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GE CF6-80C2F POWERPLANT

CH 71-80

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ATA 71 GE CF6-80 C2F TABLE OF CONTENTS

FUEL FLOW INDICATION................................................................... 68


AIR SYSTEMS GENERAL DESCRIPTION ......................................... 70

TOC CF6-80C2FADEC: ........................................................................ 2


ABBREVIATIONS AND ACRONYMS ................................................... 3
POWER PLANT CF6-80C2F................................................................. 4
ENGINE COWLING............................................................................... 6
THRUST REVERSER ......................................................................... 10
CORE COWL PANELS ....................................................................... 16
ENGINE MODULE CONSTRUCTION................................................. 18
AIRFLOW STATION............................................................................ 20
ENGINE CONFIGURATION................................................................ 22
FAN ROTOR MAINTENANCE ............................................................ 24
ACCESSORY DRIVES MODULE ....................................................... 26
ENGINE COMPONENTS .................................................................... 28
ENGINE BORESCOPE INSPECTION PORTS................................... 32
ENGINE VENTS AND DRAINS........................................................... 34
ENGINE CHANGE............................................................................... 36
ENGINE PRESERVATION.................................................................. 38
OIL DISTRIBUTION SYSTEM OPERATION....................................... 40
LUBE AND SCAVENGE PUMP .......................................................... 44
MAGNETIC CHIP DETECTORS ......................................................... 46
OIL INDICATING SYSTEM ................................................................. 52
OIL INDICATION OPERATION ........................................................... 54
ENGINE FUEL DISTRIBUTION SYSTEM........................................... 56
FUEL PUMP ........................................................................................ 58
FUEL FILTER ...................................................................................... 58
SERVO FUEL HEATER ...................................................................... 60
FUEL NOZZLES .................................................................................. 60

VARIABLE BYPASS VALVES ............................................................. 72


VSV AND VBV CONTROL .................................................................. 76
COMPRESSOR DISCHARGE TEMPERATURE SENSOR (T3)......... 80
CCCV SYSTEM ................................................................................... 84
TURBINE CASE COOLING................................................................. 86
STANDBY ENGINE INDICATOR (SEI) ............................................... 96
ENGINE TACHOMETER SYSTEM ..................................................... 98
ENGINE FUEL AND CONTROL MESSAGES................................... 102
AIRBORNE VIBRATION MONITORING SYSTEM............................ 106
ENGINE N2 SPEED CARDS............................................................. 112
CONDITION MONITORING .............................................................. 114
PROPULSION INTERFACE MONITOR UNIT (PIMU) SYSTEM ...... 116
ELECTRONIC PROPULSION CONTROL SYSTEM (EPCS)............ 126
FADEC SYSTEM DESCRIPTION ..................................................... 128
EEC DISCRETES PRINTED CIRCUIT CARD .................................. 138
HMU FUEL METERING OPERATION .............................................. 143
EEC INPUTS/OUTPUTS ................................................................... 146
CONTROL MODES ........................................................................... 155
ENGINE IDLE SELECT ..................................................................... 158
START SYSTEM AIR SOURCES...................................................... 160
ENGINE IGNITION LEADS, PLUGS AND START CONTROL ......... 166
THRUST REVERSER SYSTEM........................................................ 170
T/R PRESSURE REGULATING AND DIRECTIONAL PILOT VALVE 180
TRANSLATING COWL DEPLOY/STOW........................................... 190
DEACTIVATION AND LOCKOUT .................................................... 196

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ABBREVIATIONS AND ACRONYMS


ACC - Active Clearance Control
ACTR- Actuator
AVM - Airborne Vibration Monitoring
CCCV - Core Compartment Cooling Valve
CTRL- Control
EEC - Electronic Engine Control
FADEC - Full Authority Digital Engine Control
GE - General Electric
gnd - ground
hdlg - handling
HMU - Hydro-mechanical Unit
HP - High Pressure
IDG - Integrated Drive Generator
LP - Low Pressure
PIMU - Propulsion Interface Monitoring Unit
PRSOV - Pressure Regulating and Shutoff Valve
TAI - Thermal Anti-Ice
TIP - Training Information Point
T/R - Thrust Reverser
T12 - Temperature at Station 1.2
svc - Service
VBV - Variable By-pass Valves
VSV - Variable Stator Vanes
N1 - Low Pressure Compressor Speed
N2 - High Pressure Compressor Speed

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GENERAL - POWER PLANT CF6-80C2F


Purpose
The two strut mounted engines provide the airplane with thrust, electrical power,
pneumatic power, and hydraulic power.
General Description
The power plant system is supported by the airplane strut. This includes the
engine, cowling, exhaust, mount and drain components. The General Electric
CF6-80C2F engines are a high bypass ratio (see engine specifications), dual
rotor, turbofan engine.
Engine cowling consists of the inlet cowl, fan cowl and core cowl. The exhaust
system discharges fan and turbine air through separate paths to atmosphere.
Fan exhaust is directed through a pneumatic thrust reverser. Turbine exhaust
passes through the exhaust sleeve. The forward and aft engine mounts carry
thrust, vertical, side and torque loads.
Specifications CF6-80C2F

Rated Thrust Classification 60,000 Pounds


Flat Rated Temperature 86F
Bypass Ratio 5.15 to 1
Compressor Pressure Ratio 29.9 to 1
EGT Redline (Max) 960C
N1 Redline (Max) 117.5%
N2 Redline (Max) 112.5%
Weight 9485 lbs

TURBINE EXHAUST SLEEVE

CORE COWL PANEL

THRUST REVERSER

FAN COWL CHINE (INBOARD SIDE ONLY)


FAN COWL PANEL
INLET COWL

INBD

EXHAUST SYSTEM COMPONENTS SHOWN FOR REFERENCE ONLY

POWER PLANT CF6-80C2F


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71-00-C2F-001

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GENERAL - ENGINE COWLING


Purpose
The cowling provides an aerodynamically smooth protective surface over the
engine, engine-mounted components, and accessories. The cowling controls
airflow around and through the engine, provides access to various areas of the
engine case and fan case.
General Description
The cowling for each engine includes the inlet cowl, fan cowl, thrust reverser
and core cowl. Access doors and openings are provided on the cowling to
facilitate maintenance and servicing.
The turbine exhaust consists of hot, combusted gases exiting the low pressure
turbine at high velocity. The major components of the turbine exhaust system
are the exhaust sleeve and plug.
Fan cowls, thrust reversers and core cowls are mounted to the strut with hinges.
Inlet cowl, exhaust sleeve and exhaust plug are bolted directly to the engine
case.
General Operation
The engine cowling opening sequence is fan cowl, thrust reverser, core cowl,
and closing sequence is in reverse order.
Together with associated exhaust systems, powerplant cowling performs
several functions. It minimizes aerodynamic drag of the engine installation. It
protects components within from hostile flight environments, provides sound
suppression and directs airflow for proper engine operation. Also powerplant
cowling provides for fire and over-pressure protection.
Inlet Cowl
Constructed of aluminum structure, with honeycomb core acoustical lining, and
kevlar/graphite external panels. Approximately 106 inches outside diameter, 55
inches long and weighs 564 lbs.

Fan Cowls
Constructed of aluminum structure, with nomex honeycomb and kevlar/graphite
external panels. The Fan Cowls are approximately 106 inches outside diameter,
53 inches long and weighs a total of 137 lbs. or 68.5 lbs each side.
Thrust Reverser Cowls
The fan thrust reverser cowls incorporate a self-contained hydraulic system to
power open the reverser halves for engine access. They provide the forward
thrust duct and also block and redirect this thrust forward to accomplish reverse
thrust. The Fan Thrust Reverser Cowls are approximately 104 inches outside
diameter, 63 inches long and weighs a total of 1538 lbs. or 769 lbs. each side.
Core Cowls
The Core Cowl panels are constructed of aluminum, titanium, and cres
(corrosion resistant stainless steel). The Core Cowls are approximately 72
inches outside diameter, 59 inches long and weighs a total of 244 lbs. or 122
lbs. each side.
Exhaust Sleeve And Plug
Both the exhaust sleeve and plug are constructed of welded honeycomb.

STRUT

EXHAUST
SLEEVE
HINGE (TYP)

HINGE
(TYP)

CORE COWL PANELS


PRESSURE
RELIEF DOOR

OIL TANK
ACCESS DOOR

THRUST
REVERSER HALVES
CHINE
FAN COWL PANELS
PRESSURE
RELIEF DOOR

INLET COWL

NOTE: EXHAUST PLUG NOT SHOWN

ENGINE COWLING
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GENERAL - FAN COWL PANELS


Purpose
The left and right fan cowl panels protect the engine fan case.

COWL PANEL. PERSONNEL STRUCK BY FALLING COWL


PANEL COULD BE SERIOUSLY INJURED. ROD IS NOT
LOCKED IF RED BAND WITH THE WORD UNLOCKED IS
VISIBLE. IF RED BAND IS VISIBLE, ROD WILL RETRACT
UNDER LOAD.
With the sleeve retracted, engage hold-open rod onto engine mounted bracket
and release sleeve. Brackets are mounted on engine flanges.

Access
The fan cowl panels are hinged to the strut and fair with the inlet cowl and thrust
reverser. Panels are latched together at the bottom centerline with three flush
mounted tension latches. The fan cowl panels open to provide access to
components on the engine fan case.
Characteristics
Each fan cowl overlaps the corresponding thrust reverser half. A pressure relief
door, located midway up the left cowl, opens to relieve excessive fan cowl
compartment pressures. The right fan cowl contains an access door to service
the engine oil tank without opening the cowl. Two hold-open rods are installed
on each fan cowl panel to support the cowl in the open position. The extended
hold-open rods engage brackets on the fan case to hold the fan cowl open to
positions of 40 or 55 degrees from the bottom centerline. The free ends of the
rods are stowed in receivers on the cowl when not in use.

Closing Fan Cowl Panels


The corresponding thrust reverser half must be closed before closing the fan
cowl panel. Disengage aft hold-open rod first, then disengage forward holdopen rod. Retract sleeve at receiver end of hold-open rod and disengage rod
from engine mounted bracket. Rotate and slide collar in direction indicated to
unlock hold-open rod from its extended position.
UNLOCKED indication should be visible. Retract hold-open rod and engage
into fan cowl panel receiver.
CAUTION: DO NOT ALLOW FAN COWL PANEL TO SLAM CLOSED.
DAMAGE TO FAN COWL PANEL AND/OR ENGINE
COMPONENTS MAY RESULT.
Push fan cowl panels together and engage latches.

Opening Fan Cowl Panels


Release fan cowl latches and engage hold-open rods. Engage forward holdopen rod first, then engage aft hold-open rod.

WARNING: ADEQUATE SUPPORT OF FAN COWL PANEL MUST BE


MAINTAINED WHILE ENGAGING HOLD-OPEN RODS TO
PREVENT INJURY TO PERSONNEL AND/OR ENGINE
COMPONENTS.
Retract sleeve at receiver end of hold-open rod to disengage rod from receiver.
Fully extend rod to locked position. Check that red UNLOCKED indicator band
is not visible.

WARNING: ENSURE THAT HOLD-OPEN ROD IS FULLY EXTENDED


AND LOCKED TO PREVENT ACCIDENTAL CLOSING OF

HINGE (3)
OIL TANK
ACCESS

AFT HOLD
- OPEN ROD

SLEEVE
RECEIVER

RIGHT FAN
COWL PANEL
HOLD-OPEN
RODS
LATCH (3)
FORWARD
HOLD-OPEN
ROD

SLEEVE
SECONDARY LOCK

INNER
COLLAR

RECEIVER

RED UNLOCKED BAND

INNER SEGMENT
OUTER COLLAR

FWD

OUTER SEGMENT
SLEEVE

HOLD-OPEN ROD

LEFT FAN COWL PANEL


(WITH HOLD-OPEN RODS STOWED)

ENGINE-MOUNTED
RECEIVER

FAN COWL PANELS


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GENERAL - THRUST REVERSER


Purpose
The thrust reverser, in the stowed position, provides a smooth surface for the
fan exhaust to produce thrust. In the deployed position, the thrust reverser
redirects the fan exhaust to produce reverse thrust.
Access
A hydraulic system is used to open each thrust reverser half to access engine
components.
The thrust reverser halves are attached to the strut and fair with the fan cowl
and core cowl. Opening the thrust reverser provides access to components on
the high pressure compressor case and accessory gearbox.
Characteristics
Each thrust reverser half overlaps the corresponding core cowl panel. The
thrust reverser half is hinged to the lower part of the strut with three hinges.
Thrust reverser halves are latched together with tension latches and the thrust
ring latch assembly. The thrust ring latch assembly consists of upper and lower
latches, upper and lower latch handles and upper latch cable. Major
components for the thrust reverser system are mounted to the reverser torque
box and fixed structure.
Operation
The inner and outer duct walls provide a flow path for fan air exhaust.
Translating cowl, drag links and blocker doors are used to direct fan exhaust
through the deflectors when the thrust reverser is deployed. The pneumatically
powered center drive unit (CDU) and ball screw actuators move the translating
cowl to the deployed position. In the stowed position, the deflectors are covered
by the translating cowl reducing drag. The translating cowl is lined with
acoustical material for sound suppression.

HINGE (3)
UPPER
LATCH
DEFLECTORS

ANGLE GEARBOX
AND BALLSCREW
ACTUATOR

INNER
DUCT WALL
OUTER
DUCT WALL

TRANSLATING
COWL
CENTER
DRIVE UNIT

LOWER
LATCH
THRUST REVERSER
TORQUE BOX
UPPER AND
LOWER LATCH
HANDLES

UPPER LATCH CABLE


(NOT VISIBLE)
STOWED POSITION

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DRAG
LINK

ANGLE GEARBOX AND


BALLSCREW ACTUATOR
DEPLOYED POSITION

THRUST REVERSER
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BLOCKER
DOOR

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GENERAL - THRUST REVERSER LATCH ASSEMBLIES


Purpose
The thrust ring latch assembly secures the outer leading edge of the thrust
reverser halves to the aft flange of the fan frame and case. It transmits reverser
loads into the engine fan frame instead of the strut hinges.

General
The thrust reverser halves are latched together by three tension latches along
the bottom split-line. The latches are mounted within the area covered by the
access and blow-out doors on the bottom of the thrust reverser. The forward
blow-out door must be opened first and closed last. Latch hooks are on the left
half and fit over latch pins on the right half. Latch tension is adjustable.

Location and Access

Adjustment

This assembly is mounted around the leading edge of each thrust reverser half.
Access is gained by opening the appropriate fan cowl panel.

The fan cowl panels must be open. The access and blow-out doors must be
open. Unlatch all three tension latches in order, starting with the aft latch,
working forward. Check the tension latches for damage.

Characteristics
The upper latch of the mounting ring is a hook that slips into a "U" bolt, mounted
to a bracket, on top of the fan stator case. Upper latching force is controlled by
the adjustable "U" bolt. The bottom latch is a barrel nut that fits into a "claw"
type clevis bracket mounted at the bottom of the fan case. The barrel nut is
adjustable to control lower latching force. Upper and lower latch handles are
used to open/close upper and lower latches. The upper latch cable is
adjustable. The thrust ring latch assembly may be removed if the thrust
reverser half is replaced.
Operations and Limitations
Opening the thrust ring latch assembly requires pulling lower latch handle
outward until latch pin bottoms in slot. Rotate upper latch handle outward
disengaging latch pin from slot. The upper latch is now disengaged from the "U"
bolt. Rotate lower latch handle outward disengaging barrel nut from clevis
bracket. Closing the thrust ring latch assembly requires engaging barrel nut
with clevis and rotate lower latch handle inward. Rotate upper latch handle
inward engaging latch pin in slot. Upper latch should engage "U" bolt.
CAUTION: DO A VISUAL CHECK THAT THE LATCH RING HOOK HAS
ENGAGED THE "U" BOLT WHEN CLOSING. ALSO, WHEN
OPENING THE COWLING ENSURE THE LATCH HOOK IS
CLEAR OF THE RING HOOK. FAILURE TO COMPLY WITH
THIS COULD CAUSE DAMAGE TO THE COWLING AS WELL
AS THE ENGINE PYLON.

The tension latch handle closing force is measured with a spring scale. Adjust
tension latches from forward to rear. Adjust the closing force by loosening the
latch bolt nut and rotating an octagonal offset bushing.

FAN STATOR CASE

U-BO LT

UPPER
LATCH

THRUST R ING LATCH


ASSE MBLY

UPPER
LATCH
CABLE

FWD
LOWER
LATCH
LATC H BOLT
NUT
LATCH
ANCHOR BOLT
FAN STA TOR
CASE

OCTAGONAL
OFFSET
BUSHING

CLEVIS
BRACKET

TENSION
LATCH

SPRING SCA LE
TEST POINT

THRUST REVERSER LATCH ASSEMBLIES


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BARREL
NUT

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GENERAL - THRUST REVERSER OPENING SYSTEM


General
The thrust reverser cowl opening is done with a hydraulic power opening
system. A hand pump is required for opening/closing the thrust reverser.
A hand pump can be connected to a quick disconnect to manually open the
thrust reverser.
Thrust Reverser Opening Actuator
The thrust reverser opening actuator is driven by hydraulic pressure to open
each thrust reverser half.
Each thrust reverser opening actuator is mounted to a bracket on each side of
the airplane strut. The thrust reverser opening relief valve is mounted to the
multiple connector. A flexible hose is connected from the strut T-Fitting to the
thrust reverser opening actuator inlet fitting.
The thrust reverser opening actuator inlet fitting incorporates a restrictor as a
safety device limiting the rate of closure. In the event of a hydraulic line rupture
or rapid closure, the restrictor provides a minimum 15 second closing cycle. A
25 micron filter at the input fitting protects the restrictor and actuator assembly
from fluid contamination.
The thrust reverser opening relief valve is for system high pressure relief and is
set 4350 - 4500 psig.
Thrust Reverser Hold Open Rods
Each thrust reverser half has one hold open rod. The rod pivots from a torque
box mount under the center drive unit and is held in stowed position with a quick
release clamp.
The hold open rod consists of an inner rod telescoped inside an outer tube. The
hold open rod is held in the telescoped position by a ball lockpin which passes
through both inner rod and outer tube through either of two holes. The hold
open rod engages a single bracket on the engine fan case and holds the
reverser half open to the 34 or 45 degree position depending on which hole is
engaged.

AUXILIARY
RESERVOIRS

STRUT

FWD
OIL TANK

HYDRAULIC
CONNECTOR

THRUST REVERSER
OPENING ACTUATOR

HAND PUMP

FAN
STATOR CASE
ROD END

BALL LOCK
PIN

HYDRAULIC
CONNECTOR

PLUNGER
BUTTON

HOLD
OPEN ROD

DUST CAP

FWD

THRUST REVERSER OPENING SYSTEM


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UPPER LATCH
HOOK

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GENERAL - CORE COWL PANELS


Purpose

Release core cowl latches and engage hold-open rods. Fully extend rod to
locked position. Check that red UNLOCKED indicator band is not visible.

WARNING: ENSURE THAT HOLD-OPEN ROD IS FULLY EXTENDED

The left and right core cowl panels protect the turbine case section of the
engine.
Location & Access

AND LOCKED TO PREVENT ACCIDENTAL CLOSING OF


COWL PANEL. PERSONNEL STRUCK BY FALLING COWL
PANEL COULD BE SERIOUSLY INJURED. ROD IS NOT
LOCKED IF RED BAND WITH THE WORD "UNLOCKED" IS
VISIBLE. IF RED BAND IS VISIBLE, ROD WILL RETRACT
UNDER LOAD.

The core cowl panels are hinged to the strut, and fair with the inner barrel of the
thrust reverser on the forward edge and rests against the engine exhaust sleeve
on the aft edge. Panels are latched together with three flush mounted tension
latches at the bottom. The core cowl panels open to allow access to the
combustion and turbine cases of the engine.

With sleeve retracted, engage hold-open rod onto engine mounted bracket.

Characteristics

WARNING: ADEQUATE SUPPORT OF CORE COWL PANEL MUST BE

A pressure relief door on the right core cowl panel opens to relieve excessive
core cowl compartment pressures. The door is hinged and latched. Two
lanyards are used to restrain the door when it is open. Fire shields installed
inside the core cowl panels protect them from high temperatures. A hold-open
rod installed on each core cowl panel supports the cowl in the open position.
The hold-open rod engages a bracket on the engine and is extended to position
the cowl open to 50 degrees from the bottom centerline. The free end of the rod
is stowed in a receiver on the cowl when not in use.
The support rod is telescopic and varialble on some core cowling.
Opening Core Cowl Panels
The fan cowl panels and thrust reverser must be open before attempting to
open the core cowl panels.

WARNING: BE SURE FAN COWL PANELS ARE OPENED AS


REQUIRED BY 78-31-00/201 BEFORE OPENING THRUST
REVERSER. FAILURE TO FOLLOW 78-31-00/201 COULD
RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO
FAN COWL PANELS, CORE COWL PANELS, AND THRUST
REVERSER.

Closing Core Cowl Panels

MAINTAINED WHILE HOLD-OPEN RODS ARE BEING


DISENGAGED TO PREVENT INJURY TO PERSONNEL
AND/OR ENGINE COMPONENTS.
Retract sleeve at receiver end of hold-open rod to disengage rod. Rotate and
slide collar in direction indicated and depress secondary lock to unlock hold
open rod from its extended position. The hold open rod is now retracted
allowing collar to move to its original position. UNLOCKED indication is visible.
CAUTION: DO NOT ALLOW CORE COWL PANELS TO SLAM CLOSED.
DAMAGE TO PANEL AND/OR ENGINE COMPONENTS MAY
RESULT.
Stow hold open rod and lower core cowl panel.

