

THROTTLE TCU
LEVERS TLS
TO
GA
TO
GA
SWITCH
TRANSLATING

FLX
MCT

CL 45

40
CL

RESOLVERS
SNLA
SLEEVE

A A
/ /
AND
35
T 30 T
H H

MDU
R R
LH

25

LEVER
0 20 0

POTENTIO- TERTIARY LOCK SYSTEM

R 15 R

10

METERS
5

0
F F

TRANSLATING SLEEVE
(TRANSCOWL)
ALT < 6 ft
RA SECs
ETL s www.stormaviation.com

115V AC FWD
RELAY

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Stow/Deploy – Level 3
DEPLOY SEQUENCE

Overview

The active Electronic Engine Control (EEC) confirms the engine is running. The thrust reversers are stowed, locked and not inhibited. In these conditions:

 The Isolation Control Unit (ICU), Directional Control Unit (DCU) and Electrical Tertiary Lock (ETL) are de-energized to prevent
pressurization
 The 3 dual proximity sensors indicate locked
o 2 on the left and right upper Sync Locking Feedback Actuators (SLFA)
o 1 on the Electrical Tertiary Lock (ETL)
 The ICU pressure switch indicates a low pressure
 Both LVDTs indicate a stowed condition
o 2 on the left and right upper Sync Locking Feedback Actuators (SLFA)
 The ICU inhibition lever proximity sensor indicates a non-inhibited condition

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DEPLOY SEQUENCE - OVERVIEW

A/C ON
TEST
LGCIUs
GND
EIU 1 CFDIU EWD
MCDU

THROTTLE
28V DC DMCs 5
LEVERS 10 N1
%
0. 0
TO
TO
GA GA

FLX
MCT

FWCs
CL 45 CL
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0

R 15 R
10

F
5

0
F
LVDT
PROX. SENSOR
TR LOCKED PRIMARY LOCK
TR POSITION SYNC SYSTEM
TCU MANUAL HANDLE
TR LOCKED
TLA< -3.8° ETL LOCKED MDU
SWITCH

TRANSLATING
TLA< -4.3° EEC A
RESOLVERS
(SAME AS

SLEEVE
D
s

RH
C
POTENTIO- TLA< -3° EEC B) U
EEC
METERS B

ALT< 6 ft PRESS.
RA SECs
INHIB.
EEC
I
s C
B

TRANSLATING
EEC
U B
115V AC

SLEEVE
LH
RELAY
DCU: DIRECTIONAL CONT. UNIT
ICU: ISOLATION CONT. UNIT RETURN
TCU: THROTTLE CONT. UNIT A/C HYD
ETL: ELECT. TERTIARY LOCK POWER
SLFA: SYNC. LOCKING F/B ACT. SUPPLY
MDU EEC
SMLA: SYNC. MANUAL LOCKING ACT. B
SNLA: SYNC. NON-LOCKING ACT. ETL s
MDU: MANUAL DRIVE UNIT

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Deploy Sequence - Detailed

When the thrust-reverser lever is set to the deploy position, the following sequence occurs.

1) As soon as the Spoiler Elevator Computers (SEC) receive the signal from the Throttle Control Unit (TCU) potentiometers (Throttle Lever Angle
(TLA) < -3°), and from the Radio Altimeter (RA) (altitude < 6 ft), they control the powering of the ETL to open for 40 seconds.

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DEPLOY SEQUENCE - 1
A/C ON
GND TEST
LGCIUs EIU 1 CFDIU EWD
MCDU

THROTTLE
28V DC DMCs 5
LEVERS 10
REV
N1
%
0. 0
TO
TO
GA GA

FLX
MCT

FWCs
CL 45 CL
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0
R 15 R
10

F
5

0
F
LVDT
PROX. SENSOR
TR LOCKED PRIMARY LOCK
TR POSITION SYNC SYSTEM
TCU MANUAL HANDLE
TR LOCKED
TLA< -3.8° ETL LOCKED MDU
SWITCH

TRANSLATING
TLA< -4.3° EEC A
RESOLVERS
(SAME AS

SLEEVE
D
s

RH
C
POTENTIO- TLA< -3° EEC B) U
EEC
METERS B

ALT < 6 ft PRESS.

