DOC AIRBUS | AMM A320FTHRUST REVERSER - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
A. The thrust reverser Door Opening System (DOS) lets you open the thrust reverser assembly to do maintenance on the engine. Each door has an opening actuator which will open a door to the fully opened position and a hold open rod locks the door open. In addition, a closure assist assembly that is stowed on the left door is used to bring both doors together so they can be latched and locked. During maintenance, a ground hand pump can be attached to the actuator to supply it with hydraulic pressure.
2. System Description
A. The thrust reverser system has the components that follow:
(1) Hydraulic Control Unit (HCU) including:
- Isolation Control Unit (ICU)
- Directional Control Unit (DCU)
- Pressure switch
- Manual inhibiting cable
- Refer to (Ref. AMM D/O 78-31-00-00) for detailed description.
(2) Four actuators with internal locks.
(3) Two flexible synchronizing shafts.
(4) Two linear variable differential transformers located on each upper actuator.
(5) Two proximity sensors located on each actuator.
(6) Two thrust reverser cowls comprising a fixed structure and two translating sleeves.
(7) Inhibition cable system.
(8) Two track lock valves.
(9) Tee-piece.
(10) Filter and clogging indicator.
(11) Door Opening System (DOS).
3. Operation
A. General
The thrust reverser is actuated in response to signals from the Engine Electronic Control (EEC). Selection of either stow or deploy from the cockpit generates a signal to the engine EEC which in turn, supplies signals to the thrust reverser HCU.
The thrust reverser is actuated in response to signals from the Engine Electronic Control (EEC). Selection of either stow or deploy from the cockpit generates a signal to the engine EEC which in turn, supplies signals to the thrust reverser HCU.
B. Thrust Reverser Deployment
The thrust reverser deploy and stow function is controlled by the ICU and the DCU. The ICU isolates the system from aircraft hydraulic pressure when the thrust reverser is non-operational. The DCU controls the directional function of the thrust reverser translating sleeves. The ICU and DCU are controlled by dual-channel solenoid valves which receive signals from the EEC.
The thrust reverser deploy and stow function is controlled by the ICU and the DCU. The ICU isolates the system from aircraft hydraulic pressure when the thrust reverser is non-operational. The DCU controls the directional function of the thrust reverser translating sleeves. The ICU and DCU are controlled by dual-channel solenoid valves which receive signals from the EEC.
4. System Lockouts
A. General
The thrust reverser system lets you manually lock the HCU and unlock the hydraulic actuators to do ground maintenance.
The thrust reverser system lets you manually lock the HCU and unlock the hydraulic actuators to do ground maintenance.
B. HCU Inhibition Cable System
The HCU can be manually inhibited in order to prevent operation of the TRAS during ground maintenance. The HCU has a cable system that attaches at one end to the ICU and at the other end to a lever on the fan case. When you rotate the lever counterclockwise, the cable locks the isolation control valve in the inhibited position and isolates the TRAS from the hydraulic supply of the aircraft. The lever is held in place by a lockout pin which is stowed in the inhibit cable handle assembly.
The HCU can be manually inhibited in order to prevent operation of the TRAS during ground maintenance. The HCU has a cable system that attaches at one end to the ICU and at the other end to a lever on the fan case. When you rotate the lever counterclockwise, the cable locks the isolation control valve in the inhibited position and isolates the TRAS from the hydraulic supply of the aircraft. The lever is held in place by a lockout pin which is stowed in the inhibit cable handle assembly.
C. Hydraulic Actuator Locks
A manual lock release lets maintenance personnel manually unlock the actuators and operate the TRAS when there is no aircraft power. A pin is supplied which allows the actuator lock to be pinned in either the operational or unlocked state. If a single lock fails to unlock when commanded, you can manually pin the actuator to the unlocked position.
A manual lock release lets maintenance personnel manually unlock the actuators and operate the TRAS when there is no aircraft power. A pin is supplied which allows the actuator lock to be pinned in either the operational or unlocked state. If a single lock fails to unlock when commanded, you can manually pin the actuator to the unlocked position.