FIRE SHIELD
(L AND R SIDE)

HINGE (3)

HOLD OPEN ROD


LANYARD

PRESSURE RELIEF DOOR


(RIGHT SIDE ONLY)

LATCH (3)
UNLOCKED
INDICATOR

COLLAR

COMPRESSOR
REAR FRAME
COLLAR
RECEIVER
BRACKET

SLEEVE

FWD

CORE COWL PANELS


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SECONDARY
LOCK

RIGHT CORE COWL PANEL WITH


HOLD-OPEN ROD STOWED

HOLD-OPEN ROD

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GENERAL - ENGINE MODULE CONSTRUCTION


System Description
The CF6-80C2F is a dual spool, axial flow, high bypass ratio turbofan power
plant. It has an integrated fan rotor and low pressure compressor (also referred
to as a "booster compressor" and a 14 stage high pressure compressor (HPC).
The combustor is annular type. A 2-stage high pressure turbine (HPT) drives
the high pressure compressor, while a 5-stage low pressure turbine (LPT)
drives the fan and low pressure compressor.
Five modules make up the engine. Each module may be replaced as an
assembly without affecting engine performance or integrity. The five modules
are:

Fan module
Core module
High pressure turbine module
Low pressure turbine module
Accessory drives module

HIGH PRESSURE TURBINE MODULE

FAN MODULE

CORE MODULE
HIGH PRESSURE
COMPRESSOR

LOW PRESSURE
TURBINE
MODULE

FAN ROTOR
AND LOW
PRESSURE
COMPRESSOR

ANNULAR COMBUSTOR

ACCESSORY
DRIVES MODULE

ENGINE MODULE CONSTRUCTION


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AERODYNAMIC STATIONS
Identification
Gas turbine engine manufacturers adhere to Aerospace Recommended
Practice (ARP) 755A when assigning aerodynamic station numbers. This
standard was developed by the Society Of Automotive Engineers, Inc. and
provides performance station identification and nomenclature systems for gas
turbine engines. These identifications are referenced by number and alpha
characters and relate to both primary and secondary airflow gas paths.
The primary airflow path is identified with numbers 0 through 9 and secondary
airflow paths are identified with numbers 10 through 19. Any points of
measurement between whole numbers is identified in decimal equivalents.
The alpha prefix character(s) are used to clarify whether air temperature or air
pressure are being measured. They also indicate the manner in which the
temperature or pressure is being measured. Of the many characters available
those used on the GE engines are:
T = Temperature
P = Pressure
S = Static
Engine Instrument Sensor/Station Relationships
Temperature and pressure sensors are labeled with a T or a P, and a station
number which indicates the location of the sensor in the airflow. The CF6-80C2
sensors (not shown) are:

T12: (Electrical) inlet temperature (2)


P14: Fan duct pressure (Condition Monitoring System)
P2.5: HPC inlet pressure
T2.5: HPC inlet temperature (Condition Monitoring System)
P3: Compressor discharge pressure
T3: Compressor discharge temperature
P4.9: LP turbine inlet pressure (Condition Monitoring System)
T4.9: LP turbine inlet temperature (EGT)
T5: LP turbine exit temperature (Condition Monitoring System)

FAN DUCT
PRESSURE
P14

LP TURBINE INLET PRESSURE


AND TEMPERATURE
P4.9
T4.9

wdmt-h72-00-0001

FAN INLET
TEMPERATURE
T12

T5
LP TURBINE EXIT
TEMPERATURE

P3
T3
COMPRESSOR DISCHARGE
PRESSURE AND TEMPERATURE

P2.5
T2.5
HPC INLET PRESSURE
AND TEMPERATURE
AERODYNAMIC STATIONS
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GENERAL - ENGINE CONFIGURATION


General Configuration
The basic engine configuration for the CF6-80C engine consists of four Sump
location:

Sump A
Sump B
Sump C
Sump D

Sump A has the #1, 2, and 3 bearings. The B sump has #4, Roller and Ball
type bearings. The C sump contains the #5 bearing and is located just forward
of the HPT inlet. The D sump is the furthest aft on the engine at the LPT outlet..
The LPC module on the CF6-80C engine has four stages of compression and a
single stage fan section. This is also referred to as the booster section. The
HPC area consists of 14 stages of compression and is located in the main core
of the engine forward of the combustion case. A single annular combustor is
used on the engine for fuel introduction and combustion. The HPT consists a
two stage turbine and is used to drive the 14 stage HPC. The LPT has a five
stage turbine and is used to drive the booster section of the engine.

COMPRESSOR SECTION

COMBUSTION
SECTION

TURBINE SECTION

LOW PRESSURE COMPRESSOR


L

HONEYCOMB
NESTING AREA
HIGH PRESSURE
TURBINE (2 STAGES)
HIGH PRESSURE COMPRESSOR
(14 STAGES)

"C" SUMP

LOW PRESSURE TURBINE


(5 STAGE)

#5 BEARING
"A" SUMP

#3 BEARING

"B" SUMP

"D" SUMP
#6 BEARING
#2 BEARING
#1 BEARING

ROLLER BEARING
#4 ROLLERBEARING
#4 BALLBEARING

FAN ROTOR
BLADE

ENGINE CONFIGURATION
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GENERAL - FAN ROTOR MAINTENANCE


Fan Rotor Spinner
The fan rotor spinner is mounted to the fan disk by 38 bolts. A sealing ring
reduces air leakage around the joint. When installed, the spinner covers the
front of the dovetail slots to help hold the fan blades in place.
The spinner is balanced separately from the fan rotor before it is mounted. One
of the 38 bolt holes is offset to ensure proper alignment of the spinner and the
fan disk. Radial captive nuts in the spinner provide mounting locations for fan
rotor trim balance screws to make trim balancing the rotor easier. Trim balance
weights are used as necessary, but all holes are filled by a balance weight or a
screw plug.
Fan Rotor Blades
The 38 fan rotor blades are mounted in axial dovetail slots in the Fan Disk. The
blades are numbered counterclockwise looking aft. Blade position 1 is the
second dovetail slot counterclockwise from the spinner bolt hole which is offset.
A spring-loaded spacer and keyed retainer prevent forward motion of the blade
in the slot. The mid-span shrouds also prevent fore and aft motion of the
blades. Removal of the spacer allows the blade to move radially inward. This
disengages the mid-span shroud. Balancing weights may be added to the
retainer for coarse balancing of the fan rotor.
CAUTION: ALL PARTS REMOVED, EXCEPT BOLTS AND NUTS, SHOULD
BE MATCHMARKED OR NUMBERED FOR ASSEMBLY IN
ORIGINAL ALIGNMENT AND POSITION. USE ONLY
APPROVED MARKING MATERIAL.
Note:

When removing only one fan blade or opposite blades, it will be


necessary to remove the blade retainer, spacer and key from the
adjacent blades to allow enough blade movement to disengage
the mid-span shroud.

When fan blades are replaced, the minimum allowable clearance between
blade tips and the abradable shroud must be maintained.

CAUTION: ALL FIRST STAGE FAN BLADES, RETAINERS/SPACERS MUST


BE INSTALLED BEFORE MEASURING BLADE TIP-TO-SHROUD
CLEARANCES.
Fan Rotor Spinner
The fan rotor spinner is made of aluminum 7075 and is black anodized. It is
bolted to the fan disk. The spinner is aerodynamically shaped to minimize inlet
drag and to deter ice accumulation. Mounting locations are provided for
balance weights for precision balancing of the spinner and fan rotor.

SEALING RING
1ST STAGE BLADE
(38 LOCATIONS)

FAN ROTOR
SPINNER

KEY

DOVETAIL
SLOTS

SPACER
BOLT
MID-SPAN
SHROUD
FWD

RETAINER
WEIGHT

KEY

CLASS

SPACER
FAN ROTOR BLADE
OFFSET
HOLE

STAGE 1
FAN DISK

1
38

37
3

BALANCE
SCREW
SEAL RING
CAPTIVE
SHANKNUT
SPINNER MOUNTING
BOLT PATTERN

FWD

FIRE DETECTION - INTRODUCTION


FAN / ROTOR MAINTENANCE
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GENERAL - ACCESSORY DRIVE MODULES


General
Most of the gear driven engine accessories are mounted on, and driven by the
accessory gearbox. Refer to the diagram for the pad locations for the following
accessories:
Forward Side

Main engine control (Fuel Control Unit)


Lube and scavenge pump assembly
EEC Control alternator
Hydraulic pump

Aft Side
Integrated Drive Generator (IDG)
Pneumatic starter
Fuel pump

PAD 5 LUBE AND


SCAVENGE PUMP
HORIZONTAL
DRIVE SHAFT

PAD 7 HYDROMECHANICAL UNIT

N2 SPEED
SENSOR

OIL TUBE
BRACKET

PAD 3
HYD PUMP

ACCESS COVER FOR


BORESCOPE ROTATION
ADAPTER (REF)

PAD 9 PERMANENT
MAGNET ALTERNATOR
FORWARD SIDE

PAD 8
FUEL PUMP

PAD 4 IDG
PAD 6
PNEUMATIC
STARTER
AFT SIDE
NOTE: ACCESSORIES OMITTED FOR CLARITY

ACCESSORY DRIVES MODULE


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GENERAL - ENGINE COMPONENTS


Locations
The various engine system components are mounted on the engine. The
following component locator, broken down by module, is intended as a general
orientation to the engine. Component locations given by clock positions are
viewed from aft, looking forward. For more details on specific systems, refer to
the appropriate chapter.
Fan Module
Components located in the engine inlet:
Fan rotor: (Immediate access to fan rotor spinner cone, fan rotor blades.)
Electrical T12 sensor: (2:30 and 10:30)
Components mounted on the outside of the fan case:

Oil tank: (3:00)


Oil scavenge filter: (4:00)
EEC (9:00)
Ignition exciters (8:00)

Components mounted in the fan frame (accessible from the aft side of the fan
case):

Forward main engine mount: (12:00)


Variable bypass valve system (not shown)
2 VBV actuators: (3:00 and 9:00)
12 variable bypass valves
Transfer gearbox: (6:00)
Electrical N1 speed sensor: (2:00)
Number 1 bearing vibration sensor connector and spare mounting pad
(8:00)

Core Module
Compressor Stator Case
Accessory gearbox and heat shield

Variable stator vane system


2 VSV actuators: (3:00 and 9:00)
2 VSV actuation levers (not shown): (3:00 and 9:00)
IDG air/oil heat exchanger: (3:30)
Main fuel supply hose
Fan discharge air manifolds (for core cooling and turbine case cooling)
8th Stage bleed manifold
Compressor Rear Frame
Fuel tubes (manifold) - 2 igniter plugs (3:00 and 5:00) - HP and LP recoup
air manifolds

High Pressure Turbine Module


Active clearance control (ACC) manifold (fan discharge air)
Stage 2 turbine nozzle cooling manifold (11th stage compressor air)
Low Pressure Turbine Module
Low Pressure Turbine Stator
8 thermocouple probes
High pressure recoup manifolds (from diffuser)
Active clearance control manifolds (fan discharge air)
Turbine Rear Frame
Rear main engine mount (1:00 and 11:00)
Low pressure recoup manifolds (from diffuser)

T12INLET TEMP SENSOR


T12 SENSOR

HPT COOLING AIR


THERMOCOUPLE
MAIN FUEL
PROBE (8)
SUPPLY HOSE
VSV
FUEL TUBES
ACTUATION
LEVER

HP RECOUP
FORWARD
AIR MANIFOLD
ENGINE MOUNT
VSV ACTUATOR
(2)
CORE COMPARTMENT
COOLING AIR

REAR
ENGINE MOUNT

EEC
OIL TANK

OIL SCAVENGE
FILTER C2
IGNITER PLUGS
VSV ACTUATOR
IDG AIR/OIL HEAT EXCHANGER
ELECTRICAL N1
SPEED SENSOR

IGNITION EXCITERS
LOW PRESSURE
TURBINE CASE COOLING

VARIABLE BYPASS
VALVE (12)
VARIABLE BYPASS
VALVE ACTUATOR
(2)

FAN FRAME

FAN ROTOR SPINNER

FAN ROTOR BLADES

NO. 1 BEARING
VIBRATION SENSOR

ENGINE COMPONENT LOCATIONS


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ACC MANIFOLDS
ACCESSORY
LP
RECOUP
HEAT SHIELD AIR MANIFOLDS
ACCESSORY GEARBOX
TRANSFER GEARBOX

TRAINING MANUAL
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GENERAL - ENGINE MOUNTS


Purpose
The forward and aft engine mounts transfer engine thrust and absorb vertical
and side loads. The mounts allow axial and radial growth due to thermal
expansion.
General Component Locations
The forward mount is attached to the fan frame aft inner flange and the aft
mount is attached to the turbine rear frame.
Inspection/check or removal/installation of either engine mount requires
removal of the engine.
Characteristics
Forward Lower Engine Mount - This mount provides suspension of the engine
at three points. The two thrust links are attached to the inner fan frame on either
side of the mount assembly. The forward lower engine mount is attached to the
strut by four tension bolts.
Aft Lower Engine Mount - The mount lower fitting suspends the engine at two
points from a double flange on the turbine rear frame. The upper fitting is
attached to the strut by four bolts and barrel nuts. One point incorporates a
tangential link. The aft mount transfers side, vertical and torque loads.

UPPER AFT
ENGINE MOUNT
TANDEM BARREL
NUT (2)
FAILSAFE
CLEVIS
ENGINE MOUNT
PLATFORM
AFT SHEAR
PINS

YOKE

THRUST REVERSER
DEFLECTION
LIMITER BUMPER

FWD

LOWER AFT
ENGINE MOUNT

PLATFORM
LINK (2)
FRAME
LINK

FAN
FRAME

FAN FRAME AFT


INNER FLANGE
TANGENTIAL
LINK

TENSION
BOLT (4)

LOWER FORWARD
ENGINE MOUNT
AFT MOUNT
FORWARD MOUNT

FAN FRAME

ENGINE MOUNTS
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REAR FRAME

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FWD

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GENERAL - ENGINE BORESCOPE INSPECTION PORTS


General
Inspection of the internal parts of the engine is primarily done by means of the
borescope. The engine has access for borescope inspection of each stage of
the high pressure compressor, high pressure and low-pressure turbine inlets,
and from ports at Stages 2 and 4 of the low pressure turbine. Additional
borescope-access holes are provided in the compressor rear frame for the
inspection of combustion liner and first stage turbine nozzle. A hand-operated
or motor-driven system is available to facilitate borescope viewing of all high
pressure rotor blades. This mounts to the accessory gearbox.

B1-10
B1-3

B1-10
B1-7

B1-10

B1-11

B4-2

B4-3

B4-1

B1-9

B1-4

B1-13

B4-2

B4-3

B1-8

B4-1
B1-13

B4-4

B1-2

B3-2

B3-1

B1-8

B1-12

B1-2

B1-6

B1-5
B5
MOTOR MOUNT
(HP ROTOR BORESCOPE)
B2-6

B2-1

B2-5
B2-2
B2-4
B2-3

COMBUSTION CASE LINER


(AFT LOOKING IN)

ENGINE BORESCOPE INSPECTION PORTS


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B1-1

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GENERAL - ENGINE VENTS AND DRAINS

Starter Pad
IDG Pad

Purpose
Drain Mast
The engine vents and drains system collects and discharges drain fluids
overboard.
General Description
The drain system is divided into two parts. A drain module retains fluids until
expelled during flight and the drain mast discharges fluid directly overboard
through the drain mast. The oil tank scupper drain and combustion chamber
drain are not connected to the drain module or drain mast.
General Component Locations
The drain module is mounted to the aft side of the engine accessory gearbox. A
drain mast is attached to the fan stator case and protrudes through the engine
cowling into the airstream.
Drain Mast and Module
The drain module is bolted on the engine accessory gearbox lower backside
and is accessed by opening the thrust reverser. The drain mast is bolted to the
engine fan stator case rear underside, and extends below the fan cowl.
Drain Module
The accessories shown in the graphic have seperate drain cavities in the drain
module for storing leakage. When proper airspeed is reached the spring loaded
valve inside the module opens to admit air. This air flow empties the drain
cavities and discharges any accumulated fuel and oil overboard through the
drain mast.
The module also has push-to- open drain valves on the bottom. Each drain
valve is labeled for identification. Drain valves are provided for the following
components:
Hydraulic Pump Pad
Main Fuel Pump Pad
Hydro Mechanical Unit (HMU) Mount Pad

An ambient air inlet port provides air flow to the drain module. The drain lines
that exit directly through the main drain are

Strut Drain
Left and Right Variable Stator Vane (VSV) actuator
Left and Right Variable Bleed Valve (VBV) actuator
Fuel Line Shroud
Fuel Drain Manifold
Forward Electrical Junction Box
IDG Pressure Relief Valve

SCUPPER
DRAIN

COMBUSTOR
DRAIN LINE

OIL TANK
(REF)

COMBUSTOR DRAIN
VALVE (REF)

FUEL PUMP
TO DRAIN MAST

HMU
STARTER

DRAIN MAST

FWD

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FUEL
MANIFOLD

B767-3S2F

DRAINS

PYLON

ENGINE VENTS AND DRAINS

FLUIDS
J-BOX

SAMPLING PLUGS
DRAIN MANIFOLD

OIL/HYD

IDG

FUEL AGB

FUEL
DIRECT

HYDRAULIC
PUMP

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ENGINE CHANGE
Engine Removal

Remove the fan cowl panels


Open the thrust reverser doors
Remove the core cowl doors
Remove starter for use on engine being installed
Install cover over variable bypass valve
Disconnect Engine
Remove the engine drain mast
Install bootstrap equipment
Disconnect the engine mounts
Perform a general visual inspection for corrosion, powerplant strut

Engine Installation

Install new barrel nuts in the aft engine mount pylon fitting
Prepare engine mounts for engine installation
Install new serviceable mount nuts on forward engine mount
Verify the Serial Number on the serviceable tag matches the Serial number
on the engine data plate
Provide OK to install engine
Install Engine
Remove cradle from engine and lower to transport stand
Remove forward and aft bootstrap equipment
Install the bolts on each side of the strut
Install access panel for the skirt fairing
Tighten the thrust links to platform attach bolts.
Install the bolt and nut retainers on the forward mount
Inspect mount bolt installation
Install starter
Drain the starter oil, check the starter magnetic chip detector and replenish
the starter with oil
Connect thrust reverser opening hydraulic lines
Connect the strut drain line
EQ Connect the drain lines for the strut raceway
Install the drain mast
Connect the line to the pre-cooler inlet duct
Connect the hydraulic lines
Install the pneumatic starter duct

Connect the fire extinguishing discharge flex line to the tube fitting
Connect pre-cooler inlet duct
Connect the line to the pressure regulating valve
Connect the main fuel supply line

5. FORWARD BRACKET
(2 LOCATIONS)

6. UPPER AFT BRACKET


(2 LOCATIONS)
7. LOWER AFT BRACKET
(2 LOCATIONS)

4. AFT INBOARD ARM

8. AFT
OUTBOARD
ARM

3. INBOARD BRACE
STRUT
2. FORWARD
SUPPORT

9. DYNAMOMETER

1. FORWARD
INBOARD ARM

SEE

A
11. OUTBOARD
BRACE
10. AFT HOIST
(2 LOCATIONS)

12. CABLE

13. SHEAVE
(2 LOCATIONS)

14. DYNAMOMETER
(2 LOCATIONS)

16. FORWARD
OUTBOARD
ARM

17. BOLTS

D
CRADLE
FWD

15. FORWARD HOIST


(2 LOCATIONS)
2
18. BOLTS

OUTBD

19. BOLT

LEFT ENGINE IS SHOWN


(RIGHT ENGINE IS EQUIVALENT)

22. BOLTS
20. BOLT
20A. BOLT

MAKE SURE THE FACE OF THE DYNAMOMETER IS AFT

CAUTION:
_______ HOIST ASSEMBLIES MUST BE ORIENTED
AT THE TOP SO THAT SLACK CHAIN WILL
DESCEND FREELY BY FORCE OF GRAVITY

FWD
20C. BOLT

ENGINE CHANGE
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21. SKIRT FAIRING


ACCESS PANEL

20B. BOLT
(5 LOCATIONS)

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POWERPLANT ENGINE PRESERVATION


General
The GE engine must be stored and preserved against corrosion, liquids, debris
and atmospheric conditions. There are three periods of preservation:
Up to 30 days
Up to 3 months
3 months to 1 year.
Preservation
All engines removed from an aircraft, serviceable or unserviceable, must be
preserved to the 30-day preservation procedures per the applicable Engine
Maintenance Manual prior to movement into the serviceable/unserviceable
engine storage areas. This preservation shall include vapor proof paper,
moisture indicators and dehydrating agent even if the 30-day preservation
procedures do not require it. The vapor proof paper is used to cover the intake,
fan exit, and turbine exhaust. All other openings on the engine must be capped,
covered, bagged, and/or protected from damage and/or contamination.

767-400
MAINTENANCE MANUAL

CF6-80C2 SERIES
ENGINES

POWER PLANT - MAINTENANCE PRACTICES (PRESERVATION AND DEPRESERVATION)


1. General
A. This section contains instructions for preservation and depreservation of
installed power plants. Preservation consists of protecting a power
plant against corrosion, liquid and debris entering the power plant, and
atmospheric conditions during periods of storage, inactivity, or
following an in-flight shutdown. Depreservation consists of restoring a
preserved power plant to service.
B. The procedure to be followed in the preservation and depreservation of an
installed power plant will vary depending upon the length of inactivity,
and the type of preservation used.
NOTE: For engines that do not operate, refer to the preservation
procedures in the GE Engine Manual.
(1) The preservation procedure is based upon the following schedule:
(a) Up to 30 days.
(b) Up to 3 months.
(c) Three months to 1 year
(d) Indefinite.
NOTE: There is no restriction on the number of times the
preservation procedure can be renewed, as long as it is
accomplished every year.
C. The procedures in this section are given as a guide in deciding what
precautions should be exercised to provide adequate protection from the
elements during periods of inactivity. The power plant preservation
schedule is a flexible program that should be implemented in a manner
which suits the particular weather and storage conditions involved. A
program for inactive power plants exposed to high humidity and/or large
temperature changes, especially if near salt water, would require more
attention to preservation needs than those engines stored in dry
climates.
D. The preservation program for inactive power plants must be planned in
advance to implement the preservation renewal requirements, and monitored
regularly to assure that the required action is implemented prior to the
expiration of the preservation period.

E. The effectiveness of the preservation measures implemented should be


evaluated for determining the need to extend or shorten the periods
between preservation action. To be most effective, power plants in
nacelles should be desiccated, and inlet and exhaust openings plugged, to
help dehumidify the interior of the power plant. Humidity indicators
might be helpful in monitoring moisture conditions inside the power plant
even though the nacelle cannot be completely sealed from the weather.
F. When desiccants are used, they must be changed on a regular basis,
determined by the environmental conditions, to keep the desiccant
effective.
G. It is recommended that the variable bypass valve (VBV) doors be pumped
closed any time the power plant is to be preserved and stored or
maintenance is being performed in the area. This will avoid the
possibility of foreign objects entering the core engine inlet through the
VBV doors.

ACCESSORY
GEARBOX (REF)
HYDROMECHANICAL
UNIT
METERING VALVE
HEAD SENSOR
VSV ROD PORT
VSV HEAD PORT
UPPER PCB PORT
VBV OPEN PORT
PCR REGULATED
REFERENCE
PRESSURE PORT
wdmt-71-00-0017

EFFECTIVITY

FWD

71-00-03

ALL
H01A
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.