RA SECs
INHIB.
EEC
I B
s C

TRANSLATING
EEC
U B
115V AC

SLEEVE
LH
RELAY
DCU: DIRECTIONAL CONT. UNIT
ICU: ISOLATION CONT. UNIT RETURN
TCU: THROTTLE CONT. UNIT A/C HYD
ETL: ELECT. TERTIARY LOCK POWER
SLFA: SYNC. LOCKING F/B ACT. SUPPLY
MDU EEC
SMLA: SYNC. MANUAL LOCKING ACT. B
SNLA: SYNC. NON-LOCKING ACT. ETL s
MDU: MANUAL DRIVE UNIT

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Deploy Sequence - 2

2) When the Engine Interface Unit (EIU) receives the signals from the TCU switch (TLA < -3.8°) and from the Landing Gear Control and Interface
Units (LGCIUs) (aircraft on ground), it controls the closure of internal relays involved in the ICU and DCU powering.

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DEPLOY SEQUENCE - 2
A/C ON
GND TEST
LGCIUs EIU 1 CFDIU EWD
MCDU

THROTTLE
28V DC DMCs 5
LEVERS 10
REV
N1
%
0.0
TO TO
GA GA

FLX
MCT

FWCs
CL 45 CL
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0

R 15 R
10

F
5

0
F
LVDT
PROX. SENSOR
TR LOCKED PRIMARY LOCK
TR POSITION SYNC SYSTEM
TCU MANUAL HANDLE
TR LOCKED
TLA< -3.8° ETL LOCKED MDU
SWITCH SMLA

TRANSLATING
TLA< -4.3° EEC A
RESOLVERS
(SAME AS

SLEEVE
D
s

RH
C
POTENTIO- TLA< -3° EEC B) U
EEC
METERS B

PRESS. SLFA
ALT < 6 ft
RA SECs
INHIB.
I EEC SLFA
s C
B

TRANSLATING
EEC
U B
115V AC

SLEEVE
LH
RELAY
DCU: DIRECTIONAL CONT. UNIT
ICU: ISOLATION CONT. UNIT RETURN
TCU: THROTTLE CONT. UNIT A/C HYD
ETL: ELECT. TERTIARY LOCK POWER
SLFA: SYNC. LOCKING F/B ACT. SUPPLY SNLA
SMLA: SYNC. MANUAL LOCKING ACT. MDU EEC

SNLA: SYNC. NON-LOCKING ACT.

B ETL s
MDU: MANUAL DRIVE UNIT

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 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

DEPLOY SEQUENCE - 3

3) When the EEC receives the signals from the TCU resolvers (TLA < -4.3°), it closes an internal relay to power the ICU to open. The pressure is sent
to the actuators rod chambers to perform an overstow in order to release internal friction on primary locks prior to unlocking.

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 32 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

DEPLOY SEQUENCE - 3
A/C ON
GND TEST
LGCIUs EIU 1 CFDIU EWD
MCDU

THROTTLE
28V DC DMCs 5
LEVERS 10
REV
N1
%
0.0
TO TO
GA GA

FLX
MCT

FWCs
CL 45 CL
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0

R 15 R
10

F
5

0
F
LVDT
PROX. SENSOR
TR LOCKED PRIMARY LOCK
TR POSITION SYNC SYSTEM
TCU MANUAL HANDLE
TR LOCKED
TLA< -3.8° ETL LOCKED MDU
SWITCH SMLA

TRANSLATING
TLA< -4.3° EEC A
RESOLVERS
(SAME AS

SLEEVE
D
s

RH
C
POTENTIO- TLA< -3° EEC B) U
EEC
METERS B

PRESS. SLFA
ALT < 6 ft
RA SECs
INHIB.
EEC
I SLFA
s C
B

TRANSLATING
EEC
U B
115V AC

SLEEVE
INITIALLY

LH
RELAY ICU GIVES
DCU: DIRECTIONAL CONT. UNIT STOW PRESSURE
ICU: ISOLATION CONT. UNIT RETURN
TCU: THROTTLE CONT. UNIT A/C HYD
ETL: ELECT. TERTIARY LOCK POWER
SLFA: SYNC. LOCKING F/B ACT. SUPPLY
EEC
SNLA
SMLA: SYNC. MANUAL LOCKING ACT. MDU
SNLA: SYNC. NON-LOCKING ACT.
B ETL s
MDU: MANUAL DRIVE UNIT

