DOC AIRBUS | AMM A320FTHRUST REVERSER HALVES - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
The thrust reverser is attached to the pylon (immediately aft of the engine fan case) and to the fan case by the vee blade-vee groove system.
The reverser is constructed in two halves which are hinged at the top to the pylon and latched together along the bottom centerline.
** ON A/C NOT FOR ALL The thrust reverser is attached to the pylon (immediately aft of the engine fan case) and to the fan case by the vee blade-vee groove system.
Thrust Reverser StructureThe reverser is constructed in two halves which are hinged at the top to the pylon and latched together along the bottom centerline.
2. Description
A. General
Each thrust reverser half is supported from the pylon by four hinges.
These hinges are integral with a machined aluminium beam which runs along the upper section of the thrust reverser. The thrust reverser consists of four parts : the C-duct fixed structure, the translating sleeve, the blocker doors and the cascades.
Each thrust reverser half is supported from the pylon by four hinges.
These hinges are integral with a machined aluminium beam which runs along the upper section of the thrust reverser. The thrust reverser consists of four parts : the C-duct fixed structure, the translating sleeve, the blocker doors and the cascades.
B. C-Duct Fixed Structure
The C-duct is a door hinged to the pylon, one right side, one left side of the engine. When open, the C-ducts permit access to the engine, when closed the two C-ducts encompass the engine and are latched together beneath the engine.
The C-duct is formed of two walls.
The inner wall blankets the engine and encloses the engine compartment.
In order to accomodate the new position of the pressure regulator valve a 7.5in. by 4.5in., 0.418in. deep pandown is provided in the left hand C-duct inner wall.
The space between the two walls forms a duct to guide the air from the fan to the common nozzle at the rear of the engine. The C-duct contains hoisting points for removal and installation with the use of a three-point handling sling. The thrust reverser uses loadshare and bumper fittings to enhance engine performance retention. These loadshare fittings are located where the thrust reverser is coupled to the common nozzle exhaust collector.
Each C-duct contains a duct in the upper bifurcation wall which provides air to the precooler. The right hand C-duct contains an inlet for the Active Clearance Control (ACC) valve which provides air to cool the turbine case area. The left hand C-duct contains an inlet which provides air to the No. 4 bearing compartment Air Cooled Air Cooler (ACAC).
The C-duct is a door hinged to the pylon, one right side, one left side of the engine. When open, the C-ducts permit access to the engine, when closed the two C-ducts encompass the engine and are latched together beneath the engine.
The C-duct is formed of two walls.
The inner wall blankets the engine and encloses the engine compartment.
In order to accomodate the new position of the pressure regulator valve a 7.5in. by 4.5in., 0.418in. deep pandown is provided in the left hand C-duct inner wall.
The space between the two walls forms a duct to guide the air from the fan to the common nozzle at the rear of the engine. The C-duct contains hoisting points for removal and installation with the use of a three-point handling sling. The thrust reverser uses loadshare and bumper fittings to enhance engine performance retention. These loadshare fittings are located where the thrust reverser is coupled to the common nozzle exhaust collector.
Each C-duct contains a duct in the upper bifurcation wall which provides air to the precooler. The right hand C-duct contains an inlet for the Active Clearance Control (ACC) valve which provides air to cool the turbine case area. The left hand C-duct contains an inlet which provides air to the No. 4 bearing compartment Air Cooled Air Cooler (ACAC).
C. Translating Sleeve
The translating sleeve forms the outer surface of the C-duct. In forward thrust mode, the translating sleeve is held against the front of the C-duct providing an aerodynamically smooth surface to the engine nacelle.
In reverse thrust mode, the translating sleeve moves aft on tracks near the top and bottom of the C-duct. By such action, it moves the blocker doors down and exposes the cascades, thereby blocking the flow of fan air coming into the duct and directing it outward and forward through the cascades.
The translating sleeve contains panels for access to the thrust reverser actuator rear attachments.
The translating sleeve forms the outer surface of the C-duct. In forward thrust mode, the translating sleeve is held against the front of the C-duct providing an aerodynamically smooth surface to the engine nacelle.