ENGINE PRESERVATION
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Page 202
Apr 22/07

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OIL SYSTEM - DISTRIBUTION SYSTEM OPERATION


System Control
The engine oil distribution system is completely automatic in operation.
Pressure Oil Flow
Engine oil which is stored in the oil tank flows by gravity through the supply inlet
screen to the lube and scavenge pump. The pressure pump element of the
lube and scavenge pump provides the motive force for lubricating and cooling
the engine bearings and gears. The oil flows from this pressure pump, through
the lube filter. (An oil filter service shutoff valve is provided for filter
maintenance.) From the oil filter the oil flows up through a gravity loop (which
keeps the oil from flowing from the tank to the bearings after engine shutdown)
and out to the bearings and gears.
Lubrication and Cooling
The oil pressure line to the A sump distributes oil to the No. 1 (ball) bearing,
Nos. 2 and 3 (roller) bearings, the accessory gear drive and bearings, and the
accessory gearbox. Sump A incorporates an air/oil separator.
The oil pressure line to the B and C sumps sprays oil on the No. 4 (ball), 4
(roller) and 5 (roller) bearings. Oil is sprayed on the vent tube that vents air from
the B and C sumps to the A sump to reduce coking on the vent tube.
The oil pressure line to the D sump sprays oil on the No. 6 (roller) bearing.
Scavenge Oil Flow
Oil from the A sump drains down the radial drive shaft housing into the transfer
gearbox where it is scavenged. A slinger-type disk pumps in the A and D
sumps provide positive sump draining for high altitude operation or airplane
maneuvers when scavenge would otherwise be difficult. The oil from the sumps
and the gearboxes returns to the Lube and Scavenge Pump via inlet screens to
the five scavenge pump elements. All scavenge oil flow from the five scavenge
pump elements is combined within the pump gallery to be discharged at one
common port .

From the lube and scavenge pump the scavenge oil flows under pressure past
the magnetic chip detector and then through the servo fuel heater and the fuel/
oil heat exchanger. The scavenge oil flow is then cleaned by the scavenge oil
filter as it returns to the oil tank.
Note:

The lubrication system is fully operational only when the engine is


running. It is not fully operational when the engine is motoring or
wind milling. Motoring and wind milling operations do not provide
adequate sump seal pressurization nor sufficient scavenge flows.
Consequently, increased apparent oil consumption rates and
abnormal oil hiding occur.

DEAERATOR

SCAVENGE
OIL FILTER

OIL
QTY
XMTR

OVER
FILL

SIGHT
GLASS

PRESS
RELIEF
VALVE

OIL FILTER

~P

D SUMP

B/C SUMP

A SUMP
SLINGER
DISK
PUMP

OIL LINE
PRESS
SUPPLY
SCAVENGE
PUMP IN
SCAVENGE
PUMP OUT
VENT
OIL JET
BALL BRG
ROLLER BRG
MAG DET
OIL STRAINER
DRAIN PLUG

FLAME
ARRESTOR
ENG OIL
PRESS XMTR
TRANSFER
GEAR BOX

ENG LOW
OIL PRESS
SWITCH
PRESS
PUMP

ACCESSORY
GEAR BOX

ANTI-STATIC LEAK VLV

LUBE AND SCAVENGE PUMP


FUEL/OIL
SERVO FUEL
EXCHANGER HEATER

PR

OIL TEMP
SENSOR

MAGNETIC CHIP
DETECTOR

OIL DISTRIBUTION SYSTEM OPERATION


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OIL SYSTEM - OIL STORAGE SYSTEM


Storage System Components
The oil storage system consists of the following components:

Oil Tank
Oil Tank Filler Cap
Oil Tank Pressurizing Valve
Oil Tank Pressure Relief Valve

Oil Tank
The oil tank provides storage for the engine oil. It is located on the right side of
the fan case. Access is gained by opening the right fan cowl panel. It is
constructed of aluminum and may have an external coating of a silicone rubber
compound for insulation. A plug for oil draining is provided on the bottom of the
oil tank.
Oil Tank Filler Cap
The oil tank filler cap allows manual filling of the oil tank and seals the opening
of the fill port. The filler cap is located on the upper right side of the oil tank.
access for servicing may be gained by opening the oil tank access door located
on the right fan cowl panel or by opening the right fan cowl panel.
Oil Tank Pressurizing Valve
The oil tank pressurizing valve maintains tank internal pressure. The
pressurizing valve is located on top of the oil tank. Access is gained by opening
the right fan cowl panel. The oil tank is pressurized by the returning air-oil
stream. The oil tank pressurizing valve vents air into the A sump at 7-11 psi
above the transfer gearbox vent pressure.
Pressure Relief Valve
The pressure relief valve is a back-up safety valve that relieves tank pressure.
at 27 psi venting to ambient air preventing tank rupture. The relief valve is
located below the fill port scupper. Access is gained by opening the right fan
cowl panel.

CAUTION: DO NOT OVERFILL. IF ENGINE HAS BEEN MOTORED


WITHOUT SUBSEQUENT OPERATION FOR SCAVENGING, OIL
LEVEL WILL BE APPROXIMATELY TWO QUARTS (TWO
LITERS) LOW.

SCAVENGE
RETURN TUBE

OIL TANK
FILLER
CAP

VENT
TUBE
PRESSURIZING
VALVE

FILLER CAP
SCUPPER
DRAIN TUBE

ACCESS
DOOR

ENGINE OIL
TANK

ENGINE
OIL TANK
OVERFILL
PORT
SCUPPER
DRAIN

DRAIN
PLUG

OIL
SUPPLY
TUBE

SIGHT GLASS

OIL STORAGE
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PRESSURE
FILL PORT

PRESSURE
RELIEF
VALVE

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OIL SYSTEM - LUBE AND SCAVENGE PUMP


Purpose
The Lube and scavenge pump provides the motive force for the lubricating oil.
Location and Access
The lube and scavenge pump is mounted on the forward side of the accessory
gearbox. It is accessible when the Thrust Reversers are open.
Characteristics
The lube and scavenge pump contains one pressure pump element and five
scavenge pump elements. In the pump housing are two rows of vane type
positive displacement pumps. Each row contains three pumping elements. The
difference between the pumping elements is capacity which is determined by
the diameter and length of each. No regulation of oil pressure is provided within
the oil pump.
Power
The lube and scavenge pump is spline shaft driven by the accessory gearbox.

ACCESSORY GEARBOX
SCAVENGE INLET D SUMP
SCREEN
SCAVENGE INLET
SCREEN

FROM
B AND C
SUMP

FROM
TRANSFER
GEARBOX

FROM
OIL
TANK

TO ENGINE BEARINGS
AND GEARBOXES
ANTI STATIC
LEAK VALVE

LUBE
SUPPLY
INLET
SCREEN

FWD

PRESSURE
PUMP

ACCESSORY
GEAR BOX
C SUMP
SCAVENGE
INLET
SCREEN

B SUMP
SCAVENGE
INLET
SCREEN

A SUMP AND
TRANSFER GEARBOX
SCAVENGE INLET
SCREEN

FROM D SUMP
SCAVENGE OIL
TO OIL TANK
OIL LINES

FWD

PRESSURE

SCAVENGE
PUMP OUT

SUPPLY

MAG DET

SCAVENGE
PUMP IN

OIL STRAINER
DRAIN PLUG

LUBE AND SCAVANGE PUMP


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OIL SYSTEM - MAGNETIC CHIP DETECTORS


Magnetic Chip Detectors
The magnetic chip detectors attract metallic particles carried in the scavenge
oil. One is provided for each scavenge pump as well as a master chip detector
for all scavenge oil on return. The master chip detector is located in the
scavenge discharge flow tubing adjacent to the drain module. The individual
scavenge pump chip detectors are located on the inlet side of the respective
scavenge pump, and are saftied to the pump with safety wire. Access is gained
by opening the integrated drive generator service door or by opening the thrust
reversers.
Characteristics
The magnetic chip detector is a permanent magnet probe. An internal check
valve permits removal of the chip detector probe for inspection without draining
the oil system.
CAUTION: WHEN REMOVING CHIP DETECTOR ENSURE A SERVICABLE
O RING IS INSTALLED UPON INSTALLATION.

DRAIN
MODULE
OIL
TUBE

OIL FLOW FROM


SCAVENGE PUMPS
HOUSING

MAGNETIC CHIP
DETECTOR

MAGNETIC CHIP DETECTORS


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OIL SYSTEM - SCAVENGE OIL FILTER AND HEAT


EXCHANGERS
Scavenge Oil Filter
The scavenge oil filter, in conjunction with the lube filter and the supply and
scavenge inlet screens, clean contaminants from the oil.
Characteristics
The scavenge oil filter is of the replaceable element type. A filter relief valve is
provided that begins bypassing oil at approximately 40 psid for a partially
clogged filter. At 60 psid the relief valve is fully open.
The scavenge oil filter is located below the oil tank on the right side of the fan
case. Access is gained by opening the right fan cowl panel.
Fuel Oil Heat Exchanger
The fuel/oil heat exchanger dissipates oil heat and heats the fuel.
Characteristics
The fuel/oil heat exchanger consists of a multi-tube core, mounted in a
cylindrical housing that contains two inlet ports and two outlet ports. One set of
ports is used for fuel passage through the tubes of the heat exchanger core.
The other set of ports allows passage of oil around the core tubes within the
housing. All engine fuel passes through the heat exchanger since there is no
provision for bypass. A pressure relief valve permits scavenge oil to bypass the
core tubes at engine start up during cold weather.
The fuel/oil heat exchanger is bolted to the fuel pump on the bottom right side of
the engine. It is accessible when the thrust reversers are open.
Servo Fuel Heater
The servo fuel heater is used for additional heating of the fuel specifically used
for hydraulic movement of components.

Characteristics
The servo fuel heater consists of a multi-tube core, mounted in a cylindrical
housing that contains two inlet ports and two outlet ports. One set of ports is
used for fuel passage through the tubes of the heater core. The other set of
ports allows passage of oil around the core tubes within the housing.
The servo fuel heater is located on the right side of the engine at the 5:00
position. It is accessible when the right thrust reverser is open.

OIL TANK

OUTLET
PORT

OUTLET
PORT

SCAVENGE
OIL FILTER

FUEL/OIL HEAT
EXCHANGER

FAN CASE
IN

IN

FUEL
FLOW

PACKING

OUT

FILTER
ELEMENT

OIL FLOW
OUT
FWD

OIL SCAVENGE
FILTER BOWL

PRESSURE RELIEF VALVE

SCAVANGE OIL FILTER AND HEAT EXCHANGER


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FILTER
HEAD

INLET
PORT

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OIL SYSTEM - OIL DISTRIBUTION SYSTEM


Purpose
The oil distribution system provides supply and scavenge force for lubricating
the engine bearings and gearboxes, for cooling the oil, and for cleaning any
contaminants from the oil.
General Component Locations
The system component can be located inside the right thrust reverser and fan
cowls. System components are:

Lube and Scavenge Pump


Scavenge Oil Filter
Engine Lube Filter
Fuel/Oil Heat Exchanger
Servo Fuel Heater
Magnetic Chip Detectors

General Operation
All functions of the oil distribution system are completely automatic in operation.

MAGNETIC
CHIP
DETECTOR

SERVO FUEL
HEATER
DRAIN
MODULE
SCAVENGE
OIL FILTER
ACCESS
GEARBOX

LUBE AND
SCAVENGE
PUMP

FUEL/OIL HEAT
EXCHANGER

OIL DISRIBUTION SYSTEM


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FUEL
PUMP

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OIL SYSTEM - OIL INDICATING SYSTEM


General
The oil indicating system includes:

oil quantity
oil temperature
oil pressure
low oil pressure
oil filter bypass indicating

Oil indication appears on EICAS. A L(R) ENG OIL PRESS light for each engine
is located below the Standby Engine Indicator.
Indications
All oil pressure indications are visible on the Secondary Engine display and the
PERF / APU page. The engine oil temperature indication is provided to
EICAS from the EEC. Also, the following messages are displayed on the
primary engine display:
L / R ENG OIL PRESS (C)
L / R OIL FILTER (C)
In the case of the Low Oil Press indication two engine discrete lights are
located directly under the SEI. These lights indicate L / R ENG OIL PRESS.
The lights are normally on with the engines shut down and input for these
comes directly from the low oil pressure switch on the engine.

N1
AUTO
ON
EGT
N2

L ENG
OIL PRESS
a

LOW OIL
PRESSURE SWITCH
OIL PRESSURE
TRANSMITTER

L (R) ENG 0IL PRESS


L (R) OIL FILTER

OIL TEMPERATURE
SENSOR

PRIMARY
ENGINE
DISPLAY

EEC

OIL QUANTITY
TRANSMITTER

EICAS COMPUTER

OIL INDICATING SYSTEM


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70

35

OIL

PRESS

105

70

OIL

TEMP

18

OIL

QTY
70
105
18

OIL FILTER
DIFF PRESSURE

B767-3S2F

R ENG
OIL PRESS
a

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SECONDARY
ENGINE
DISPLAY

OIL PRESS 35
OIL TEMP 70
OIL QTY 03

PERF/APU
PAGE

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OIL SYSTEM - OIL INDICATION OPERATION


Oil Quantity
The oil quantity transmitter provides a reference signal to the EICAS computers
for determining the level of oil in the tank. The oil quantity transmitter is
mounted into the top of the rear half of the oil tank. Access is gained by opening
right the fan cowl. Oil Quantity appears on the EICAS Secondary Engine
Display and on the PERF/APU page.
The oil quantity transmitter contains a sealed liquid-level sensing unit. The
sensing unit is a hollow tube containing magnetic reed switches and a resistor
network, a cylindrical float houses a permanent magnet. The indicator unit is
line replaceable.
Oil Pressure Transmitter
Oil pressure appears on the EICAS Secondary Engine Display and on the
PERF/APU page. The oil pressure transmitter senses the differential pressure
between the oil supply manifold and the accessory gearbox vent. The oil
pressure transmitter is mounted on a bracket adjacent to the lube filter. Access
is gained by opening the right thrust reverser.
Oil Pressure Limits
The lower red line limit for oil pressure is 10 psid. The yellow band upper limit
changes between idle and full power as a linear function of N2. The yellow band
upper limit is 13 psid when the engine is at low idle (60% N2). At full power
(110% N2), the yellow band upper limit is 34 psid.
Low Oil Pressure Switch
The low oil pressure switch senses the differential pressure between the oil
supply manifold and the accessory gearbox vent. It is bracket-mounted
adjacent to the lube filter. Access is gained by opening the thrust reverser. The
switch contacts are normally closed. The switch opens at 15 psid and closes at
10 psid. When the oil pressure is low, the switch illuminates the low oil pressure
warning light and the message L(R) ENG OIL PRESS appears on EICAS.

Oil Temperature Sensor


The oil temperature sensor is a thermocouple probe which sends a digital signal
to EICAS. Oil temperature is indicated on the EICAS secondary engine display
and on the PERF/APU page.
The oil temperature (TEO) sensor contains two chromel-alumel type
thermocouples. The sensor is located on the forward side of the accessory
gearbox immediately inboard and below the control alternator. The sensor
mounts on a T-fitting in the scavenge oil return path between the master chip
detector and the lube and scavenge pump.
The operational range of the TEO sensor input to the EEC is from -81 to 352
degrees F(-63 to 178 degrees C). The red line limit is 347 degrees F (175
degrees C). The yellow band range is from 320 degrees F(160 degrees C) to
the red line limit.
Oil Filter Differential Pressure Switch
The oil filter differential pressure switch is a diaphragm-controlled snap-action
normally opens the switch that closes when the differential pressure across the
scavenge filter element is 25 - 33 psid. The switch configuration is normally
open. The switch is mounted to a bracket on the fan stator case below the oil
tank and above the scavenge oil filter.
An EICAS level (C) message L(R) OIL FILTER appears when the switch is
closed. The EICAS message will extinguish when the switch opens at 25 psid.
Or less.

SCAVENGE OIL FILTER


FROM HEAT
EXCHANGERS

<10 PSID

TO OIL
TANK

BYPASS
RELIEF
VALVE

MD & T

>15
PSID

L ENG
OIL PRESS
a
117.5

960

AUTO
ON

>33 PSID

L ENG
OIL PRESS
a

LUBE AND
SCAVENGE PUMP
PRESSURE OUTPUT

1.

L ENG OIL PRESS (C)

ENG OIL
PRESSURE
EICAS

E
E
C

RESISTOR
SWITCH
NETWORK

REF PWR

105

EEC

L EICAS

R EICAS
22 SWITCHES.

2 OR 3 SWITCHES MAGNETICALLY CLOSED AT ANY LEVEL

OIL INDICATING SYSTEM


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SECONDARY
ENGINE
DISPLAY

OIL

TEMP

QUARTS

18
OIL

3
QTY

LITERS

PERF/APU

REF PWR
DC REF

PRESS

CHAN B

OIL QUANTITY TRANSMITTER

35

DC REF

FROM SCAVENGE
OIL TEMP
PUMPS
SENSOR

EMPTY

70
OIL

CHAN A

OIL PRESSURE
TRANSMITTER

MAGNET

1.

PRIMARY
ENGINE
DISPLAY

TO FUEL/OIL HEAT DUAL


ELEMENTS
EXCHANGERS

P11

Page - 55

R ENG
OIL PRESS
a

L OIL FILTER (C)

28V DC
L BUS

OIL PRESS
LINE

112.5

N2

OIL PRESSURE LIGHT

LOW OIL
PRESSURE
SWITCH

OIL FILTER DIFFERENTIAL


ACCESSORY
PRESSURE SWITCH
GEARBOX
(VENT)

960

EGT

112.5

<25 PSID

117.5

N1

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

70
105
18

OIL PRESS 35
OIL TEMP 70
OIL QTY

PERF/APU PAGE

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ENGINE FUEL SYSTEM - ENGINE FUEL DISTTIBUTION


General Description
The engine fuel and control system includes distribution, control, and indicating.
Distribution
The fuel distribution system receives and filters fuel from the airplane fuel tanks,
and pressurizes and distributes the fuel through fuel tubes and fuel nozzles to
the engine combustion section.
The system utilizes engine oil to heat the main engine control (MEC) servo fuel.
The components of the distribution system are located on the engine, these are:

Main Fuel Supply Hose


Fuel Pump
Fuel Filter
Servo Fuel Heater
Fuel Tubes (Manifold)
Fuel Nozzles

Operation
The boost pump and gear pump pressurize fuel from the Main Supply Hose.
The pressurized fuel is supplied through the Fuel/Oil Heat Exchanger and Fuel
Filter to the HMU. Metered fuel from the HMU is supplied through the Fuel Flow
Transmitter, IDG Fuel/Oil Heat Exchanger, and Fuel Tubes Manifold to the Fuel
Nozzles.
Any fuel collected in the combustor drains through a Combustor Drain Valve
when the engine is shut down.
Note:

The combustor drain valve is being deleted on some CF6 engines.

Interfaces
The Servo Fuel Heater provides heated fuel for the Engine Air System. The fuel
also cools the engine oil and IDG oil.

MAIN
FUEL
SUPPLY
HOSE

FUEL TUBES AND


MANIFOLD

FUEL FILTER
DIFF PRESSURE
SWITCH (TO EICAS)

FUEL PRESSURE
TRANSMITTER
(TO EICAS)

FUEL
NOZZLES
(30)

RELIEF VALVE
IMPELLER
PUMP

GEAR
PUMP

FUEL PUMP
SPLINE
DRIVE
FUEL/OIL
HEAT
EXCHANGER

FUEL
FILTER

SERVO
FUEL
HEATER

TO ENGINE
AIR SYSTEM

ENGINE OIL

IDG FUEL/
OIL HEAT
EXCHANGER

BOOST PUMP PRESSURE


IMPELLER PUMP PRESSURE
GEAR PUMP PRESSURE

HMU

METERED FUEL
RETURN PRESSURE

ENGINE FUEL DISTRIBUTION SYSTEM


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FUEL FLOW
TRANSMITTER
(TO EEC AND EICAS)

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ENGINE FUEL SYSTEM - FUEL PUMP


Purpose

Servicing
The metal inter-stage strainer is removable for cleaning.

The fuel pump supplies pressurized fuel to the Hydro Mechanical Unit (HMU).

Removal and Installation

Location

The fuel pump is removed from the accessory gearbox after draining the fuel
lines. The fuel/oil heat exchanger and fuel filter are removed if necessary.

The pump is mounted to the engine accessory gearbox with a hinged 'V' flange
coupling on the aft side at the 5:00 position.
Characteristics

The pump must be supported during removal and installation to prevent


damage to the seals and spline shaft (weight approximately 43 lbs.) reference
the Aircraft M/M for pump installation test procedures.

The pump spline drive shaft engages the wet spline of the accessory gearbox
adapter. An O-ring seal on the pump shaft retains lubricating oil. A carbon seal
prevents fuel leakage into the accessory gearbox adapter.
The fuel/oil heat exchanger, fuel pressure transmitter and fuel filter are mounted
directly to the pump assembly. The pump has two pumping elements, a
centrifugal boost element, and a fixed displacement high pressure gear
element. An inter-stage strainer is designed to protect the gear pump from
particle damage. Fuel outlet and bypass ports interconnect the fuel pump to the
HMU. An internal relief valve prevents over-pressurization of the pump. A drain
plug on the pump allows the assembly to be drained prior to disconnection.
Operation and limitations
The fuel from the airplane tanks is boosted in pressure by the boost element
impeller pump sufficiently to prevent cavitation of the gear pump. This interstage pressure (Pb) is measurable from a port on the pump. Boost pressure is
0-152 psid, depending on RPM.
The fuel from the impeller pump flows through the inter-stage strainer to the
positive-displacement gear pump. The outflow pressure is maintained below
1500-1700 psi by a relief valve.
Outflow from the gear pump flows through the externally mounted heat
exchanger and fuel filter to the discharge port. Excess fuel is returned to the
inter-stage section through the bypass port. Ports are provided for filter supply
pressure and filter discharge pressure.