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 33 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

DEPLOY SEQUENCE - 4

4) When the EEC receives the pressurization signal from the ICU pressure switch and the unlocked signal from the ETL proximity sensor, it closes an
internal relay to power the DCU to open. The pressure is sent to the actuators jack heads to release the actuators internal primary locks and
command the translating sleeves deployment.

a) One second after the SLFA LVDTs indicate 85 % of travel, the EEC commands the engine to accelerate from reverse idle to max reverse thrust.
Maximum allowable thrust is defined as a function of sleeve travel and TLA.

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 34 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

DEPLOY SEQUENCE - 4
A/C ON
GND TEST
LGCIUs EIU 1 CFDIU EWD
MCDU

THROTTLE
28V DC DMCs 5
LEVERS 10
REV
N1
%
0.0
TO TO
GA GA

FLX
MCT

FWCs
CL 45 CL
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0

R 15 R
10

F
5

0
F
LVDT
PROX. SENSOR
TR LOCKED PRIMARY LOCK
TR POSITION SYNC SYSTEM
TCU MANUAL HANDLE
TR LOCKED
TLA< -3.8° ETL LOCKED MDU
SWITCH SMLA

TRANSLATING
TLA< -4.3° EEC A DCU GIVES
RESOLVERS
(SAME AS

SLEEVE
PRESSURE TO D
s

RH
LARGER C
POTENTIO- TLA< -3° EEC B)DEPLOY SIDE U EEC
METERS OF PISTON B

PRESS. SLFA
ALT < 6 ft PRIMARY
RA SECs LOCKS
INHIB. RELEASE
EEC
I B SLFA
s C

TRANSLATING
EEC
U B
115V AC

SLEEVE
LH
RELAY
DCU: DIRECTIONAL CONT. UNIT
ICU: ISOLATION CONT. UNIT RETURN
TCU: THROTTLE CONT. UNIT A/C HYD
ETL: ELECT. TERTIARY LOCK POWER
SLFA: SYNC. LOCKING F/B ACT. SUPPLY
EEC SNLA
SMLA: SYNC. MANUAL LOCKING ACT. MDU
B ETL s
SNLA: SYNC. NON-LOCKING ACT.
MDU: MANUAL DRIVE UNIT

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 35 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

DEPLOY SEQUENCE - 5

5) At 97% of travel, the EEC de-powers the ICU by opening its internal relay. The TRAS is de-pressurised.

Note: All signals are dual (EEC A & EEC B) unless specified.

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 36 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

DEPLOY SEQUENCE - 5
A/C ON
GND TEST
LGCIUs EIU 1 CFDIU EWD
MCDU

THROTTLE
28V DC DMCs 5
LEVERS 10
REV
N1
%
0.0
TO TO
GA GA

FLX
MCT

FWCs
CL 45 CL
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0

R 15 R
10

F
5

0
F
LVDT
PROX. SENSOR
TR LOCKED PRIMARY LOCK
TR POSITION SYNC SYSTEM
TCU MANUAL HANDLE
TR LOCKED
TLA< -3.8° ETL LOCKED MDU
SWITCH SMLA

TRANSLATING
TLA< -4.3° EEC A
RESOLVERS
(SAME AS

SLEEVE
D
s

RH
C
POTENTIO- TLA< -3° EEC B) U EEC
METERS B

PRESS. SLFA
ALT < 6 ft
RA SECs STORMAV

INHIB.
EEC
I B
SLFA
s C

TRANSLATING
EEC
U B
115V AC

SLEEVE
AT 97%, THE ICU IS

LH
RELAY
DE-ENERGISED &
DCU: DIRECTIONAL CONT. UNIT
THE TRAS IS
ICU: ISOLATION CONT. UNIT RETURN DEPRESSURISED
TCU: THROTTLE CONT. UNIT A/C HYD
ETL: ELECT. TERTIARY LOCK POWER
SLFA: SYNC. LOCKING F/B ACT. SUPPLY
EEC SNLA
SMLA: SYNC. MANUAL LOCKING ACT. MDU
B ETL s
SNLA: SYNC. NON-LOCKING ACT.
MDU: MANUAL DRIVE UNIT

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 37 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

STOW SEQUENCE

Stow Sequence - 1

When the thrust-reverser lever is set to the stow position, the following sequence occurs.