In reverse thrust mode, the translating sleeve moves aft on tracks near the top and bottom of the C-duct. By such action, it moves the blocker doors down and exposes the cascades, thereby blocking the flow of fan air coming into the duct and directing it outward and forward through the cascades.
The translating sleeve contains panels for access to the thrust reverser actuator rear attachments.
D. Blocker Doors
Fire blocker doors are mounted side by side on the inside of the outer wall of each C-duct. The forward edge of the blocker doors is hinged to the translating sleeve and travel back with the sleeve.
The aft edge of the blocker doors is attached to the inner wall of the C-duct by a drag link. In forward thrust mode the blocker doors are flush against the outer wall and present a smooth surface to the flow of air through the duct.
In reverse thrust mode, the blocker door hinge moves aft with the translating sleeve. The aft edge of the blocker door, held by the drag link to the inner wall, is pulled down against the inner wall. The five doors are shaped to fit together to form a complete barrier across the air duct and effectively block the flow of air through the duct.
Fire blocker doors are mounted side by side on the inside of the outer wall of each C-duct. The forward edge of the blocker doors is hinged to the translating sleeve and travel back with the sleeve.
The aft edge of the blocker doors is attached to the inner wall of the C-duct by a drag link. In forward thrust mode the blocker doors are flush against the outer wall and present a smooth surface to the flow of air through the duct.
In reverse thrust mode, the blocker door hinge moves aft with the translating sleeve. The aft edge of the blocker door, held by the drag link to the inner wall, is pulled down against the inner wall. The five doors are shaped to fit together to form a complete barrier across the air duct and effectively block the flow of air through the duct.
E. Cascades
The cascades, in the outer wall of the C-duct, are covered by the translating sleeve on the outside and by the blocker doors on the inside during forward thrust.
In reverse thrust mode, the cascades are exposed on the outside when the translating sleeve moves aft and exposed on the inside when the blocker door hinges moves aft and the blocker doors are pulled down.
The air in the C-duct stopped by the blocker doors is forced out through the cascades. The louvers of the cascades are angled to send the air forward and outward thereby creating a reverse thrust against the movement of the aircraft.
The cascades, in the outer wall of the C-duct, are covered by the translating sleeve on the outside and by the blocker doors on the inside during forward thrust.
In reverse thrust mode, the cascades are exposed on the outside when the translating sleeve moves aft and exposed on the inside when the blocker door hinges moves aft and the blocker doors are pulled down.
The air in the C-duct stopped by the blocker doors is forced out through the cascades. The louvers of the cascades are angled to send the air forward and outward thereby creating a reverse thrust against the movement of the aircraft.
3. Materials
The C-duct inner barrel is constructed of an aluminium face sheet bonded to an aluminium honeycomb core. The cascades are constructed of moulded graphite.
The blocker doors are machined aluminium.
The blocker door drag links and cascade aft rings are made of aluminium.
Translating sleeve outer skin is constructed of a graphite panel composed of four layers of graphite skin with aluminium core frames. The translating sleeve acoustic panels are sandwich panels.They are composed of a 025 perf Al skin face sheet, a 3/8 cell Al field core and 020 Al back skin.
** ON A/C NOT FOR ALL The C-duct inner barrel is constructed of an aluminium face sheet bonded to an aluminium honeycomb core. The cascades are constructed of moulded graphite.
The blocker doors are machined aluminium.
The blocker door drag links and cascade aft rings are made of aluminium.
Translating sleeve outer skin is constructed of a graphite panel composed of four layers of graphite skin with aluminium core frames. The translating sleeve acoustic panels are sandwich panels.They are composed of a 025 perf Al skin face sheet, a 3/8 cell Al field core and 020 Al back skin.
4. Removal/Installation
The thrust reverser incorporates hoisting points for removal and installation of the thrust reverser C-duct assemblies with the use of a three point handling sling.
The thrust reverser incorporates hoisting points for removal and installation of the thrust reverser C-duct assemblies with the use of a three point handling sling.