ENGINE FUEL SYSTEM - FUEL FILTER

FUEL PUMP
ADAPTER

AFT SIDE GEARBOX

DISCHARGE
PORT TO HMU

FUEL PUMP
ADAPTER
FUEL FILTER
DIFF PRESSURE
SWITCH PORTS
FUEL
INLET

FUEL FILTER
MOUNT
DISCHARGE
PORT TO HMU

O-RING
SEAL

V FLANGE
COUPLING

FUEL
INLET

RETURN PORT
FROM HMU INTERSTAGE
STRAINER
PUMP SPLINE
DRIVE SHAFT

DRAIN PLUGS
RIGHT PUMP VIEW

FWD

FUEL PUMP
INTERSTAGE
PRESSURE
TRANSMITTER
MOUNT
FUEL/OIL HEAT
EXCHANGER MOUNT

FWD

FUEL/OIL HEAT
EXCHANGER
LEFT PUMP VIEW

FUEL PUMP
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FILTER

TRAINING MANUAL
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Purpose
The fuel filter removes particles from the fuel that are large enough to cause
contamination/damage to the using systems.
Location
The fuel filter is bolted to flanged ports on the side of the fuel pump.
Characteristics
The filter element is a disposable unit. It is made of an epoxy impregnated
inorganic glass/polyester compound, pleated and supported with a course
aluminum mesh. Each end has a seal ring.
A relief valve in the filter body allows fuel to bypass an obstructed filter element
at 35+/-5 psid. A wash screen with a relief valve is located in the filter body to
screen the servo fuel. The relief valve opens at 15+/-5 psid.
A servo fuel outlet port is located on the filter.
Removal and Installation
The fuel filter element is reversible allowing either end to be inserted into the
filter bowl during replacement. During installation the filter bowl is installed hand
tight only.

ENGINE FUEL SYSTEM - SERVO FUEL HEATER

SERVO FUEL
OUTLET PORT

FUEL FILTER
SERVO
FUEL
DIFFERENTIAL
PRESSURE SWITCH HEATER

FUEL OUT
SERVO FUEL
OUTLET PORT
FUEL IN

FUEL OUT
RELIEF
VALVE
FUEL IN

WASH SCREEN

MAIN
FUEL
SUPPLY
PORT

SERVO FUEL
OUTLET PORT

RELIEF
VALVE
SERVO
FUEL
OUTLET
PORT

SEAL
RING

FUEL
TUBES
FUEL/OIL
HEAT EXCHANGER

FILTER
BOWL
FILTER
ELEMENT
SEAL
RING (2)

BYPASS

Page - 61

FUEL FILTER
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FUEL
PUMP

FUEL PUMP
INTERSTAGE
PRESSURE
TRANSMITTER PORT

FILTER

B767-3S2F

HMU

EFF - ALL

TRAINING MANUAL
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FUEL
FROM
HMU
FUEL
FILTER

IDG FUEL/
OIL HEAT
EXCHANGER
FUEL FLOW
TRANSMITTER

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Purpose
The servo fuel heater heats the fuel used for HMU servo operations to prevent
icing of the fuel.
Location
The servo fuel heater is bolted to a bracket in the accessory compartment on
the right side of the Accessory Gearbox.
Characteristics
Hot oil from the engine lube system enters the heater through a relief valve
assembly to flow around fuel heater tubes. The relief valve opens at 60 psid if
the oil passage become blocked or attempting to start the engine in cold
weather. Baffles force the oil to change direction four times before exiting the
heater. Fuel passes straight through the heater tubes, without bypass,
absorbing heat from the oil before exiting.

ENGINE FUEL SYSTEM - FUEL NOZZLES

FUEL TEMPERATURE
SENSOR VALVE
FUEL OUT
(TO HMU)
BAFFLES
FUEL
HEATER
TUBES

OIL BYPASS
VALVE ASSY
FUEL IN
(FROM FUEL
FILTER)

SERVO OIL
RETURN
OIL OUT
OIL IN

FUEL
IN

FUEL OUT
THERMAL
MASS
FUEL TEMPERATURE
SENSOR VALVE
1
OIL BYPASS
VALVE ASSEMBLY
OIL IN

OIL BYPASS VALVE


SHOWN IN COLD FUEL
CONDITION

OIL OUT
SERVO OIL
RETURN TO GEARBOX

SERVO FUEL HEATER


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Purpose

As fuel flow increases with engine acceleration, the flow divider valve opens to
allow fuel through the secondary flow passage.

The fuel nozzles distribute and atomize the fuel within the combustion section.
Heat Shield
Location and Access
The 30 fuel nozzles are mounted through the compressor rear frame (CRF).
Access is by opening the thrust reversers.

The heat shield prevents excessive temperatures from reaching the flow
passages.
Maintenance Practices

Characteristics
The nozzles are flange-mounted to the CRF. They are numbered 1 through 30,
clockwise from the top. Each nozzle includes an inlet check valve, a primary
flow passage, a secondary flow passage, a flow divider valve, a heat shield, and
an air shroud. There are 2 different type nozzles. Each is identified with a
colored aluminum identity band on the nozzle. Nozzles with blue identity bands
are used as pilot light nozzles at locations 15 and 16 only. Nozzles with
aluminum color identity bands are used at all other locations.
If replacing nozzles be sure to install the proper part numbers in the proper
locations.
Inlet Check Valve
The inlet check valve is closed when fuel pressure is less than 20 psid. This
prevents the fuel manifold from draining into the combustor when the engine is
shut down.
Primary Flow Passage
At low fuel flows, during starting and acceleration to idle, the primary flow
passage is used. The flow divider valve is closed.
Fuel nozzles 15 and 16 (blue band) have richer primary flows to help prevent
deceleration flameouts.

Secondary Flow Passage

Be certain that a fuel nozzle is replaced with the same type (color band and part
number). The metallic gasket may require tape to hold it in place during
installation. If tape is used, it must be removed prior to final torquing.

FUEL
MANIFOLD

FUEL
MANIFOLD

KNURLED NUT
FUEL TUBE NUT

COUPLING
PACKING

FUEL NOZZLE
FEEDER MANIFOLD
(SHROUDED COUPLING)

FWD

30

AFT
LOOKING
FORWARD
15 16

FROM IDG FUEL/OIL


HEAT EXCHANGER

FUEL
NOZZLE

FUEL
MANIFOLD

COUPLING

FUEL NOZZLES
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ENGINE FUEL SYSTEM - FUEL FILTER BYPASS & INTERSTAGE PRESSURE TRANSMITTER
General
Fuel indicating systems fuel pump inter-stage pressure and fuel filter bypass
warning. The indications can be seen on the Primary Engine Page, and the
PERF/APU page.
Fuel Pressure Transmitter
The fuel pressure transmitter measures the inter-stage fuel pressure in the fuel
pump. This indication can be viewed on the PERF APU page on the lower
EICAS display. The fuel pressure transmitter sends an electrical analog signal
to the EICAS computer system for display on the EICAS PERF/APU page.
The transmitter is an external component attached to the fuel pump adjacent to
the fuel filter.
Fuel Filter Bypass Indication
The fuel filter bypass indication system provides a display in the flight
compartment of excessive differential pressure across the fuel filter. The
system signifies an impending filter bypass situation by using a differential
pressure switch to generate an EICAS message. The system uses an EICAS
status and maintenance message for indication.
The fuel filter differential pressure switch signal is sent to the EICAS computers.
Fuel tubes connect the switch to the filter supply and outlet ports on the fuel
pump. The fuel filter differential pressure switch is mounted by a bracket to the
top of the Fuel Filter.
System Operation
When blockage of the fuel filter causes a differential pressure across the filter of
21 psid or greater, the fuel filter differential pressure switch sends a ground
Signal to EICAS. EICAS then generates a C level message L(R) ENG FUEL
FILT after a 10 second time delay.

If the differential pressure decreases to 18 psid or less, the ground signal to


EICAS is removed. The filter bypass valve does not open until approximately
35 psid, therefore, the indication is for impending fuel filter bypass, and does not
necessarily indicate that bypass has occurred.

FUEL FILTER
FUEL
FLOW

18 PSI

L/R ENGINE FUEL PUMP

L/R ENG FUEL


FILT "C"

10SEC

21-26 PSI

PRIMARY ENGINE DISPLAY

L/R FUEL FILTER


DIFFERENTIAL
PRESSURE SWITCH

EICAS

DIFFERENTIAL

PERF/APU
70
105
18

GROSS WT 187.6
CAS 245
TAT+12.0
MACH 0.615
ALT 21030

OIL PRESS 70
OIL TEMP 105
OIL QTY 18

FUEL OUTLET TUBE


FUEL FILTER
PRESSURE SWITCH

FUEL PUMP

1.2
0.9
1.1

FUEL PRESS.
TRANSMITTER

1.2

28V AC
R BUS
L/R ENG
FUEL PRESS

P11

VIB
FAN
LPT
N2
BB

1.2
0.9
1.1
1.2

85.0 N1 MAX 104.0


81.2 N1 CMD 81.2
81.2 N1 ACT 81.2
141.7 TRA SEL 141.7
EGT
625
625
67.7
67.7
N2
12.312
12.312
FF
FP
86
86
40 DUCT PRESS 40
350 BURN PRESS 350
T/R
120.5
120.5

PERF/APU

VENT

FUEL SUPPLY
(INLET) TUBE
MUX

FWD

FUELSUPPLY

SOFTWARE

ENGINE DRIVEN FUEL PUMP

L/R ENG FUEL PUMP

EICAS

FUEL FILTER BYPASS AND INTERSTAGE PRESSURE TRANSMITTER


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A/D

ENG FUEL
PRESS L/R EICAS
DISPLAY
HARDWARE

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ENGINE FUEL SYSTEM - FUEL FLOW INDICATION


General
The fuel flow indication system provides fuel flow indication to the flight crew in
LBS/ph. These indications are also delivered to the FMS for fuel economy
calculations. The system is operated completely automatically.
System Operation
The time interval between start and stop pulses is measured by the EICAS
computers, and converted to fuel flow rate. this information is sent to the EICAS
computer by the EEC. The resulting fuel flow is displayed on the secondary
engine display on EICAS. the measurement is read in KG/ph and LBS/ph as
programed by the EICAS computers programing. This indication can also be
viewed in a digital format on the PERF/APU maintenance page.
Interfaces
A digital signal of the flow rate is sent from EICAS to the FMC. The FMC uses
fuel flow to calculate a total fuel quantity for comparison with the FQIS total.
Normal fuel flow is 500 to 600 LBS/ph (227 KG/ph) at engine ignition light-off.
Fuel flow at idle should be approximately 1279 to 1588 LBS/ph (580-720 KG/
ph).

FUEL
IN

SECONDARY ENGINE
DISPLAY

FUEL
OUT

FUEL
FILTER
(REF)

STOP PULSE
COMMON

EEC

EICAS

START PULSE

428

EGT

428

73.2

N2

26.5

4.310

FF

1.705

75

FP

35

40

DUCT PR

40

390

BURN PR

390

-90.1

T/R

OIL T YEL

120.5
EGT RED

PERF/APU PAGE
FLOW DIRECTOR
(DOUBLE SPRING
FINGERS)

SWIRL
GENERATOR

CIRCUMFERENTIAL
MAGNETS COIL (STOP)

IDG FUEL/OIL
HEAT EXCHANGER
(REF)

TURBINE

RESTRAINING
SPRING

FUEL
FLOW
DIRECTION

FUEL FLOW
TRANSMITTER

START
COIL

ROTOR

SIGNAL BLADE

STOP
COMMON SIGNALS TO EEC

START

FUEL FLOW TRANSMITTER


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ENGINE AIR CONTROL - GENERAL DESCRIPTION


General
Engine air systems are designed to improve engine efficiency, increase
performance and protect the engine from engine surge/stall.
The engine air system controls the flow of air with these systems:

Accessory cooling
Turbine Case Cooling System
Compressor Variable Stator Vanes (VSV)
Compressor Variable Bypass Valves (VBV)

External valves control the air flow for cooling. Compressor control is
accomplished with Variable Stator Vanes (VSV) and Variable Bypass Valves
(VBV). The systems are controlled by the Electronic Engine Control (EEC) and
the HydroMechanical Unit (HMU).
Core Compartment Cooling System
Fan air is used for cooling the engine core-mounted accessories. The single
Core Compartment Cooling Valve (CCCV) is controlled by the EEC. Engine
11th stage air is used as muscle pressure to close the valve and it is spring
loaded (Fail Safed) to the open position.
Turbine Case Cooling System
Turbine case cooling, or Active Clearance Control (ACC), cools the outside
surface of the turbine cases which reduces the internal turbine blade tip
clearance. The turbine case cooling controls case expansion keeping the
internal blade tip clearance small. The HPT turbine case cooling valve controls
the amount of fan air to the HPT. The HPTC valve is operated by servo fuel
pressure from the HMU and is controlled by the EEC. The Low Pressure
Turbine (LPT) cooling air is not controlled.
Variable Stator Vane (VSV) System
The VSV system maintains optimum airflow in the high pressure compressor for
all engine speed ranges. It is operated by servo fuel pressure from the HMU
and is controlled electronically by the EEC

Variable Bypass Valve (VBV) System


The VBV system with the VSV system gives optimum compressor airflow. The
VBVs control the airflow into the high pressure compressor. Servo fuel
pressure from the HMU operates the VBVs with control coming from the EEC.

N1
N2

TAT
FEEDBACK CHAN B

EEC

FEEDBACK CHAN B

FEEDBACK CHAN A

VARIABLE
BYPASS
VALVES (12)
(VBV)

T
2.5
FEEDBACK CHAN A

LEFT

LEFT
EHSV

HMU

EHSV

RIGHT

RIGHT

VBV ACTUATOR
(2)

VARIABLE
STATOR
VANES (VSV)
VSV ACTUATOR
(2)

VARIABLE BYPASS
VALVES (VBV) (12)
HIGH PRESSURE
COMPRESSOR

LOW PRESSURE
COMPRESSOR

HPC INLET
GUIDE VANES
(VARIABLE)

VARIABLE
STATOR VANES
(VSV)

SERVO FUEL
PRESSURE

HYDROMECHANICAL
UNIT (HMU)

COMPRESSOR AIRFLOW CONTROL SYSTEM


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ENGINE AIR CONTROL - VARIABLE BYPASS VALVES


General
The Variable Bypass Valves (VBVs) control the HPC inlet airflow. The 12 valves
use hydraulic actuators. Servo fuel from the HMU is used as the hydraulic fluid
to operate the actuators, scheduling is controlled by the EEC.
The VBV components are located in the fan frame. Twelve valves are
modulated in unison by two actuators. The VBVs are open at low power and
move toward closed as power increases. The open valves divert a portion of
the LPC primary discharge from the HPC to the secondary flow path.
Each VBV actuator has a Linear Variable Differential Transformer (LVDT) to
send feedback signals to the EEC. The actuator LVDTs on the left side of the
engine are excited by and send feedback signals to EEC channel A. The right
side actuator LVDTs are excited by and send feedback signals to EEC
channel B.
General Operation
The EEC uses input signals from engine sensors to control Electro-Hydraulic
Servo Valves (EHSVs) on the HMU. The EHSVs use servo fuel to move the
VBV actuators. The two actuators are connected by a unison ring to all 12
VBVs. The EEC increases signal current to the EHSV in proportion to N2. The
EHSV sends servo fuel pressure to the actuators to move them to the
commanded position.

FAN FRAME
STRUT

FEEDBACK

BELLCRANK

COMMAND
CHANNEL A

COMPRESSOR
CASE

PISTON

CHANNEL B
FEEDBACK
COMMAND
EEC

RIGHT
ACTUATOR
BYPASS VALVE
(12)

FWD

UNISON
RING

LEFT
ACTUATOR

VARIABLE BYPASS VALVE (VBV)


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HMU

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ENGINE AIR CONTROL - VARIABLE STATOR VANE SYSTEM

MAINTENANCE TIP

Introduction

The actuator guide can only be fitted to the actuator lever one way. The word
AFT is embossed on the rear of the actuator to ensure proper installation.

Two VSV actuators position the stator vanes to control the airflow through the
HPC to prevent compressor surge.

If the actuator is not installed properly, the engine will surge when operated.

Access to the VSV system components is under the thrust reverser halves.
General
The VSV system components include these components:
Two actuators
Two actuation levers
Six actuation rings connected to VSV lever arms
VSV Actuators
The VSV actuators are a double-action piston type located at the 3:00 and 9:00
positions on the HPC case forward flange.
Operation
The Variable Stator Vanes (VSVs) control the HPC airflow. Both valves use
hydraulic actuators. Servo fuel from the HMU is used as the hydraulic fluid to
operate the actuators, scheduling is controlled by the EEC.
The VSV include the HPC inlet guide vanes and the first five stages of the HPC
stator vanes. Modulation of these vanes permits optimum compressor
performance throughout the engine operating range. The VSV components are
on the forward HPC case. The VSVs are varied in unison by two VSV
actuators. They are closed at low power and modulate open as power
increases.
An electrical connector on each actuator provides position feedback to the EEC
from an LVDT inside the actuator. The left actuator LVDT is excited by and
sends position feedback signals to EEC channel A. The right actuator LVDT is
excited by and sends position feedback signals to EEC channel B.

VSV
ACTUATOR

ACTUATION
LEVER (2)

SEE A

STATOR
VANE
(TYP)
ACTUATION
RINGS (6)
VSV LEVER
ARM (TYP)

FEEDBACK

POSITION
COMMAND
CHANNEL A
CHANNEL B

FEEDBACK
HEAD END FUEL PRESSURE

CONNECTOR
TO EEC

ROD END FUEL PRESSURE

HEAD END
PISTON
ROD END

FAN
FRAME

ACTUATOR
LEVER

FWD
(3:00 AND
9:00 POSITIONS)

VARIABLE STATOR
VANE ACTUATOR
ACTUATOR GUIDE

HMU

VARIABLE STATOR VANE SYSTEM (VSV)


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POSITION

COMMAND
EEC

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ENGINE AIR CONTROL - VSV AND VBV CONTROL


General
The logic schedule for VSV and VBV control are incorporated into the EEC
software. The VSVs are modulated as a function of actual N2, T2.5, and PO.
The VSVs are modulated as a function of actual N1. TAT, and VSV positions.
When the engine is started, the VBVs are open and the VSVs are closed. As
the engine accelerates, the EEC commands the EHSV to signal the VSV
actuators to gradually open the vanes. The position feedback signal tells the
EEC that the actuators have moved to the commanded position. The VSV
position is also used by the EEC to schedule the position of the VBVs. The
VBV actuators get fuel pressure signals to gradually close as power increases.
At high power, the VSVs are fully open and the VBVs are fully closed. The
opposite occurs during power reductions.
Modulation Schedule Revisions
The EEC increases compressor stall margin during rapid decelerations ( throttle
chop) and reverse thrust operations.
Rapid decelerations are sensed by the EEC. The large mass of the fan does
not decelerate as quickly as the high pressure compressor. This causes an
overload of airflow at the HPC inlet. To prevent a compressor stall, the EEC
revises the normal VBV schedule so that the VBVs are opened an additional 30
square inches. When the EEC senses that the decelerations of the fan and
compressor have stabilized, it returns to the normal VBV schedule.
During reverse thrust operation, the reversed fan air disturbs the airflow at the
engine inlet. To ensure the engine does not stall, the EEC revises the normal
VBV schedule so that the VBVs are open an additional 30 square inches until
reverse thrust is stopped.
The VSVs are closed an additional four degrees from the normal schedule
during reverse thrust.

FULL
CLOSED

THROTTLE
CHOP

2
30 IN

NORMAL VSV
SOFTWARE SCHEDULE

REVERSE THRUST
VBV SOFTWARE SCHEDULE
VSV ANGLE
VBV AREA

NORMAL VBV
SOFTWARE SCHEDULE

REVERSE THRUST
VSV SOFTWARE SCHEDULE
THROTTLE CHOP
N1/N2 DECELERATION
STABILIZED

FULL
OPEN

4 DEGREES

N2

VSV AND VBV CONTROL


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ENGINE AIR CONTROL - ENGINE COOLING SYSTEMS


General
The engine cooling system controls the flow of air for these components:
Accessory cooling
Turbine Case Cooling
External valves control the air flow for cooling. The systems are controlled by
the Electronic Engine Control (EEC) and the HydroMechanical Unit (HMU). A
single Core Compartment Cooling Valve (CCCV) is operated for core cooling.
Also, a single High Pressure Turbine Cooling Valve (HPTCV) is operated to cool
HPT case.
Note:

The LPT case is cooled continuously throughout the full range of


engine operation. There is no control valve provided for this
operation.

Core Compartment Cooling System


Fan air is used for cooling the engine core-mounted accessories. The single
Core Compartment Cooling Valve (CCCV) is controlled by the EEC and
operated using 11th stage muscle air pressure.
Turbine Case Cooling System
Turbine case cooling, or active clearance control, cools the outside surface of
the turbine cases which reduces the internal turbine blade tip clearance. The
turbine case cooling controls case expansion keeping the internal blade tip
clearance small thus improving engine efficiency. The HPT turbine case cooling
valve controls the amount of fan air to the HPT. The HPTC valve is operated by
servo fuel pressure from the HMU which is controlled electronically by the EEC.

LPTC
MANIFOLD

CORE COMPARTMENT
COOLING MANIFOLD

FAN AIR

HPTC
MANIFOLD

CORE COMPARTMENT
COOLING VALVE
(CCCV)

TO IGNITION
LEADS (REF)

HPTC
VALVE

EEC

HMU

FAN
AIR
LEFT SIDE

RIGHT SIDE

EEC

CCCV
SOLENOID
EHSV
HMU

LEGEND
11TH STAGE
SUPPLY AIR
11TH STAGE
CONTROL AIR
CCCV

SERVO FUEL

HPTC
VALVE

ENGINE COOLING SYSTEM


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ENGINE AIR CONTROL - COMPRESSOR DISCHARGE TEMPERATURE SENSOR (T3)


General
The T3 sensor measures HPC discharge air temperature. The EEC uses this
temperature to sequence the HPTC active clearance control valve.
The T3 temperature sensor is mounted to the forward end of the compressor
rear frame at the 11:30 position. The T3 sensor has dual chromel/alumel
thermocouples, one for each engine EEC channel. A single electrical connector
sends both outputs to the cold junctions inside the EEC. The connector is
located above the EGT shunt junctions box on a bracket on the LPT cooling air
tube. The outputs from the T3 sensor go to the connector through a metal
cased ceramic sheathed lead.