1) When the EEC and the EIU receive the signals from the TCU to confirm the idle selection, they first de-energize the DCU and then the EEC closes
its internal contact to re-open the ICU. The pressure is sent to the actuators rod chambers to stow the translating sleeves.

a) The EEC will limit the engine thrust to selected forward idle mode until the Thrust Reverser is confirmed locked.

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 38 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

STOW SEQUENCE - 1
A/C ON
TEST
LGCIUs
GND
EIU 1 CFDIU EWD
MCDU

THROTTLE
28V DC DMCs 5
LEVERS 10
REV
N1
%
0.0
TO
TO
GA GA

FLX
MCT

FWCs
CL 45 CL
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0

R 15 R
10

F
5

0
F
LVDT
PROX. SENSOR
TR LOCKED PRIMARY LOCK
TR POSITION SYNC SYSTEM
TCU MANUAL HANDLE
TR LOCKED
TLA< -3.8° ETL LOCKED MDU
SWITCH SMLA

TRANSLATING
TLA< -4.3° EEC A
RESOLVERS
(SAME AS

SLEEVE
D
s

RH
C
POTENTIO- TLA< -3° EEC B) U EEC
METERS B

PRESS. SLFA
ALT < 6 ft
RA SECs
INHIB.
EEC
I B SLFA
s C

TRANSLATING
EEC
U B
115V AC

SLEEVE
LH
RELAY
DCU: DIRECTIONAL CONT. UNIT
ICU: ISOLATION CONT. UNIT RETURN
TCU: THROTTLE CONT. UNIT A/C HYD
ETL: ELECT. TERTIARY LOCK POWER
SLFA: SYNC. LOCKING F/B ACT. SUPPLY
EEC SNLA
SMLA: SYNC. MANUAL LOCKING ACT. MDU
B ETL s
SNLA: SYNC. NON-LOCKING ACT.
MDU: MANUAL DRIVE UNIT

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 39 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

Stow Sequence - 2

2) When reaching the end of retraction, the ETL is re-engaged first mechanically by the roller on the left translating sleeve, then the two primary
locks are re-engaged when reaching the overstow position.

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 40 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

STOW SEQUENCE - 2
A/C ON
TEST
LGCIUs
GND
EIU 1 CFDIU EWD
MCDU

THROTTLE
28V DC DMCs 5
LEVERS 10 N1
%
0.0
TO
TO
GA GA

FLX
MCT

FWCs
CL 45 CL
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0

R 15 R
10

F
5

0
F
LVDT
PROX. SENSOR
TR LOCKED PRIMARY LOCK
TR POSITION SYNC SYSTEM
TCU MANUAL HANDLE
TR LOCKED
TLA< -3.8° ETL LOCKED MDU
SWITCH SMLA

TRANSLATING
TLA< -4.3° EEC A
RESOLVERS
(SAME AS

SLEEVE
D
s

RH
C
POTENTIO- TLA< -3° EEC B) U
EEC
METERS B

PRESS. SLFA
ALT < 6 ft
RA SECs
INHIB.
I EEC SLFA
s C
B

TRANSLATING
EEC
U B
115V AC

SLEEVE
LH
RELAY
DCU: DIRECTIONAL CONT. UNIT
ICU: ISOLATION CONT. UNIT RETURN
TCU: THROTTLE CONT. UNIT A/C HYD
ETL: ELECT. TERTIARY LOCK POWER
SLFA: SYNC. LOCKING F/B ACT. SUPPLY
EEC SNLA
SMLA: SYNC. MANUAL LOCKING ACT. MDU
B ETL s
SNLA: SYNC. NON-LOCKING ACT.
MDU: MANUAL DRIVE UNIT

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 41 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

Stow Sequence - 3

3) 2 seconds after the overstow position is detected by the LVDTs, the EEC de-energizes the ICU to release the pressure in the actuators. Then the
EIU opens its internal relay to isolate the ICU powering. The TRAS is de-pressurised.