CRF FORWARD
FLANGE

T3 SENSOR

T3 SENSOR

CRF ACCELEROMETER
(REF)

CRF FORWARD
FLANGE
T3 SENSOR
LEAD
CRF ACCELEROMETER
(REF)
T3 ELEC
CONNECTOR
CABLES

T3 SENSOR
CONNECTOR

LPT COOLING
AIR TUBE (REF)
EGT JUNCTION
BOX (REF)

COMPRESSOR DISCHARGE TEMPERATURE SENSOR (T3)


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T3 SENSOR
LEAD

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ENGINE AIR CONTROL - CORE COMPARTMENT COOLING


VALVE CONTROL
Valve Operation
The EEC controls the flow of eleventh stage air used to close the CCCV through
the CCCV solenoid. The solenoid has two electrically independent coils. Each
is controlled by a different channel of the EEC. There is no position feedback
from the CCCV. The EEC energizes the CCCV solenoid to close the valve
during these conditions:

N1 is greater than 86 percent


Ambient pressure is less than 7.95 psia (17,000 foot altitude)
T49 (EGT) is less than 699C
Engine acceleration rate is less then 70 RPM per second
Commanded N2 is not more than five percent more than the actual N2

+16V DC
TAT

N2
ACCEL

>86%

N1 ACT

>150 RPM/SEC

<699C

T4.9
(EGT)

1.2 SEC

CLOSE
COMMAND

<7.95 PSIA

P0

>70 RPM/SEC

ACCELERATION DETECTOR
DISABLE

ESCV POSITION SELECT LOGIC


(CRUISE CONFIGURATION)

N2 CMD

CHANNEL A
CHANNEL B

DISABLE

DIFF >5%
N2 ACT

SAME
AS
CH A

ACCELERATION COMMAND
DETECTOR
EEC

FAN AIR
OPEN

CCCV SOL

INTERNAL ENG COOLING AIR FLOW


TO HPT SECOND STAGE NOZZLES AND BLADES

11TH
STAGE
AIR

UNCONTROLLED

CCCV CONTROL
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ENGINE AIR SYSTEM - CCCV SYSTEM


General
The core compartment cooling system supplies controlled cooling air for the
core-mounted engine accessories. The system decreases the core cooling at
low power and high altitudes to conserve primary air. The system has one Core
Compartment Cooling Valve (CCCV). The valve is controlled by the CCCV
solenoid. The EEC controls the solenoid.
Core Compartment Cooling Valve (CCCV)
The core compartment receives fan air for cooling through the CCCV and
manifold. The valve is located at the 10:00 position on the HPC case. The
butterfly-type valve is spring-loaded open. When the valve is open, airflow is
not restricted. It closes when eleventh-stage air is sent to the diaphragm in the
valve actuator. When the valve is closed, the cooling airflow is reduced, but not
cut off completely. A position indicator on the actuator indicates valve position.
The manifold sends airflow to these items:

HPC case
IDG
Hydraulic pump
Fuel pump

CCCV Solenoid
The CCCV solenoid controls the flow of eleventh-stage air. The solenoid valve
is spring-loaded closed. The eleventh stage air pressure comes from the supply
duct on the left side of the engine. When the solenoid is energized, the
eleventh-stage air pressure is directed to the CCCV to close it.
MAINTENANCE TIP
To remove the valve, move the butterfly to the closed position against spring
pressure. The butterfly valve shaft is attached to the valve position indicator
with a roll pin. The valve position indicator has a hexagonal nut casting that can
be moved with a 7/16-inch wrench.
CAUTION: IF YOU USE TOO MUCH TORQUE DURING MANUAL CLOSING
OF THE VALVE, THE ROLL PIN WILL SHEAR. THIS CAUSES

THE BUTTERFLY VALVE TO STAY IN THE OPEN POSITION


AND YOU CAN NOT REMOVE THE VALVE WITHOUT
REMOVAL OF ADDITIONAL DUCTING.

MANUAL/LOCK OPEN
SCREW/PIN STOWAGE

CLOSED

ELECTRICAL
CONNECTOR
11TH
STAGE
AIR

SOLENOID

OPEN

VALVE POSITION
INDICATOR
TOP VIEW

CHANNEL A
16V DC
CHANNEL B

CORE COMPARTMENT
COOLING MANIFOLD

EEC
FLOW ARROW
BUTTERFLY
VALVE
FAN AIR
DUCT

CORE COMPARTMENT
COOLING VALVE (CCCV)

CCCV SYSTEM
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ENGINE AIR - TURBINE CASE COOLING


Introduction
The turbine case cooling (active clearance control) system uses separate
manifolds to cool the LPT and HPT cases. The HPTC valve controls the fan air
to the HPT manifold. There is no valve for the LPTC manifold. The LPTC and
HPTC manifolds send fan air onto their respective turbine cases. This
decreases case expansion which decreases turbine blade tip-to-case clearance
and increases turbine efficiency.
Description
The HPTC valve is located on the right side of the engine at the 1:00 position
near the eleventh-stage bleed manifold.
HPTC Valve
A hydraulic piston actuator controls the butterfly-type HPTC valve. Hydraulic
fluid pressures received from Electro-Hydraulic Servo Valve (EHSV) in the
HydroMechanical Unit (HMU) controls the modulation of the valve. The EEC
controls the EHSV. The valve assembly has two Linear Variable Differential
Transformers (LVDTs) which supply valve position signals to the EEC. There is
an electrical connector for each LVDT. One LVDT is excited and read by EEC
channel A. The other LVDT is excited and read by EEC channel B.
The valve is commanded open when the pressure altitude is above 15,000 feet
and N2 speed is between 82 and 98 percent.
Operation
These are software components in the EEC channel processors:

Turbine growth calculators


HPTC command calculators
Demand calculators
Valve drivers

The growth calculators receive multiple engine sensor inputs and insure the
size of the inner diameter of the turbine case is equal to the size of the outer
diameter of the rotor plus the desired clearance.

HPTC
VALVE

HPTC VALVE
POSITION FEEDBACK

N1 ACT

FEEDBACK

HPT
DIMENSIONAL

N2 ACT

CALCULATOR

PT

SIZE ERROR

TAT

HPTC
COMMAND
CALCULATOR

HPT
CMD

HPTC
DEMAND
CALCULATOR

HPT
DMD

HPTC
VALVE
DRIVE

HPTC
EHSV

SERVO
REGULATOR

PO
PS3
HMU

T25
T3
T49
ACTIVE CHANNEL
EEC

TURBINE CASE COOLING CONTROL


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SERVO
FUEL
IN

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ENGINE AIR CONTROL - TURBINE CASE COOLING (TCC OR


ACC)
Description
The turbine case cooling system uses separate manifold to cool the LPT and
HPT cases. The fan air to the HPT manifold is controlled by the High Pressure
Turbine Cooling Valve (HPTCV). Then LPTC and the HPTC manifolds encircle
and direct fan air onto their respective turbine cases. This reduces case
expansion, thus minimizing turbine blade tip to case clearance which increases
turbine efficiency.
The HPTCV is mounted on the right side of the engine at the 1:00 position near
the eleventh stage bleed manifold. The valve is clamped at each end to the
respective cooling air pipes through which they receive fan air.
HPTCV
The HPTCV is a butterfly type valve controlled by a hydraulic piston actuator.
Modulation of the valve is operated by a hydraulic fluid pressure received from
an EHSV on the Hydro Mechanical Unit (HMU). The EHSV is controlled by the
EEC. The valve assembly has two Linear Variable Differential Transformers
(LVDTs) which supply valve position signals to the EEC. There is an electrical
connector for each LVDT. One LVDT delivers feed back to channel A and the
other to channel B of the EEC.

FAN AIR
SUPPLY DUCT

LPTC
MANIFOLD

HPTC
MANIFOLD

HPTC

VALVE

FAN AIR
SUPPLY DUCT

ACTUATOR

LVDT

ROD END
HEAD END

REF

CH A
HPTC
SERVO
VALVE
(EHSV)
CH B

PRESS
EHSV
PRESS

BUTTERFLY
VALVE

FLOW ARROW
EEC

HMU
VALVE
(TYPICAL)

TURBINE CASE COOLING (ACTIVE CLEARANCE CONTROL)


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ENGINE AIR - INDICATIONS


General
Position indications show on the EPCS page for these engine air system
components:
Variable Stator Vane (VSV) actuators
Variable Bypass Valve (VBV) actuators
High Pressure Turbine Cooling (HPTC) valve
These parameter values show on the EPCS page for the temperatures and
pressures for control of engine air system components:

Ambient (static) pressure (P0)


HPC discharge (burner) static pressure (PS3)
HPC inlet temperature (T2.5)
HPC discharge (burner) temperature (T3)

The indications are in percent of maximum angle, with 0 percent equal to fullyclosed positions and 100 percent equal to fully-open. The ranges for the
indications are from -5.0 percent to 105.0 percent.
The P0 pressure indication range is from -1.5 to 20 PSIA, the PS3 indication
range is from -5 to 600 PSIA, the T25 indication range is from 55 to 160C, and
the T3 indication range is from -55 to 650C.
A box surrounds the EEC channel that is in control.

EPCS
A

-5.0
-5.0
-127.5
-80
-1.5
-5
-5.0
-5.0
-55
-55
-5
1

DISPLAY VALUE LIMITS

TYPICAL IDLE VALUES

TYPICAL CRUISE VALUES

105.0
105.0
127.5
90
20.0
105
105.0
105.0
160
650
600

VSV
VBV
TRA
T 12
P0
HPTC
T/R L
T/R R
T 2.5
T3
PS3

ENGINE AIR SYSTEM EICAS INDICATIONS


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25.3
58.5
33.9
15
14.7
0
0.0
0.0
18
172
48
2

EPCS PAGE

B767-3S2F

84.3
0
71.1
15
14.7
35
0.0
0.0
90
504
381
3

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ENGINE AIR - ENGINE AIR SYSTEM - OPERATION


Variable Stator Vanes
The VSVs move from fully closed during starting to fully open at takeoff power.
The modulation schedule changes during reverse thrust operation. The VSVs
fail-safe closed.
Variable Bypass Valves
The VBVs move from fully open during starting to fully closed at takeoff power.
The modulation schedule changes during rapid deceleration and reverse thrust
operation. The VBVs fail-safe open.
Core Compartment Cooling Valves
The CCCV is closed at stabilized cruise power when the aircraft is above
17,000 feet altitude and the EGT is less than 699C. Cooling airflow to engine
accessories is reduced when the CCCV is closed. The CCCV is fail-safe open.
HPTC Valve
The HPTC valve opens at cruise power settings when the aircraft is above
17,000 feet altitude and N2 is between 82 percent and 98 percent. Turbine
case cooling airflow is increased when the valve is open. The HPTC valve is
fail-safe closed.

NAME OF SUBSYSTEM

ENGINE
SHUT
DOWN

IDLE

TAKEOFF
POWER

CRUISE

RAPID
DECEL

FAIL/
SAFE

CORE COMPARTMENT COOLING


VALVE

REV

N/A
1

HPTC VALVE

N/A

VARIABLE STATOR VANES


(VSV)
2
VARIABLE BYPASS VALVES
(VBV)
3

= MODULATING
= OPEN
= CLOSED
= REDUCED FLOW

ABOVE 17,000 FT, N2 STABILIZED, EGT LESS THAN 699C

MOVE 4 DEGREES TOWARDS CLOSE

OPEN ADDITIONAL 30 IN2

ENGINE AIR SYSTEM - OPERATION


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ENGINE INDICATING SYSTEM - SYSTEM OVERVIEW


General
Engine indicating systems include

Power Indication
Vibration Monitoring
Temperature Indication
Power Management Control Monitoring
Oils System Indication
Fuel System Indication

Power Indication
The primary power indication is the Low Pressure Rotor Speed, or N1, given in
percent rpm. The N1 Rotor Speed is measured by an Electromagnetic Sensor
and a 38 Tooth Rotor in the "A" Sump of the engine. An Electromagnetic Pulse
is generated in the Sensor Coils each time a Tooth passes. The pulses per unit
of time are measured by the EICAS Computers, Standby Engine Indicator, EEC,
or by the Fan Trim Box as appropriate, and converted to an N1 rpm signal. The
signal is presented on the upper EICAS display. The signal is displayed digitally
on the Standby Engine Indicator. The signal is used by the EEC for
Computations and trimming.
The N2 Rotor Speed is provided by a seperate sensor mounted to the front of
the accessory gear box. The N2 sensor generates a Frequency that is
proportional to N2 Rotor Speed. The EICAS Computers and Standby Engine
Indicators convert the Frequency to a N2 rpm Display. The N2 is presented on
the Lower EICAS Display Unit when the "ENGINE" EICAS switch is selected.
The N2 is displayed Digitally on the Standby Engine Indicator also.

Temperature Indication (EGT)


An Exhaust Gas Temperature indication is used to monitor the Engine
Temperature. Thermocouple Probes are located between the High and Low
Pressure Turbines. The EGT system utilizes Eight (8) Chromel-Alumel
Thermocouple Probes installed on the Low Pressure Turbine forward case
(Station T49). The probes are electrically connected in parallel to provide a
voltage to the EICAS Computers that is proportional to Exhaust Gas
Temperature. The EGT is displayed on the Upper EICAS Display. EGT is also
displayed on the Standby Engine Indicator.
Propulsion Interface Monitoring Unit (PIMU)
The EEC Micro-Processors are both monitored by a Propulsion Interface
Monitoring Unit (PIMU) located in the Main Equipment Center. Indication that
an EEC fault has been stored in the monitor is provided by an EICAS display of
a "PIMU" Maintenance Message.
Oil Indication systems
Oil systems report information that includes:

Oil Pressure
Low Oil Pressure
Oil Filter DP Indication
Oil Temperature
Oil Quantity

These indications are reported to EICAS as wel as the SEI for reporting, and
fault annunciation in the cockpit.
Fuel Indication Systems

Airborne Vibration Monitoring (AVM)


Two Sensor Probes, employing Piezoelectric Crystals to sense vibration of the
rotors, are utilized to monitor the engine vibration. A Vibration Monitor unit in
the Main Equipment Center prepares the sensor signals for the EICAS display.

The fuel indication system reports inter-stage fuel pressure and fuel flow to the
EICAS systems as well as the FMS. This is used by the FMS to calculate fuel
economy along with the software profile loaded. Also, fuel differential pressure
(DP) is measured across the Main fuel filter. This is reported to EICAS if this
pressure differential becomes too great.

EGT PROBE (8)

N1 SPEED SENSOR
CRF ACCELEROMETER

N2 SPEED SENSOR
N2 SPEED
CARD

ALTERNATE ACCELEROMETER

P50
PIMU
(E1/E2)

NO.1 BRG ACCELEROMETER


EEC

AVM

SIGNAL CONDITIONER
EICAS

TAT +13c
ENG 2 FIRE
L GEN OFF
PARKING BRAKE

PERF/APU

D-TO +15c
65

577

81.1

81.1

756

756
N1

CABIN CALL
GROUND CALL

(E8)

120

577

OIL
PRESS
OIL
TEMP

65
N2
120

6.4

6.4

15 OIL QTY 15
EGT

1.2
BB

VIB

70 OIL PRESS 70
105 OIL TEMP 105
18 OIL QTY 18
VIB
FAN
LPT
N2
BB

1.2
0.9
1.1
1.2

1.2
0.9
1.1
1.2

FF
APU:
EGT 640
RPM 99

1.2
N2

GROSS WT 187.6
CAS 245 TAT +12.0
MACH 0.615 ALT 21030
85.0 N 1 MAX
81.2 N 1 CMD
81.2 N 1 ACT
141.7 TRA SEL
625 EGT
N2
67.7
12.312
FF
FP
86
40 DUCT PRESS

104.0
81.2
81.2
141.7
625
67.7
12.312
86
40

APU OIL QTY

PRIMARY ENGINE DISPLAY

SECONDARY ENGINE DISPLAY

PERFORMANCE/APU PAGE

INDICATING SYSTEM OVERVIEW


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ENG EXCD

R EGT REDLINE
967
965
955
945
935

:05.4
:12.3
:16.8
:19.3

ENGINE EXCEEDANCE PAGE

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ENGINE INDICATION SYSTEM - STANDBY ENGINE INDICATOR (SEI)


Purpose
The SEI provides backup N1, EGT and N2 indications when EICAS is unpowered, or otherwise not displaying the primary engine parameters.
Features
The SEI utilizes LEDs for its displays. Six displays show N1, EGT, and N2 for
both engines. The unit has its own power supply and circuitry. A test switch is
built in to allow testing the SEI for correct operation. The SEI indicates
malfunctions on both N1 displays. A two-position switch on the face of the unit
allows either AUTO or ON to be selected. In AUTO the SEI display is inhibited if
EICAS primary engine parameters are available. Should both EICAS
computers or both EICAS displays become inoperative, the SEI will
automatically begin displaying its parameters if the engine is operating. The
SEI display is continuous in the ON position.
Interfaces
The SEI receives analog input signals from the EEC on the FADEC engine.
These indications are only available when the EEC is powered.
Note:

The SEI as delivered from the supplier is adaptable to different


model engines. The words FAIL NO LIMIT appear on the face of
the indicator. The correct placard for the GE CF6-80C2F engine
must be removed from the old SEI and installed on the new unit
before the unit is installed in the panel.

FAIL
NO
LIM

EPR

FAIL
NO
LIM

SUPPLIER
PLACARD (2)

N1

FAIL
NO
LIM

EGT

FAIL
NO
LIM

REMOVE
COVERPLATE (2)

N2

AUTO/ON
SWITCH

AUTO
ON

TEST
SWITCH

AS DELIVERED BY SUPPLIER

ADD OPERATIONAL
PLACARDS (2)

EPR

117.4

N1

117.4

960

EGT

960

112.5

N2

112.5

OPERATIONAL
PLACARDS

AUTO
ON

AS INSTALLED ON AIRPLANE

STANDBY ENGINE INDICATOR (SEI)


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General

The three coil-induced speed signals are sent through two separate electrical
connectors. One coil output goes through one connector to EEC channel A.
The other two coil outputs go through the second electrical connector - one
output to EEC channel B, and the other output to EICAS and the AVM. All three
outputs are identical.

There are two engine tachometer indications. The low pressure shaft speed is
called N1. The high pressure shaft speed is called N2. N1 is the primary thrust
indication. An N1 speed sensor on the fan case provides the output signals.
The signal is sent to the EEC, and the Airborne Vibration Monitor (AVM). The
EEC forwards the information in digital format to EICAS and the SEI.

The output of the N1 sensor is also used during the fan trim balance procedure.
One of the ferromagnetic teeth provided on the sensing wheel is taller than the
rest, and the pulse it produces is stronger. This stronger pulse is generated
once for every complete revolution of the fan shaft, and is used to track
balancing errors in the fan assembly.

ENGINE INDICATING SYSTEM - ENGINE TACHOMETER SYSTEM

N2 is the secondary thrust indication. The EEC N2 speed sensor provides an


N2 signal to the EEC, N2 discretes printed card and AVM. The EEC forwards
the information in digital format to EICAS and the SEI.
Exhaust Gas Temperature (EGT) Indicating System
N1 SENSOR
The N1 fan shaft speed sensor is mounted on the fan frame at the 2:00 position,
just aft of the No. 3 strut. The N1 sensor is a magnetic speed pickup with three
electrically-isolated coils located in the sensor tip. The sensor has a stainless
steel housing and a mounting flange with two bolts holes. The sensor assembly
is about 20 inches long and the housing is 3/4 inch in diameter.
The engine has a support tube inside the No. 3 strut and a titanium receiver to
hold the sensor in place. The mounting flange spring holds the sensor tip snug
against the titanium receiver to prevent vibration. The titanium receiver also
protects the tip from sump oil. There is a rubber bushing at the sensor housing
mid-pint to prevent housing vibration.
When installed, the sensor tip is in close proximity (0.10 inch nominal) to a 38tooth ferromagnetic wheel. The wheel is pressed onto the forward fan shaft in
front of the No. 2 bearing inner race. As the fan shaft rotates, each tooth passes
the sensor which induces a pulse in each of the three sensor coils. Thirty-eight
pulses are generated during each complete revolution of the fan shaft. The
pulse frequency is directly proportional to the fan shaft speed. Access to the
sensor is through the right thrust reverser half. Access to the wheel requires
major engine disassembly.

N2 Core Shaft Speed Sensor


The N2 core shaft speed sensor has a permanent magnet and three electricallyisolated coils located in the sensor tip. The sensor has a mounting flange with
two bolt holes. The sensor assembly is mounted on the forward right side of the
accessory gearbox, inboard of the hydro-mechanical unit (HMU). The three
coil-induced speed signals are sent through two separate electrical connectors.
One coil signal goes through one connector to EEC channel A and the other two
coil signals go through the second electrical connector; one to EEC channel B
and the other to EICAS, AVM and the N2 speed card.
The electrical outputs are AC signals whose frequency is directly proportional to
core speed. The signals are generated by three electrically isolated coils
located just behind a permanent magnet installed at the sensing tip of the
probe. When the probe is inserted through the gearbox wall, the sensing tip is
brought within close clearance (.037 inch nominal) of 12 ferromagnetic lugs
installed on the forward face of an idler gear that sets between the starter drive
gear and the main fuel pump drive gear. As each lug passes the tip of the
sensor, it induces a voltage into each of the three coils. The starter gear is
driven directly by the horizontal drive shaft, and the idler gear is driven by the
starter gear.

N1 SPEED
SENSOR

FAN 3 STRUT

N2 SPEED
SENSOR

ACCESSORY GEARBOX
(FWD SIDE)

FWD

ENGINE TACHOMETER SENSORS


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ENGINE INDICATION SYSTEM - ENGINE TACHOMETER SYSTEM EICAS INDICATIONS


EICAS - Primary Engine Display
Actual N1 for each engine appears on the EICAS primary engine display as a
digital readout and as a pointer on a round analog scale. The round analog
scale has a white arc with a red line limit. This same information can be seen
on the PERF/APU maintenance page.
A double yellow line for the N1 maximum limit is calculated by the EEC based
on current ambient air temperature and pressure, and pneumatic demand. If
the output from both EEC channels is invalid, signals from the TMC are used to
generate the yellow line. The N1 command sector shows the difference
between actual N1 and commanded N1. The EEC gets commanded N1 from
the thrust lever angle (TRA) resolver. The actual N1 speed pointer sweeps off
the command sector as speed changes. When the engine speed is stable,
there is no command sector.
Actual N1 digital readout and the enclosing box appear in white. The digits, box
and analog pointer change color from white to red when the red line limit is
exceeded. During an exceedance, the scale extends to the pointer. The
highest value of N1 exceedance appears in white digits under the N1 digital
readout. This excessive speed information is also recorded on the engine
exceedance page.
The thrust reference cursor is calculated using signals from the FMC or, if the
FMC is inoperative, from the TMC. The cursor is magenta in color when the
FMC autopilot is engaged in VNAV mode. The cursor is green in color when the
TMC is in control. The value of the thrust reference cursor appears in green
above the N1 digital readout box. The thrust mode selected on the thrust mode
select panel appears in green at the top of the display.
EICAS - ENGINE SECONDARY DISPLAY
Actual N2 for each engine appears on the EICAS secondary engine display as a
digital readout and a pointer on a round analog scale. This same information
can be seen on the PERF/APU maintenance page.