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 42 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

STOW SEQUENCE - 3
A/C ON
TEST
LGCIUs
GND
EIU 1 CFDIU EWD
MCDU

THROTTLE
28V DC DMCs 5
LEVERS 10 N1
%
0.0
TO
TO
GA GA

FLX
MCT

FWCs
CL 45 CL
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0

R 15 R
10

F
5

0
F
LVDT
PROX. SENSOR
TR LOCKED PRIMARY LOCK
TR POSITION SYNC SYSTEM
TCU MANUAL HANDLE
TR LOCKED
TLA< -3.8° ETL LOCKED MDU
SWITCH SMLA

TRANSLATING
TLA< -4.3° EEC A
RESOLVERS
(SAME AS

SLEEVE
D
s

RH
C
POTENTIO- TLA< -3° EEC B) U
EEC
METERS B

PRESS. SLFA
ALT < 6 ft
RA SECs
INHIB.
I EEC SLFA
s C
B

TRANSLATING
EEC
U B
115V AC

SLEEVE
LH
RELAY
DCU: DIRECTIONAL CONT. UNIT
ICU: ISOLATION CONT. UNIT RETURN
TCU: THROTTLE CONT. UNIT A/C HYD
ETL: ELECT. TERTIARY LOCK POWER
SLFA: SYNC. LOCKING F/B ACT. SUPPLY
EEC
SNLA
SMLA: SYNC. MANUAL LOCKING ACT. MDU
B ETL s
SNLA: SYNC. NON-LOCKING ACT.
MDU: MANUAL DRIVE UNIT

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 43 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

GROUND ASSISTED STOW SEQUENCE (GASS)

Decription

Ground Assisted Stow Sequence (GASS) ensures the T/R is correctly stowed. The EEC starts the sequence only on the ground in order to lock the T/R

The GASS sequence will begin if:

 At least one primary lock is detected unlocked after the normal stow sequence or,
 After the engine start

The GASS is engaged by energising the ICU which in turn commands an overstow (hydraulic pressure to the stow side of the actuators).

For the GASS to be initiated, the following conditions must be satisfied:

 Aircraft is on ground
 Throttle lever is in the forward thrust region and less than climb position
 No stow sequence is being commanded
 The engine is running
 One or two primary locks are seen unlocked
 The sleeve position is less than 11% of travel
 The thrust reverser is not inhibited
 The fire handle has not been pulled

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 44 of 46

 A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

GROUND ASSISTED STOW SEQUENCE (GASS)

A/C ON
TEST
LGCIUs
GND
EIU 1 CFDIU EWD
MCDU

THROTTLE
28V DC DMCs 5
LEVERS 10 N1
%
0.0
TO
TO
GA GA

FLX
MCT

FWCs
CL 45 CL
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0

R 15 R
10

F
5

0
F
LVDT
PROX. SENSOR
TR LOCKED PRIMARY LOCK
TR POSITION SYNC SYSTEM
TCU MANUAL HANDLE
TR LOCKED
TLA< -3.8° ETL LOCKED MDU
SWITCH SMLA

TRANSLATING
TLA< -4.3° EEC A
RESOLVERS
(SAME AS

SLEEVE
D
s

RH
C
POTENTIO- TLA< -3° EEC B) U
EEC
METERS B

PRESS. SLFA
ALT < 6 ft
RA SECs
INHIB.
I EECSLFA
s C
B

TRANSLATING
EEC
U B
115V AC

SLEEVE
LH
RELAY
DCU: DIRECTIONAL CONT. UNIT
ICU: ISOLATION CONT. UNIT RETURN
TCU: THROTTLE CONT. UNIT A/C HYD
ETL: ELECT. TERTIARY LOCK POWER
SLFA: SYNC. LOCKING F/B ACT. SUPPLY
SNLA
EEC
SMLA: SYNC. MANUAL LOCKING ACT. MDU
B ETL s
SNLA: SYNC. NON-LOCKING ACT.
MDU: MANUAL DRIVE UNIT

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 45 of 46

A320 NEO CFM LEAP-1A B1 & B2 ALL ATA 78 Exhaust
Engine

INTENTIONALLY LEFT BLANK

A320LEAP1A-B12-0008.6 Revision 3, Monday, 18 June 2018 Page 46 of 46