The round analog scale has a white arc with a red line limit. The actual N2
digital readout, box and analog pointer change color from white to red when the
red line limit is exceeded. During an exceedance, the scale extends to the
pointer. The highest value of N2 exceedance reached appears directly under
the N2 digital readout box in white numbers after the exceedence event has
passed. This excessive speed information is also recorded on the engine
exceedence page.
A magenta fuel on command line appears when the engines are shut down.
The value is set at 15 percent N2 on the ground and 10 percent N2 in flight.
This is minimum engine speed indication for fuel command on.
The analog speed information given to EICAS is compared with the N2 digital
information. Should the analog signal be 40% or less and the digital signal be
greater than idle for 10 seconds, the Status/Maintenance message L/R Eng
Analog will be displayed on the EICAS Status / Maintenance page. This
indication alerts maintenance to the loss of N2 speed information to the AVM
and N2 Speed Card.
EICAS - PERF/APU PAGE
N1 command, N1 maximum, N1 actual and N2 actual appear in digital form on
the PERF/APU maintenance page.
EICAS - ENGINE EXCEEDANCE PAGE
The highest N1 and N2 exceedance valves reached during engine operation
appear in digital form on the engine exceedance maintenance page. The total
time that N1 and N2 exceeded their red line limits also appears in digital form on
the engine exceedance page.

PERF/APU
GROSS WT187.6
CAS
MACH

70
105
18

OIL PRESS
OIL TEMP
OIL QTY

35
70
12

95.2
95.2
54.9
-21.54
528
104.2
12.436
86
40
320
-19.1

VIB

1.2
0.9
1.1
1.2

N1, N2

FAN
LPT
N2
BB

0.3
2.2
0.9
2.3

APU:
APU:

CHANNEL A

EGT
RPM

SEI

CHANNEL A
CHANNEL B

245
0.615

640
87

TAT
ALT
N1
CMD
MAX
ACT
TRA SEL
EGT
N2
FF
FP
DUCT PR
BURN PR
T/R

AUTO EVENT

APU OIL QTY

+12
21030

0.0
0.0
26.1
141.75
825
23.4
15.312
84
40
390
120.5

R EGT RED

N1, N2
AENG EXCD

CHANNEL B

121.7
903

EEC

:06
:12

N1 RED
EGT START
EGT RED
N2 RED

MAX

903 900 :02.7


885 :03.5
870 :04.4
855 :05.2
840 :06.3
825 :07.6
810 :08.5
795 :09.1
780 :10.4
765 :11.3
750 :12.2

N1 SPEED SENSOR

114.9

R EGT AMBER MAX

955 1:09.5 957


945 1:11.2
935 1:13.3
925 1:15.7

N1
EICAS
AIRBORNE
VIBRATION
MONITOR

CHANNEL A

FROM OTHER
ENGINE

N2

DIGITAL N2
> IDLE
<40

CHANNEL B
N2 SPEED
CARD

ENGINE TACHOMETER SYSTEM OPERATION


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L(R) ENG ANALOG N2


S,M

N2 SPEED SENSOR

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:03

L EGT STRT

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ENGINE INDICATION SYSTEM - ENGINE FUEL AND CONTROL MESSAGES


General
The EEC monitors itself and the operation of the engine. When an internal
input, or output fault is found, the fault is stored in the EEC volatile memory.
The EEC sends signals to EICAS for indication. Faults are transferred to the
Propulsion Interface Monitor Unit (PIMU) non-volatile memory immediately after
the aircraft has landed.
EICAS Alert Messages
The following alert messages for each engine appear on the EICAS primary
engine parameters page:
L (R) ENG LIM PROT is a level B message. It means that the EEC is in a
reversionary mode and that the N1 thrust setting exceeds the maximum
rating by 2 percent.
L (R) ENG SHUTDOWN is a level B message. It means that the engine
fire switch has been pulled or the fuel controls switch is in CUTOFF. There
is no master caution light or aural warming. Other engine-related
messages are inhibited for 20 seconds.
L (R) ENG CONTROL is a level C/M message. It means that the EEC is in
a NO dispatch configuration. This message only appears when the aircraft
corrected airspeed is below 80 knots. It occurs if both of the EEC channels
are incapable of controlling the engine. The HMU fuel metering valve goes
to the minimum idle stop.
L (R) ENG EEC MODE is a level C/M message. It means that the engine
EEC is operating in a reversionary mode. The message appears 5
seconds after the EEC starts operating in a reversionary mode.
L (R) ENG FUEL VAL is a level C message. It means that the HMU high
pressure fuel shutoff valve (HPSOV) actual and commanded positions
disagree. The message appears if the disagreement exists for more than
6 seconds.
L (R) ENG LOW IDLE is a level C/M message. It means that the engine is
at "minimum" idle with the flaps down or with the thermal anti-ice system
on. The message appears if the condition exists for more than 6 seconds.

L (R) ENG RPM LIM is a level C message. It means that the EEC is
limiting thrust due to N1 overspeed, and that additional thrust is not
available. The message appears 3 seconds after the EEC starts limiting
thrust.
IDLE DISAGREE is a level C/M message. It means that one engine is at
"approach" idle while the other engine is at "minimum" idle. The message
appears if the idle disagreement exists for more than 6 seconds.
EICAS Status and Maintenance Messages
Many EICAS status and maintenance messages relate to engine, HMU and
EEC operation. In general, all of the messages indicate that the EEC is
operating in a reduced capacity. They do not necessary mean that the EEC is
inoperative, but they do mean that the EEC may not be able to perform all its
normal functions. The following status and maintenance messages associated
with engine control and aircraft dispatchability appear on the EICAS status or
ECS/MSG pages:
L (R) ENG EEC C1 is a status and maintenance message. It means that
the EEC is in a time-limited dispatch configuration. In this condition, the
aircraft can be dispatched. The problem must be corrected as required by
GE engine type certificate data sheet number E13NE, note 18. This
message is latched.
L (R) ENG EEC C2 is a latched maintenance message. It means that the
EEC is in a long time limited dispatch configuration condition. In this
condition, the aircraft can be dispatched. The problem must be corrected
as required by GE engine type certificate data sheet number E13NE, note
18.
L (R) ENGINE O/S GOV is a status and maintenance message. It means
that the HMU N2 overspeed governor has failed an initialization test. This
message appears 5 seconds after the test failure and is latched.

L(R) ENG LIM PROT (B)

L(R) ENG EEC C1 (S,M)

L(R) ENG SHUTDOWN (B) 1


L(R) ENG CONTROL (C)

L(R) ENG EEC C2 (M)

2
3

L(R) ENG CONTROL (S,M)

L(R) ENG EEC MODE (C)

L(R) ENG EEC MODE (M)

L(R) ENG FUEL VAL (C)

L(R) ENG LOW IDLE (M)

L(R) ENG LOW IDLE (C)

L(R) ENG O/S GOV (S,M)

L(R) ENG RPM LIM (C)

IDLE DISAGREE (M)

IDLE DISAGREE (C)

EICAS STATUS PAGE AND ECS/MSG PAGE


(NOTE: ALL MESSAGES LATCHED)

EICAS PRIMARY DISPLAY

NO DISPATCH

TIME LIMITED DISPATCH CONFIGURATION

LONG TIME LIMITED DISPATCH CONFIGURATION

ENGINE AND FUEL CONTROL EICAS MESSAGES


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ENGINE INDICATION SYSTEM - EGT INDICATION SYSTEM


OPERATION
Indicating System
The EGT indicating system gives an indication of the average exhaust gas
temperature at the LPT inlet of each engine. The assembly is composed of 8
EGT probes, two wiring harnesses, and a junction box. One electrical output
proportional to LPT inlet air temperature is routed to the EEC.
Eight EGT thermocouple probes are mounted in the high pressure turbine
exhaust at engine station 4.9. An upper and a lower wiring harness join the
probes to a junction box mounted on the left side of the engine. From the
junction box, EGT signals are sent to EEC channels A and B. The EEC
converts the signals to digital data and sends them to EICAS for indication.

(T4.9) PROBES
The EGT alumel/chromel probes sense engine exhaust temperatures for flight
deck indication and engine operation. The probes are connected to the EEC
through a junction box.
Each of the eight EGT probes senses the temperature of the gas flow between
the HPT and LPT. The EGT probes are mounted in the LPT nozzle guide vanes
around the LPT case, just forward of the low pressure turbine fist-stage rotor
blades. Each probe has two parallel-wired thermocouple junctions. The
junctions are at two different immersion depths within a protective sleeve.
When the probe is inserted into the LPT inlet air stream, one junction senses
the air temperature at a depth of approximately 1.5 inches (3.8 cm), and the
other, at a depth of approximately 3 inches (7.6 cm).

System Operation

As the LPT inlet airflow heats the junctions, the chromel and alumel
components become electrically charged by differing amounts at different
temperatures. The resulting voltage potential developed across the studs
represents the average temperature sensed at both junctions.

Each EGT probe has two chromel/alumel thermocouple junctions positioned at


different immersion depths. This provides an average temperature indication
for each probe. The alumel wires are spliced together in the wire harnesses.
The chromel wires remain electrically separated to the junction box where the
signals from all the probes are averaged. A single output signal is provided to
EICAS and the SEI from the junction box. The second output connector is
capped. EGT is a primary engine parameter displayed in both digital and
analog format on EICAS. It is also displayed on the SEI and the EICAS PERF/
APU page in digital format.

Each probe is mounted with two bolts. An arrow inscribed in the top of the
probe shows the correct orientation of the probe. The probes can be replaced
individually. Each probe has exposed studs to permit continuity and resistance
checks without removal. Thermocouple cables attach to studs on each
thermocouple probe. The chromel lead goes to the small stud, and the alumel
lead goes to the large stud. The thermocouple cable connects the probes to a
junction box on the engine.

EICAS - Engine Primary Display

CAUTION: CARE MUST BE TAKEN WHEN WORKING WITH OR NEAR THE


WIRING HARNESSES. SHARP BENDS OR TWISTS COULD
DAMAGE THE LEADS.

The round EGT analog scale consists of a white arc with yellow-band and red
line limit markers and an actual EGT pointer. A red hot-start limit marker is
shown whenever the engine N2 speed is below 50 percent and the fuel control
switch is in the on position. Actual EGT digital readout and its enclosing box are
displayed in white. The digital readout, box, and analog pointer change color to
yellow or red, as appropriate when a limit is exceeded. The highest value
attained of a red limit exceedance is displayed in white below the digital
readout, once the engine returns to within normal parameters. The exceedence
information is also recorded on the Engine Exceedence maintenance page.

Probe Troubleshooting
The continuity and resistance of individual thermocouple cables may be
checked at the shunt junction box.

UPPER
HARNESS

THERMOCOUPLE
PROBE (8)
8
7

CH A
2

6
JUNCTION
BOX

CH B

5
4

EEC
LOWER
HARNESS

CHROMEL LEAD
(SMALL NUTWHITE)
EICAS

ALUMEL LEAD
(LARGE NUTGREEN)

THERMOCOUPLE
PROBE
(2 JUNCTIONS)

THERMOCOUPLE
PROBE
(2 JUNCTIONS)
SEI

EGT INDICATING SYSTEM OPERATION


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AFT VIEW

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ENGINE INDICATION SYSTEM - AIRBORNE VIBRATION MONITORING SYSTEM


General
The airborne vibration monitoring (AVM) system continuously monitors engine
vibrations to detect malfunctions. The system has two accelerometers mounted
on each engine, and an AVM signal conditioner located on the E2-4 rack in the
main equipment center. Vibration indications are shown on EICAS.
Accelerometers
The No. 1 bearing accelerometer and compressor rear frame (CRF)
accelerometer sense vibrations caused by rotation imbalances of the N1 and
N2 systems (shafts, blades, rotors, etc.) using piezo crystals. The crystals
produce an electric charge proportional to engine vibrations. The charge
signals from both accelerometers go to the AVM signal conditioner over
shielded wire leads.
AVM Signal Conditioner
Four signals are sent from each engine to the AVM signal conditioner. They
are:

Fan vibration signals from the No. 1


Core vibration signals from the CRF
N1 speed signal from the N1 speed
N2 speed signal from the N2 speed

bearing accelerometer.
accelerometer.
sensor.
sensor.

The AVM signal conditioner uses the accelerometer and speed signals to
determine vibration velocity and displacement data for each airplane. The
vibration data is sent to EICAS on an ARINC 429 digital bus. Data sent by the
signal conditioner to EICAS can also be used for fan trim balancing.
The AVM signal conditioner has four cable connectors -- three on the back (not
shown) and one on the front panel. The connector on the front panel is a 24-pin
bayonet connector with protective cover. Maintenance operations are
performed using the front panel connector; the signal conditioner has no
additional test switches, status LEDs or fault readout displays.

PIEZOELECTRIC
CRYSTALS

CRF ACCELEROMETER

METALLIC
COLLECTOR

INSULATOR
CONNECTOR
ASSEMBLY
SCREW

COMPRESSOR
REAR FRAME

INERTIAL
MASS

TO SIGNAL
CONDITIONER

B SUMP
VENT LINE
ENG FAN VIBRATION
N1 ROTOR SPEED
N2 ROTOR SPEED
CORE VIBRATION
YES

NO

EICAS
ENGINE VIBRATOR MONITOR
Type:
P/N:
S/N:

INPUTS
FROM
OTHER
ENGINE

EVM 280
241-280-001-011
0007

2000-01
BO no S362A001-1R
FSCM No: S3960

SWITZERLAND

1
2
3
4
5

MOD
RECORD
6 11 16
7 12 17
8 13 18
9 14 19
10 15 20

AVM SIGNAL
CONDITIONER

LOCATED IN THE A SUMP


ON BEARING 1 HOUSING

AIRBORNE VIBRATION MONITOR


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N1

0.9

0.9
VIB

BEARING 1
ACCELEROMETER

B767-3S2F

N2

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EICAS DISPLAY

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ENGINE INDICATION SYSTEM - AVM SYSTEM ACCELEROMETERS


No. 1 Bearing Accelerometer
The No. 1 bearing accelerometer is mounted in the A sump on the No. 1 bearing
housing. It is accessible only during engine overhaul. The accelerometer
includes a shielded electrical cable and connector. The connector is on the No.
8 fan strut. Aircraft wiring connects the AVM signal conditioner to the No. 1
bearing accelerometer electrical connector.
CRF Accelerometer
The CRF accelerometer is mounted on the forward flange of the compressor
rear frame at the 12:00 position. The accelerometer includes an electrical cable
and connector. The connector is on a B sump vent line support bracket forward
of the accelerometer. Aircraft wiring connects the AVM signal conditioner to the
CRF accelerometer electrical connector.
Alternate No. 1 Bearing Accelerometer
An external pad is located outboard of the No. 1 accelerometer electrical
connector on the No. 8 fan strut. The pad is used to mount an alternate No. 1
bearing accelerometer. If the internal No. 1 bearing accelerometer fails, the
electrical cable connected to its electrical connector can be disconnected and
reconnected to the alternate No. 1 accelerometer. This lets vibration monitoring
continue until the next scheduled overhaul of the engine.

PT 2.5
PROBE
(REF)

NO. 8
FAN STRUT
ALTERNATE
MOUNTING PAD

FWD

ALTERNATE NO. 1
BEARING ACCELEROMETER

ALTERNATE
NO. 1 BEARING
ACCELEROMETER
ELECTRICAL
CONNECTOR

AVM SYSTEM ACCELEROMETERS


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NO. 1 BEARING
ACCELEROMETER
ELECTRICAL
CONNECTOR (REF)

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ENGINE INDICATION SYSTEM - AVM SYSTEM INDICATIONS


General
Engine vibration data appears on the EICAS secondary engine display directly
below the oil quantity indications. The indications consist of a vibration mode
call out, and the vibration value using both a digital readout and a vertical
analog pointer. The vibration data also appears on the PERF/APU page.
Vibration Mode
A white FAN, LPT, N2 or BB call out appears above the actual readout to
identify the source of the highest vibration.
Vibration Data
A digital indication of engine vibration appears as a white number enclosed in a
white box next to the vertical scale. The readout indicates engine vibration in
the unit less range 0 to 5. A white triangular pointer on the inside of a vertical
scale also indicates engine vibration level. There are two digital and vertical
scale indications, one for each engine.
PERF/APU Page
The FAN, LPT, N2 and BB vibration levels are all shown on the PERF/APU
page.

PERF/APU
GROSS WT 187.6

93

70

35

OIL

PRESS

93

70
105
18

OIL PRESS
OIL TEMP
OIL QTY

35
70
12

VIB

105

70

OIL

TEMP

12.4

12.4
18

3.1
0.9
1.1
1.2
180
90

FAN
N1
N2
BB
FAN PH
LPT PH

0.3
2.0
0.9
2.3
90
45

12
FF

OIL

APU:

QTY

EGT

FAN

BB

3.1

RPM

640
87

CAS
MACH

245
0.615
95.2
95.2
54.9
-21.54
528
104.2
12.436
86
40
320
-19.1

TAT
ALT
N1
CMD
MAX
ACT
TRA SEL
EGT
N2
FF
FP
DUCT PR
BURN PR
T/R

0.0
0.0
26.1
141.75
825
23.4
15.312
84
40
390
120.5

2.3
VIB
APU OIL QTY

PERF/APU PAGE

SECONDARY ENGINE DISPLAY

AVM SYSTEM INDICATION


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+12
21030

R EGT RED

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ENGINE INDICATION SYSTEM - ENGINE N2 SPEED CARDS


Purpose
The engine N2 speed cards interface between the control alternators (N2 speed
sensor) and other airplane systems to provide an N2 speed signal as required.
Two cards, one for each engine, are located in the P50 card file in the main
equipment center.
Characteristics
The cards are a printed circuit type. They each have two channels. There is a
toggle-type test switch for each channel. Channel 1 has a non-momentary
switch. Channel 2 has a momentary switch. Comparators control relays within
the card to send speed signals to user systems.

WARNING: MOVING ENGINE N2 DISCRETE PRINTED CIRCUIT CARD


CH. 1 SWITCH TO TEST CAUSES PROBE HEAT POWER
TO BE APPLIED. PHYSICAL CONTACT WITH PROBE
BODY CAN CAUSE SEVERE BURNS.
CAUTION: MOVING ENGINE N2 DISCRETE PRINTED CIRCUIT CARD CH.
1 SWITCH TO TEST CAUSES PROBE HEAT POWER TO BE
APPLIED. BE SURE ANY PROTECTIVE COVERS AND TEST
EQUIPMENT IS CLEAR OF PROBE BODY. HIGH PROBE
TEMPERATURES MAY DAMAGE EQUIPMENT.
CAUTION: STATIC SENSITIVE. DO NOT HANDLE BEFORE READING
PROCEDURE FOR HANDLING ELECTROSTATIC DISCHARGE
SENSITIVE DEVICES. CONTAINS DEVICES THAT CAN BE
DAMAGED BY STATIC DISCHARGES.
Operation
Each N2 speed card channel gets power from the 28vdc battery bus. Each
channel gets the N2 core shaft speed sensor output signal. The signal is
converted to a speed value by the N2 speed card sensing logic. The N2 speed
value is compared to set values by four comparators. When the N2 speed value
is determined to be above a fixed comparator value, N2 speed card relays are
energized. The relay states permit user systems to determine if the N2 speed is
above or below set values.

If the channel 1, 50% comparator, disagrees with the channel 2, 52%


comparator, for more than 10 seconds, the EICAS status and maintenance
message L(R) ENG SPEED CARD appears. This is a latched message. The
message is inhibited when the standby bus does not have power.
Displays and Indications
If the two channels of a card disagree on sensed 50% speed for more than 10
seconds, a L(R) ENG SPEED CARD message appears on the EICAS status
page and ECS/MSG page. The message is latched, and is inhibited by the
STBY BUS OFF message.

28V DC
BAT BUS

POWER
SUPPLY

ENG SPEED
SENSE
28V DC
BAT BUS

TABLE - SPEED CARD DISCRETES

TEST

ENG SPEED
SENSE

83/72%
COMPARATOR

EEC ALTN LIGHT INHIBIT


PITOT/STATIC PROBE HEAT
ENG START SW RELAY
OVERRIDE PUMP SHUT DOWN

50/47%
COMPARATOR

NORM

P11

REF

28-25

83%

M1093 L ENG SPEED CARD ONLY. RETAINS THE APU


ISOLATION VALVE OPEN AND DC PUMP OPERATING
UNTIL THE L ENGINE N2 > 83%

28-25

72%

OPENS THE APU ISOLATION VALVE AND STARTS THE


DC PUMP WHEN AIRBORNE WHEN L ENGINES N2 < 72%
AND IS ON SUCTION FLOW

28-22

50%

SHUTS OFF THE OVERRIDE PUMP WHEN THE RESPECTIVE


ENGINE N2 < 50% (K-2)

73-21

50%

INHIBITS THE "EEC INOP" AMBER LIGHT WITH THE


RESPECTIVE ENGINE N2 < 50% (K4)

30-31

50%

PROVIDES LOW HEAT MODE ON PITOT-STATIC PROBES ON


THE GROUND WHEN EITHER ENGINE N2 > 50% (K2)

80-11

50%

CLOSES RESPECTIVE ENGINE START VALVE BY DEENERGIZING THE START SWITCH SOLENOID AND START
RELAY WHEN N2 > 50% (K1)

24-51

50%

(OPTIONAL) SHEDS A PORTION OF THE GROUND SERVICE


BUS WHEN THE R UTILITY BUS IS UNPOWERED AND
EITHER ENGINE N2 < 50% (AIRBORNE ONLY) (K9)

21-51

50%

INHIBITS HIGH FLOW SCHEDULE FOR OPPOSITE COOLING


PACK WITH EITHER ENGINE N2 < 50% (AIRBORNE ONLY)

21-58

50%

(K6)
PROVIDES "INBOARD OPEN LOOP" FOR EQUIPMENT
COOLING ON THE GROUND WITH BOTH ENGINES N2 > 50%

29-00

50%

(K6)
EXTENDS THE RAM-AIR-TURBINE (RAT) WHEN AIRBORNE
ABOVE 80 KNOTS WITH BOTH ENGINES N2 < 50% (K8)

30-32

50%

INHIBITS ANGLE-OF-ATTACK PROBE HEAT ON THE GROUND


WITH EITHER ENGINE N2 < 50% (K7)

30-33

50%

INHIBITS THE AMBER LIGHT FOR THE TOTAL AIR TEMP


PROBE ON THE GROUND WITH EITHER ENGINE N2 > 50%

80-11

52%

(K7)
ILLUMINATES THE RESPECTIVE ENGINE START VALVE
AMBER LIGHT WHEN THE STARTER CONTINUES TO
OPERATE WITH N2 > 52% (K5)

STBY BUS ON

N2 SENSING

10 SEC

NVM
CHANNEL 1

NORMAL
MOMENTARY

CHANNEL 2
B
B

TEST
CH 2
NORMAL

L(R) ENG N2 SPEED CARD "SM"

POWER
SUPPLY
STATUS AND MAINT MSG PAGES

NON-MOMENTARY
TEST
NORM

TEST
CH 1

N2 SENSING

CARD FRONT
EDGE
GND = NORMAL
OPEN = FAULT

52/49%
COMPARATOR

50/47%
COMPARATOR

STARTER CUTOUT MESSAGE


ECS HI FLOW INHIBIT
EQUIPMENT COOLING
LOAD SHED (GND SVC BUS)
RAT EXTENSION
AOA PROBE HEAT

ENGINE N2 SPEED CARD (P50)

ENGINE N2 SPEED CARDS


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PURPOSE

EICAS

N2 SPEED
SENSOR

CHAN CHAPTERNO. SUBJECT N2

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ENGINE INDICATION SYSTEM - CONDITION MONITORING


General
The condition monitoring system includes three pressure probes and one
temperature sensor which send analog signals to the EEC. The EEC converts
the converts the analog signal to digital data and sends a multiplexed signal to
the PIMU. The ARINC communications and reporting system (ACARS) uses
this information for diagnosis and fault information.
The condition monitoring system includes signals from the following engine
mounted sensors:

PS14 Fan Discharge Pressure


P4.9 LPT Inlet Pressure
T5 LPT Discharge Temperature
P2.5 Compressor Inlet Pressure

ACARS

PS14
PS14 PROBE
P25
PIMU
P4.9
T5

P25 PROBE
(P.A.RT OF
T25/P2.5
SENSOR)

EEC

DFDAU

DFDR

P4.9
PROBE

T5 TEMPERATURE
SENSOR

CONDITION MONITORING
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ENGINE INDICATION SYSTEM - PROPULSION INTERFACE


MONITOR UNIT (PIMU) SYSTEM
The Propulsion Interface Monitor Unit (PIMU) collects and stores fault
information from the EEC. There are two PIMUs, one for each engine, located
in the main equipment center. The left engine PIMU is in the E1-3 rack and the
right engine PIMU is in the E2-4 rack.
The 115vac ground service bus supplies power to the unit. Engine operating
data is sent by both EEC channels. The unit accepts fault data from the EEC for
5 seconds after the airplane has landed and the air/ground relay has switched
to the ground position. The monitor unit has a nonvolatile memory to store the
data. The EICAS maintenance message "L(R) PIMU" appears if a fault is
stored. The interface between the EEC and the aircraft components operate
automatically. When the PIMU is interrogated, fault messages are shown on
the face of the monitor unit. The PIMU interface buffer sends the data to the
digital flight data acquisition unit (DFDAU) and the thrust management
computer (TMC).

L ENG
PIMU

NAMEPLATE

R ENG
PIMU

MAIN EQUIPMENT
CENTER ACCESS

24 CHARACTER LED
ALPHANUMERIC DISPLAY

E2

E1

CHANNEL A
CH A

INTERFACE
BUFFER

EEC
CH B

POWER
SUPPLY

115V AC
GND SVC

CHANNEL B

TMC

CHANNEL
IN COMMAND

BIT

MONITOR
VERIFY

DFDAU

CH A

RESET
CH B

GND TEST

CH A
AIR
CH B

TEST
LOGIC

ECS/MSG
EICAS

L(R) PIMU

GROUND
PIMU

PROPULSION INTERFACE MONITOR UNIT SYSTEM (PIMU)


B767-3S2F
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RECALL

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PIMU

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ENGINE INDICATION SYSTEM - AUTOMATIC FAULT


RECORDING DURING FLIGHT OPERATIONS
General
PIMU automatic fault recording occurs when the Air / Ground relay system
signals that the airplane has landed. For a period of 5 seconds, the PIMU
records in non-volatile memory (NVM) any faults being sent over the channel A
and B data busses from the EEC.
The flight is not finished at the time of landing. Thrust reverse, taxi and engine
shutdown operations are yet to happen. The EEC will continue to monitor the
system for faults. Any faults will be held in the EEC buffer until the N2 speed
decreases below 20% on engine shutdown.
Faults detected by the EEC after touchdown will not be stored by the PIMU.
The only way to determine if faults were stored in the EEC NVM after landing is
to perform the PIMU maintenance recall procedures. Unless there was an
EICAS message that was not appropriate for the results of a normal PIMU BITE
procedure, there would not be any indication that hidden faults exist in EEC
memory.

IN CASE OF A REJECTED
TAKEOFF, THERE IS NO
AIR-TO-GROUND LANDING
SIGNAL, SO THERE IS NO
AUTOMATIC STORING OF
EEC FAULTS BY THE PIMU.

FAULTS DETECTED BY THE


EEC AFTER TOUCHDOWN
WILL NOT BE STORED IN
THE PIMU NVM.

EEC GETS
POWER

AIRPLANE LANDS.
FOR 5 SECONDS,
THE PIMU STORES
EEC FAULTS IN
PIMU NVM.

FAULT MONITORING

FAULTS DETECTED BY THE EEC WILL


BE AUTOMATICALLY RECORDED BY
THE PIMU DURING THE FIRST
5 SECONDS AFTER TOUCHDOWN.

PIMU AUTOMATIC FAULT RECORDING DURING FLIGHT OPERATIONS


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ENGINE
SHUTDOWN
N2 <20%

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ENGINE INDICATION SYSTEM - MOST RECENT FLIGHT


(BITE)
Operation
Note:

Make sure the 115vac ground service bus is powered prior to


PIMU interrogation.

Push the Monitor Verify switch and hold. A matrix of point light emitting diodes
(LEDs) 5 LED wide by 7 LEDs high should appear for each of the 24 character
positions. Note if any are not operating but continue the test. Release the
Monitor Verify test switch. The PIMU enters a self test mode. If the test takes
more than three seconds, the message Test In Progress appears. The
message Ready appears for 10 seconds if the test was successful.
Push the BIT switch. The first channel A fault will appear if there are any. To
see the next fault, push the BIT switch again. After all of the channel A faults
are viewed the next push of the BIT switch will show the first channel B fault if
any exist. When all faults have been displayed, or if no faults are present, the
message END appears for 10 seconds. After this time the display will blank.
Be sure to erase the fault data from the PIMU by pushing the RESET switch.
This will erase PIMU NVM faults but will not erase the faults stored in the EEC.
If the PIMU memory is not erased, the faults from the next flight will be added to
the current faults in the PIMU memory.

TEST MODES

EEC MAINT
L ENG
POWER
TEST
NORM

28V DC
GND
HDLG

READY

R ENG
POWER

TEST IN

PIMU

PROGRESS

MONITOR

ALPHANUMERIC
DISPLAY

TEST

FAIL
MONITOR
SELF-TEST
VERIFY MODE (>3 SEC)

P34

SELF-TEST
COMPLETE

NAMEPLATE
NORM

END

EEC MAINT
TEST (P61)

352 14-A

EEC CH A

EEC CH B

T-12

TEST IN

DATA

SENSOR

PROGRESS

BUS INOP

BITE

CHANNEL A
CHANNEL B

115V AC
GND
SVCE

INSTRUCTION

BIT

BIT DATA
RECEIVE MODE

MAINT
RECALL

EEC

TMC
DFDAU

P33

MONITOR
VERIFY

AIR
CH A

RESET
CH B
ECS/MSG

GND TEST

GND

EICAS

PIMU

PIMU BITE - MOST RECENT FLIGHT


B767-3S2F
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GND TEST
MODE

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L(R) PIMU
DAVIN IS THE MAN

GND TEST
FAIL

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ENGINE INDICATION SYSTEM - PIMU GROUND TEST


General
The PIMU ground test is used to determine if there are any current faults
detected by the EEC. Both the EEC and the PIMU must be powered to conduct
the test. There are three ways to power the EEC.
Put the EEC maintenance switch (P61 panel) to the TEST position
Motor the engine above 11% N2
Start the engine
To supply power to the PIMU, the 115vac ground service bus must be powered.
Operation
Push the RESET switch to erase any faults stored in the PIMU non volatile
memory. Test the PIMU by pushing the MONITOR VERIFY switch and
releasing it. Wait for the message READY to appear and then go out.
A spring loaded return-to-off toggle switch on the PIMU starts the test. Push the
switch to the CH A position and release. Wait 10 seconds. The message TEST
IN PROGRESS appears. The display then blanks. Push the switch to CH B
position and release. Wait 10 seconds. The message TEST IN PROGRESS
appears. The display then blanks. If a channel is not powered, the message
DATA BUS INOP will appear.
If there are active faults detected by the EEC, they will be received by the PIMU
and stored in non volatile memory. To view any faults that the PIMU has
recorded in NVM, push the BIT switch once for each fault. If there are no faults
or if you have viewed all the faults detected, the message END appears.
To remove fault data from the PIMU, push RESET. This will erase PIMU NVM
faults but will not erase the faults that are stored in the EEC.

115V AC
GND SVCE
P33
28V DC
BAT BUS
P34 APU/EXT
PWR PNL

EEC MAINT
L ENG
POWER

NAMEPLATE

TEST
NORM

TEST

1
EEC MAINT
TEST (P61)

CH A

352 21-A

TEST IN

N1

PROGRESS

SENSOR

MOVE GND TEST


TO CH A

PUSH BIT

CHANNEL A GROUND TEST (EEC POWERED)

BITE

INSTRUCTION

CHAN B
DATA BUS

BIT

CH A
PWR

MAINT
RECALL

CH A
MONITOR
VERIFY

CH B

CH B
PWR

CH A

1
RESET
CH B

GND TEST

L ENG EEC
EEC ALTERNATOR
PIMU

PIMU BITE - GROUND TEST


B767-3S2F
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MOVE GND TEST


TO CH B

CHANNEL B GROUND TEST (EEC NOT POWERED)

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ENGINE INDICATION SYSTEM - PIMU MAINTENANCE


RECALL
General
The maintenance recall procedures allow the recall of the fault history stored in
the EEC. Faults from the most recent flight, flight 1, will be displayed first. Then
the faults for the next oldest flight that had faults can be shown on the PIMU.
This procedure allows us to look at the fault history of that channel of that
engine for the last 64 flight legs.
The maintenance recall procedure will transfer faults only for the channel in
control of the engine at that time. The engine must be shut down and
maintenance ground power applied to the EEC. The faults are brought over
from the EEC NVM into the PIMUs random access memory, one fault at a time.
To view the faults that have been recorded in the EEC NVM for the other
channel, exit the maintenance recall mode by pushing the MONITOR VERIFY
switch, un-power that EEC by cycling the maintenance ground test switch to
NORM, then back to the TEST position, and finally pull the appropriate engine
channel circuit breaker. This procedure changes the channel-in-control as
shown on the EPCS EICAS page.
Operation
Push the MONITOR VERIFY switch to test the PIMU. READY will show if there
are no faults in the PIMU itself. Pushing the MAINTENANCE RECALL switch
begins the transfer of data from the EEC NVM to the PIMU random access
memory (RAM), one fault bit at a time. You must wait 5 seconds while TEST IN
PROGRESS is shown. When the transfer of the fault is completed, the FLIGHT
LEG # message appears.
Pushing the BIT switch will display the fault. The dollar ($) symbol between the
label and bit designation shows that this is maintenance mode data from the
EEC NVM. Only faults for the channel in control will be shown. Pushing the BIT
switch again and again will toggle between the fault just seen and the flight leg
number. To see the next fault you must push the MAINTENANCE RECALL
switch, wait for 5 seconds until the FLIGHT LEG # is shown, and then push the
BIT switch to display the fault.

The Fault Isolation Manual only requires that the latest flight leg with faults be
recalled. For historical data or to analyze recent problems, it may be required to
recall all of the faults for all possible 64 flights. A maximum of 40 faults can be
recalled for each channel.
To get the faults from the opposite channel, exit the maintenance mode with the
MONITOR VERIFY switch, shut off the ground test power, turn the ground test
power back on, and pull the appropriate circuit breaker to change the channel in
control. The recall procedure for the other channel can then be done.

TEST

TEST

IN

READY

IN

PROGRESS
1

PUSH & HOLD:


MONITOR VERIFY

RELEASE: MONITOR
VERIFY

PUSH: MAINT RECALL

FLIGHT

350 $27-A

TEST

FLIGHT

LEG

NO 28V DC

IN

LEG

DETECTED

PROGRESS

PROGRESS

PUSH: BIT

PUSH: MAINT RECALL

351 $26-A

TEST

FLIGHT

EXITING

R ADC

IN

LEG

MAINT

CHANFAIL

PROGRESS

PUSH: BIT

10

MODE

PUSH: MAINT RECALL

11

PIMU MAINTENANCE RECALL


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12

PUSH: MONITOR
VERIFY

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ENGINE INDICATION SYSTEM - ELECTRONIC PROPULSION


CONTROL SYSTEM (EPCS)
General
The values for various engine controls and status parameters appear on the
EPCS maintenance pages 1 and 2. The parameters are shown as real time.
AUTO EVENT or MAN EVENT data.
EPCS Page 1
Data from both channels of the EEC on each engine appear. The channel
which is currently in control of the engine operations is indicated by a square
around the channel letter. In the case of the AUTO / MAN EVENT the square
displayed indicates the channel which controlled that engine at the time the
event was recorded.
EPCS Page 2
Page 2 of the EPCS display is accessed by pressing the EPCS maintenance
switch a second time. Page 2 is real time information only. There is no MAN /
AUTO EVENTS for this page. The hexi-decimal ARINC 429 labels can be
decoded using the FIM manual, with the PIMU MESSAGE INDEX.

EPCS
____

EPCS
____
PAGE 1
A

1.6
99.8
34.5
4
14.5
0
0
0.0
0.0
7
20
14
OIL T YEL

1.6
99.7
34.4
4
14.5
1
0
0.0
0.0
7
20
15

A
VSV
VBV
TRA
T 12
P0
HPTC
LPTC
T/R L
T/R R
T25
T3
PS 3

1.4
100.0
34.0
4
14.5
0
0
0.0
0.0
7
20
14

AUTO EVENT

PAGE 2

1.4
100.0
34.1
4
14.5
1
0
0.0
0.0
7
20
15

0840
0300
0802
4000
0E01
4140
1180

0800
0300
6802
4000
0E01
4140
1180

LABEL
270
271
272
273
274
275
276

EGT RED

EICAS ELECTRONIC PROPULSION CONTROL SYSTEM PAGE


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0801
0300
6802
4000
0E01
4240
1180

0841
0300
0802
4000
0E01
4240
1180

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ENGINE CONTROL - CLUTCH AND MICROSWITCH PACKS


General
The autothrottle clutch pack assembly is the interface between the autothrottle
system and the engine fuel control system. It is in the forward equipment center.
The microswitch pack is linked to the clutch pack assembly through the forward
cable drum. It is the interface to other aircraft systems. The switch pack is below
the drum.
Autothrottle Clutch Packs
The autothrottle clutch packs supply friction and feel for the thrust levers
(manual) and let the autothrottle servo unit move the thrust levers. The clutch
packs are on a common shaft. The thrust levers connect to one face of a clutch
pack. The autothrottle servo unit connects to the other face of both clutch packs.
The clutch friction is set to supply the correct feel when the thrust levers are
moved manually against the autothrottle servo unit. When the autothrottle is
engaged, the autothrottle servo unit moves the thrust levers through the clutch
packs. In reverse thrust, the autothrotle clutch cannot increase engine thrust. In
reverse thrust, all thrust changes are manual. The clutch packs make manual
override of the servo unit possible at all times.
Microswitch Pack
The microswitch pack has two cam-following arms and two sets of switches for
each engine. Cam surfaces machined on the lower half of the forward drums
move the arms. This operates the switches to send thrust lever position signals
to other aircraft systems.
Training Information Point
The switches of the microswitch pack may be replaced, but the entire switch
pack must first be removed. There is an adjustment screw for each microswitch.
These screws are adjusted to have all switches in the group operate at the
same time. In addition, there is an adjustment bolt for each group. Adjust the
bolt to get the switches to operate at the correct thrust lever angle.

To adjust the switch group, put the thrust levers at the proper angle as
described in the Maintenance Manual. A scale on the forward drum shows the
position. Push on the lock channel to disengage the adjustment bolt. Turn the
bolt to adjust the switch. Make sure the position is correct by a continuity test on
the applicable pins in the electrical connector. When the position is correct,
release the lock channel to re-engage the bolt.
Switches
These are the switches:

S1, S5 - L/R LANDING WARNING


S2, S3 - L AUTOBRAKE/AUTOBRAKE REJECTED TAKEOFF (RTO)
S6, S7 - R AUTOBRAKE/AUTOBRAKE REJECTED TAKEOFF (RTO)
S8, S11 - L/R THRUST REVERSER DIRECTIONAL CONTROL VALVE
S10, S14 - L/R SPEEDBRAKE RETRACT
S12, S16 - L/R THRUST MANAGEMENT SYSTEM (TMS) THRUST
REVERSE
S17 - LOAD SHED/PRESSURE CONTROL L
S18 - LOAD SHED/PRESSURE CONTROL R.

CONTROL RODS TO
THRUST LEVERS
AUTOTHROTTLE
CLUTCH PACK
S14

S5

CLUTCH
LINK
AUTOTHROTTLE
SERVO UNIT

S18
S16

S6
SPACER
S7

S8
S10

S2
S1
SPACER
S3

S17
S12
S11
FWD

CAM
FOLLOWING
ARMS

FWD

MICROSWITCH PACK

MICROSWITCH
ASSEMBLY

FWD
DRUM

MOUNTING
SCREWS
MOUNTING ARM

SWITCH
CAM
CAM FOLLOWING
ARMS

SHAFT

SWITCH

MICROSWITCH PACK

ENGINE CONTROL - CLUTCH AND MICROSWITCH PACKS


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LOCK CHANNEL
ADJUSTING
BOLT

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ENGINE CONTROL - THRUST LEVER ANGLE (TLA) RESOLVERS


General
The thrust levers control engine thrust. Each thrust lever is mechanically linked
through the autothrottle clutchpack to a two-channel thrust lever angle (TLA)
resolver. The TLA resolver is a rotary transducer. The clutchpack turns the
resolver rotor when the thrust lever is moved. The resolvers are on the
clutchpack assemblies in the forward equipment center. Access is through the
forward equipment center access door.
Each resolver has two sets of electrical outputs that are a function of the thrust
lever angle. One signal from each resolver goes to EEC channel A, the other
signal goes to EEC channel B.
Each EEC channel sends a sine wave signal through its respective connector to
the rotor of the dual coil TLA resolver. The excitation induces a sine-cosine
feedback signal for each channel as the rotor moves in response to power lever
position changes. The EEC converts the sensed analog feedback signals into a
digital thrust lever angle value. The EEC uses this phase angle to determine
commanded N1.

AUTOTHROTTLE
CLUTCH PACK
ASSEMBLY

TLA RESOLVER
FORWARD
ACCESS DOOR

AUTOTHROTTLE
SERVO MOTOR

THRUST LEVER
CONTROL RODS
CLUTCHES

RESPONSE
SIGNALS
SENSING
CIRCUITS
POWER
SUPPLY
CHANNEL A
CHANNEL B

STATORS ROTORS EXCITATION


SIGNALS
POWER
SUPPLY

SENSING
CIRCUITS
TLA RESOLVER

RESPONSE EEC
SIGNALS

TLA RESOLVER
LINKS (2)

CHANNEL A
CONNECTOR
EEC
EXCITATION

PHASE ANGLE

THRUST LEVER
ANGLE RESOLVER (2)
AUTOTHROTTLE
SERVOMOTOR
CHANNEL B
CONNECTOR

ENGINE CONTROL - THRUST LEVER ANGLE (TLA) RESOLVERS


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ENGINE CONTROL SYSTEM - FADEC SYSTEM DESCRIPTION

Auto-Throttle System (ATS)

General

It is extensive information processing capabilities, more than any other, that


distinguishes FADEC from mechanical engine control systems.

The General Electric CF6-80C2 full authority digital electronic control (FADEC)
system is a computer-based engine control system. Each engine on the 767
has its own independent engine control system. The main component of the
FADEC system is the electronic engine control (EEC). The FADEC system is
divided into subsystems to perform two basic functions - information processing
and engine control.

ENGINE CONTROL refers the FADEC's ability to physically control the


operating, performance and efficiency characteristics of the engine.
Capabilities in this area include precise control over fuel flow, primary and
parasitic airflow, internal rotor to stator clearances (Active Clearance Control),
engine start sequencing and igniter operation.

The information processing functions receive, manipulate and send large


amounts of data. The EEC gets information about the environment and
operating conditions within the engine. This information comes form engine
control switches in the flight deck, thrust lever position inputs, temperature and
presser inputs on the engine. The EEC uses this information to control the
engine through the EEC which also sends data and messages to EICAS, the
SEI and the engine discrete card. The flight management computer (FMC),
thrust management computers (TMC) and the air data computers (ADC) also
interface with the EEC.
The engine control functions control the engine fuel and air systems to operate
the engine efficiently at all rated performance levels. The FADEC system is
composed of an engine control (EEC), Hydro-Mechanical Unit (HMU),
Permanent Magnet Alternator (PMA), Engine rating Plug, Engine Identification
Plug, engines sensors and components from the Variable Stator Vane (VSV),
Variable Bleed Valve (VBV), HPT Active Clearance Control (HPTACC) and
Engine Starting and Ignition systems. It is divided into seven separate
subsystems that provide two basic system functions - Information Processing
and Engine Control:
Information processing refers to the FADEC's ability to input, manipulate
and output large amounts of electronic data. Using these functions, the
FADEC computer gathers information about the environment and
operating conditions within the engine. With the information, the computer
calculates fuel and air flows required to maintain engine operation at the
rated performance levels with peak efficiency. Information processing also
allows the FADEC computer to communicate directly with other
computerized aircraft systems including the:
Engine Indicating and Crew Alerting System (EICAS)
Air Data Computer (ADC)

EICAS
(CHAPTER 31)

SEI
(CHAPTER 77)

FMC
(CHAPTER 34)

TMC
(CHAPTER 22)

ADC
(CHAPTER 34)

.
EEC DISCRETES
CARD
(CHAPTER 73)

IDLE SIGNAL

PNEUMATIC
DEMAND

THRUST LEVERS
(CHAPTER 76)
FUEL CONTROL
SWITCHES
(CHAPTER 73)
TLA RESOLVER
(CHAPTER 73)

MICROSWITCH PACK
(CHAPTER 22)

EEC
(CHAPTER 73)

CONTROL
ALTERNATOR
(CHAPTER 73)

THRUST
REVERSER
(CHAPTER 78)

T12 SENSOR
(CHAPTER 73)

P25/T25
SENSOR
(CHAPTER 73)

FADEC SYSTEM DESCRIPTION


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HYDROMECHANICAL
UNIT (HMU)
(CHAPTER 73)

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ENGINE CONTROL SYSTEM - ELECTRONIC ENGINE CONTROL (EEC)


The electronic engine control (EEC) manages the following engine functions:

Compressor airflow control (Chapter 75)


Core compartment cooling (75)
Turbine case cooling (75)
Engine/aircraft interface (EICAS , TMC, etc..) (76)
Power management in response to commanded thrust (76)
Engine limit protection (76)
Built-in testing (76)
Fault detection (76)
Engine status indications (77)
Maintenance indications (77)
Thrust reverser interlock and control (78)
Start/Ignition control (74/80)

The EEC is a two channel (A and B), digital electronic microcomputer. It is


mounted using vibration isolators on the left side of the fan case at the 8:30
position. There are fifteen electrical connectors on the front side of the unit,
identified as J1 through J15. Engine wiring harnesses are color coded for easy
identification. There are four connections for pressure robes on the bottom of
the unit. The unit is cooled by natural convection.
The EEC is designed to support a variety of engine/aircraft combinations and
different thrust ratings. An engine Identification Plug on connector J15
programs the EEC for desired application. The plug is attached to the engine
fan case by a lanyard and remains with the engine if the EEC is changed. It
must be connected to the EEC to dispatch the airplane. The EEC has two
modes of operation: control and test. The EEC is normally in the control mode.
It is in test mode if the airplane is on the ground, the fuel control switch is in
CUTOFF, and the EEC ground test switch on the P61 panel is in the TEST
position.
Various airplane and engine systems communicate with the EEC and have
redundant paths to the EEC channels (channel A and channel B). The 15
electrical connectors on the EEC are grouped by aircraft interfaces (J1-J6), onengine components (J7-J13) and EEC use (J14-J15).

Aircrft Interface Connectors (J1-J6)


J1 Ignition Exciter #1. DC Power In/Out; Channel A Ground Handeling Bus
Power In
J2 Ignition Exciter #2. DC Power In/Out; Channel B Ground Handeling Bus
Power In
J3 Fuel On; Starter Air Valve Open; Chanel A Reset: EEC Fault; Digital
Data Bus (ADC & TMC) In/Out, Channel A TLA resolver In/Out
J4 Single/Dial; Igniters; Idle Select; Hard Reversionary Mode; Channel B
TLA Resolver In/Out
J5 Aircraft Type; Engine Position (L/R); channel A Thrust reverser Position
TMC Disconnect; Operating Mode Select (Control or Test); Channel B
Thrust Reverser Position

Engine Interface Connectors

J7 Black Channel A
J8 Brown Channel B
N2 Sensor; ESCV Solenoid, Escv Position Switches; HMU
J9 red Channel A
J10 Orange Channel B
Control Alternator; Starter Air Valve; N1 Sensor; T12
J11 Yellow Channel A
J12 Green Channel B
T2.5; HPTC Valve; VSV Actuators; VBV Actuators
J13 Blue Channel A and B
T3; T49; T5; Engine Oil Temperature Sensort; Fuel Flow Transmitter

ENGINE RATING
PLUG CONNECTOR
(J15)

EEC

ENGINE DENTIFICATION PLUG

FWD
PS3
ENGINE RATING
PLUG

ENGINE CONTROL SYSTEM - ELECTRONIC ENGINE CONTROL (EEC)


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SERIAL NUMBER
PLUG CONNECTOR
(J14)

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ENGINE CONTROL SYSTEM - ELECTRONIC ENGINE CONTROL (EEC) (CONT)


Data Plugs
J15 Engine Rating Plug
J14 Identification Plug
These two plugs are captive to the engine by lanyards. Multiple tables are
contained in the EEC and the P14 determines the rating table to be used. The
P15 provides engine hardware informatin to the EEC:

N1 Modifier
EGT Shunt Valve
Active Clearance Control Schedules
Engine Serial Number (Programed Through J15)

Pressure Inputs
The EEC has pressure transducer and signal conditioning circuits. The
pressures measured are as follows:
Ambient Pressure (PO)
Compressor Discharge Pressure (Ps3)
One transducer for each channel measures PO through a small hole in the EEC
case. A tube for Ps3 goes to the EEC. The two channels send data to each
other on a crosstalk data bus.

ELECTRONIC ENGINE CONTROL SWITCHES (P5)

ENGINE RATING
PLUG CONNECTOR
(J15)

EEC

ENGINE IDENTIFICATION PLUG

FWD
PS3
ENGINE RATING
PLUG

ELECTRONIC ENGINE CONTROL (EEC) (CONT)


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SERIAL NUMBER
PLUG CONNECTOR
(J14)

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ENGINE CONTROL SYSTEM - CONTROL ALTERNATOR


Purpose
The control alternator provides the EEC channels A and B with electrical power.
Characteristics
The alternator is located on the forward center section of the accessory
gearbox. Opening the thrust reverser allows access.
The alternator consists of two separate assemblies:
Rotor
Stator
Rotor
The rotor is a permanent magnet assembly - Permanent Magnet Alternator PMA. It is mounted to the Accessory Gearbox (AGB) splined drive shaft with a
lock nut.
Stator
The stator mounts on the AGB case with three bolts. The stator has three
independent windings. Two windings power the EEC channels A and B.
Operation
The alternator operates whenever the gearbox is turning. It will meet all
required EEC power at 11% N2. It continues to meet the power requirements
until the N2 decreases below 9%. If one phase of either or both windings fail,
the control alternator continues to meet all EEC power requirements if the N2 is
above 45%.

PERMANENT
MAGNETS

WINDINGS (2)
ROTOR
NUT

FLATS (3)
AGB DRIVE
SHAFT
MOUNTING PAD
CHANNEL A
O-RING

CHANNEL B
STATOR

PERMENANT MAGNET ALTERNATOR


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ENGINE CONTROL SYSTEM - INLET SENSORS (T12)


Engine Inlet Temperature Sensor (T12)
There are two T12 Inlet temp sensors. Each supplies inlet temp data to one of
the EEC channels. The sensors are identical and are mounted on the forward
edge of the fan case at the 2:00 and 10:00 positions. The elements in the
sensor are resistive thermal devices. Hence, temperature changes in the
engine inlet area varies the resistance of the probes. The housing the sensor is
mounted in protects it from physical damage. It also prevents water and ice
contact interfering with the accurate operation of the probe.
The T12 sensor is used by the EEC to correct N1 and N2 speed inputs, and to
calculate the position of the Fuel Metering Valve and the HPTACC Valve. Inputs
from the sensor mounted in the 2:00 position are received and processed by
Channel A, and channel B inputs are from the sensor mounted at the 10:00
position.
Each EEC channel supplies a 10 ma direct current excitation signal to its
respective sensor. The voltage drop across the sensor is measured by the EEC
and corrected for ram air effects to determine the inlet air temperature. The
digital equivalent of each input is made available at the aircraft interface for
monitoring.

I
+V
-

ELECTRICAL
CONNECTOR

CHANNEL A

10:00

CHANNEL B

I
PROTECTIVE
HOUSING

PLATINUM
WIRE
ELEMENT

AIRFLOW

2:00

ELECTRICAL TEMPERATURE SENSORS (T12)


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+
V
-

EEC

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ENGINE CONTROL SYSTEM - INLET SENSORS (P/T 2.5)


General
The P2.5 probe is a part of the compressor inlet temperature/pressure T2.5/
P2.5 sensor. The P2.5 probe senses the total pressure of the high pressure
compressor inlet airflow.
The T2.5/P2.5 sensor is on the fan frame hub outer surface at the 7:30 position.
The P2.5 probe has a pitot tube to sense pressure. The pressure signal goes to
a P2.5 pressure transducer in the EEC. The operation range of the P2.5 input
to the EEC is from 2 to 75 psia.

Compressor Inlet Temperature/Pressure Sensor (T2.5)


The compressor inlet temperature sensor (T2.5), is part of the T2.5/P2.5
temperature sensor. This sensor is mounted on the fan frame at the 7:30
position between the number 8 and 9 fan struts. The sensor has two separate
temperature sensing elements, one for each channel of the EEC. Once again
temperature varies resistance in this sensor and that change is read by the EEC
as a temperature.
The T2.5 is used by the EEC to correct N2 speed inputs. Two T2.5 inputs are
received from the sensor. One input is received and processed by Channel A,
and the other by Channel B. Each channel supplies 10 ma (max) direct current
excitation signal to the sensor. The digital equivalent of each input is made
available at the aircraft interface for monitoring.
Note:

The P2.5 portion of this sensor is not currently used.

P2.5 PORT

FAN
STRUT 8
T2.5
CONNECTORS

FWD

ELECTRICAL TEMPERATURE SENSORS (P/T 2.5)


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ENGINE CONTROL SYSTEMS - EEC DISCRETES PRINTED


CIRCUIT CARD
One EEC discretes printed circuit card serves both engines. It is an interface
between various pneumatic user systems and the TMC and FMC. The TMC
supplies both EECs with bleed state information. The card also supplies a
time-delay for the idle select control circuits.
The card is in the P50 card file in the main equipment center. Relays on the
card connect in puts and outputs. The card has two sections, one for each
engine. The 28vdc battery bus and the left 28vdc bus supply power to the
card's left engine section. The 28vdc battery bus and the right 28vdc bus
supplies power to the card's right engine section.
CAUTION: THIS CARD IS STATIC SENSITIVE. DO NOT HANDLE BEFORE
READING THE PROCEDURE FOR HANDLING
ELECTROSTATIC DISHARGE SENSITIVE DEVICES (REF 2041-01). THE CARD CONTAINS DEVICES THAT CAN BE
DAMAGED BY STATIC DISCHARGE.

Characteristics
The card is a printed circuit type. Relays on the card provide interface between
inputs and outputs. The card has two sections, one for the left engine and one
for the right. The left engine section is shown.

Power
The left engine section of the card is powered by the 28 volt dc battery bus and
the left 28 volt dc bus, the right engine section is powered by the 28 volt dc bat.
bus and the right 28 volt dc bus.

28V DC
R BUS

RIGHT ENGINE
SECTION
(SAME TO LEFT)

28V DC
BAT BUS

EEC DISCRETES
PRINTED CIRCUIT
CARD

28V DC
L BUS

P50
8

10

POWER
L ENG EEC
DISCRETES

P11
5
SEC

T
/
D

+
-

TO IDLE SELECT
CONTROL CIRCUIT
10

TIME DELAY (K12)


L ENG ANTI-ICE

K1 COWL
ANTI-ICE

AIR HYD PUMP


OVERSPEED
CONT CARD

K4 ADP

BLEED
STATES

AIR SUPPLY ISLN


VLV CLOSED IND

K10 R
ISLN VLV

L PACK FLOW

K3 L ECS
HI/LO

CONT CARD

TO FMC

TO FMC

EEC

K2 L ECS
ON/OFF

P5 SWITCHES

TMC

P50 CARD FILE (MEC)

28V DC
BAT BUS
APU ENG
START/ECS
DISCRETE
P11

INBD
EEC DISCRETES
PRINTED CIRCUIT
CARD (P50)

BLEED AIR
CTR ISN VALVE

AUX POWER
CONTROL UNIT

EEC DISCRETES PRINTED CARD


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ENGINE CONTROL SYSTEM - HMU FUEL METERING OPERATION


General
Fuel flow is metered by the hydro-mechanical unit (HMU) mounted on the front
right side of the accessory gearbox. In addition, the HMU supplies servo fuel for
the operation of the engine air system. The HMU gets control signals from the
EEC and the aircraft.

When the pressurizing and shutoff valve is closed, a permanent magnet


mounted to a translating structure on the valve is in close proximity with three
reed-type switches. The magnet closes the three switches. One of the switch
outputs goes to EEC channel A, one to EEC channel B, and one to the ENG
VALVE disagreement light circuit. The EICAS level C message L(R) ENG FUEL
VAL appears if the pressurizing and shutoff valve actual and commanded
positions disagree. The ENG VALVE light on the P10 panel also comes on
when the valve actual and commanded positions disagree.

Bypass Valve
Fuel Metering Valve
A fuel metering valve (FMV) inside the HMU controls fuel flow to the fuel
nozzles. The hydraulically driven metering valve is controlled by the FMV
EHSV. Control of the EHSV is through two coils , one for each EEC channel.
The controlling EEC channel increases current through its EHSV coil to
hydraulically open the FMV. The FMV has two position indicating resolvers,
each providing feedback to and getting power from its own respective EEC
channel.

High Pressure Fuel Shutoff Valve


A solenoid controls the position of the high pressure fuel shutoff valve (HPSOV).
The fuel control switch and engine fire switch on the P10 panel control the
HPSOV solenoid. The solenoid gets power directly from the 28 volt battery bus.
It has two latching coils:
Run
Cutoff
Placing the fuel control switch to RUN energizes the run coil of the HPSOV
solenoid. Placing the fuel control switch to CUTOFF, or pulling the engine fire
switch, energizes the cutoff coil of the HPSOV solenoid. The solenoid is
magnetically latched in the last commanded position.
When the HPSOV solenoid is in the cutoff position, the HPSOV sends high
pressure servo fuel to the pressurizing and shutoff valve to stop metered fuel
flow to the fuel nozzles. When the solenoid is in the run position, the high
pressure servo fuel is cutoff and the pressurizing and shutoff valve can open.

The bypass valve has a piston inside a multi ported sleeve. Un-metered fuel
from the fuel pump enters the sleeve, is blocked by the piston, and is forced out
of the sleeve ports. The fuel flow rate to the FMV, and the bypass return flow to
the fuel pump, are controlled by moving the piston in and out of the sleeve,
varying the number of outlet ports. The piston position is controlled by the delta
P regulator.
The delta P regulator maintains a constant pressure drop across the FMV. This
makes the fuel flow rate vary with the FMV position.
The regulator monitors the pressure difference between the un-metered fuel
input and the metered fuel output developed across the FMV. The regulator
positions the bypass valve to equalize the two fuel pressures. If the FMV input
pressure increases above the output pressure, the delta P regulator opens the
bypass valve to increase bypass fuel flow to the fuel pump. If the FMV input
pressure decreases below the output pressure, the bypass valve closes to
decrease bypass fuel flow..
.

VBV SERVO
FUEL PORTS

HPTC REFERENCE
PRESSURE PORT
ACCESSORY GEARBOX
FORWARD SIDE

HPSOV
SOLENOID
CONNECTOR

SERVO FUEL
INLET

EHSV (5)

HPSOV
POSITION
SWITCH
CONNECTOR
EEC
CHANNEL A
CONNECTOR

EEC
CHANNEL B
CONNECTOR

VSV SERVO
FUEL PORTS

FUEL
DISCHARGE
(HIDDEN)

FUEL
INLET

HPTC
VALVE
PORT

TOP

FWD

TOP
DRIVE
COUPLING

BYPASS FUEL
RETURN
RIGHT, TOP SIDE

LEFT, BOTTOM SIDE

ENGINE CONTROL SYSTEM - HMU FUEL METERING OPERATION


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ENGINE CONTROL SYSTEMS - HYDROMECHANICAL UNIT


(HMU) (CONT)
The fuel metering system is completely contained in the Hydromechanical Unit
(HMU). The HMU is mounted on the front, right side of the accessory gearbox.
It is driven by a mechanical connection to the gearbox. The HMU responds to
electrical signals from the EEC to meter fuel flow for combustion and to
modulate servo fuel flow to operate the engine air systems. The HMU also
receives signals from the aircraft fuel control system to control an internal high
pressure fuel shutoff valve (HPSOV). Access to the HMU is through the right
thrust reverser half.
There are four electrical connectors for electrical interfaces with the aircraft and
MU with the fuel pump and nozzles. There are five hydraulic connections for
control interface with the engine fuel and air systems. Each hydraulic interface
is controlled by an electro-hydraulic servo valve (EHSV) that varies servo fuel
pressure in response to EEC signals.
The fuel connections are:

Fuel inlet from the fuel pump


Fuel discharge to the fuel nozzles
Fuel bypass discharge to the fuel pum
Servo fuel inlet from the servo fuel heater

The hydraulic connections are:

Servo fuel pressure to the Low Pressure Turbine Cooling Valve (LPTC)
Servo fuel pressure to the High Pressure Turbine Cooling Valve (HPTC)
Servo fuel reference pressure to the LPTC and HPTC valves
Servo fuel pressure to the variable bypass valves (VBVs)
Servo fuel pressure to the Variable Stator Vanes (VSVs)

Note:

The LPTC system is currently not used on the 767. The EHSV is
still located on the HMU, however the control valve has been
removed. The system flows constantly without and external
control systems.

The electrical connections to the HMU are:

Fuel control signals from the EEC channel A


Fuel control signals from the EEC channel B
HPSOV solenoid inputs from the fuel control valves
HPSOV position indicating outputs to the EEC

VBV SERVO
FUEL PORTS

HPTC REFERENCE
PRESSURE PORT
ACCESSORY GEARBOX
FORWARD SIDE

HPSOV
SOLENOID
CONNECTOR

SERVO FUEL
INLET

EHSV (5)

HPSOV
POSITION
SWITCH
CONNECTOR
EEC
CHANNEL A
CONNECTOR

EEC
CHANNEL B
CONNECTOR

VSV SERVO
FUEL PORTS

FUEL
DISCHARGE
(HIDDEN)

FUEL
INLET

HPTC
VALVE
PORT

TOP

FWD

TOP
DRIVE
COUPLING

BYPASS FUEL
RETURN
RIGHT, TOP SIDE

LEFT, BOTTOM SIDE

ENGINE CONTROL SYSTEMS - HYDROMECHANICAL UNIT (HMU) (CONT)


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ENGINE CONTROL SYSTEM - HMU FUEL METERING OPERATION (CONT)


Overspeed Governor
The overspeed governor senses N2 speed through the HMU mechanical drive
from the accessory gearbox. If the N2 exceeds 113.4 percent, the governor
overides the delta P regulator input to the bypass valve to reduce the metered
fuel flow regardless of the FMV position.
When the overspeed governor operates, it closes an overspeed indication
switch inside the HMU. This switch is connected to the EEC. When the switch
closes, the latched EICAS status and maintenance message L(R) ENG S/O
GOV appears.
When the engine is started, remaining fuel between the spar valve and the
pressurizing and shutoff valve causes the overspeed governor to operate,
closing the overspeed switch. The overspeed governor returns to normal
operation at 50% N2. This performs a functional test of the overspeed
governor. If the switch does not close during engine start, the L (R) ENG O/S
GOV message appears.

CONTROL INPUT
FROM EEC

FEEDBACK
TO EEC
FIRE
CUTOFF

UNMETERED
FUEL
METERED
FUEL
SERVO
FUEL

METERING
VALVE EHSV

IN FROM
FUEL PUMP

METERING VLV
RESOLVERS

NORM

RUN
FUEL CONT
SW (P10)

FIRE SW
(P8)

HPSOV

OUT TO
NOZZLES

PRESSURIZING
AND SHUTOFF
VALVE

METERING
VALVE

28V DC
BAT BUS

HPSOV
SOLENOID

VALVE
POSITION
SWITCH

ENG
VALVE
P10

DIFFERENTIAL
PRESSURE REG/
BYPASS VALVE

RETURN TO
FUEL PUMP
INTERSTAGE

L (R) ENG FUEL VAL (C)

ACCESSORY
GEARBOX

A
B

N2 OVERSPEED
GOVERNOR

PRIMARY ENGINE DISPLAY

L (R) ENG O/S GOV (S,M)

O/S SWITCH

STATUS OR ECS/MSG PAGE

HYDROMECHANICAL UNIT (HMU)

EEC

HMU FUEL METERING OPERATION


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EICAS

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ENGINE CONTROL SYSTEM - EEC INPUTS/OUTPUTS


The EEC gets analog input data from the engine and aircraft. It also receives
digital input data and discrete inputs from the aircraft. The EEC uses power
from the Permanent Magnet Alternator (PMA) when the engine is running, and
from the aircraft when the engine is not running.
The EEC sends analog output signals to the hydro-mechanical unit (HMU),
engine air systems, thrust reverser interlock and start/ignition systems. The
EEC sends digital signals to EICAS and the propulsion interface monitor unit
(PIMU). The two EEC channels are redundant and independent. Each channel
receives the same inputs. The system is designed so that no single failure
causes the engine to stop running.
The EEC includes extensive self-test and fault recovery features. When the
EEC is on, it monitors all critical functions and inputs. If an input signal is faulty
or missing, the EEC usually uses the value input to the other EEC channel. If
that input is faulty or missing, the EEC often calculates an approximate value
for the missing data. The EEC takes the following actions when input data is
faulty or missing:
Engine sensor data is used to backup the air data computer (ADC) TAT
and PO values.
The EEC calculates a mach number if MACH is not received from the ADC.
Cross-channel data is used if T12 or PO sensor data is invalid. If crosschannel data is invalid, the EEC switches to the soft reversionary mode.
Comparisons are made between N1, N2, P3 or T2.5 sensor data inputs
using cross-channel data. If sensor values disagree, the closest to an EEC
calculated value is used; if both sensor values are lost or invalid, EEC
calculated values are used.
Comparisons are made between TLA data inputs using cross-channel
data. If both inputs are lost or invalid, the last TLA value is used during
takeoff; otherwise, the TLA is reduced to idle.
The EEC calculates values for the HMU fuel metering valve, VSV actuator
and VBV actuator if the position data is invalid or missing.
The HPTC, CCC valves and the thrust reverser interlocks fail-safe to open
or closed.
The EEC uses 28vdc aircraft power if power is not available from the
control alternator.

COMMAND
P0

ENGINE
AIR SYSTEMS

FEEDBACK

PNEUMATIC
PS3
COMMAND
T12 SENSOR

T25
T3
OIL TEMP (TEO)
T49 (EGT)
N1
N2

P25/T25 SENSOR
ENGINE
ANALOG

HMU

ENGINE AIR SYSTEMS FEEDBACK


AIRCRAFT
DIGITAL
AIRCRAFT
ANALOG

METERED
FUEL FLOW

FEEDBACK

T12

ENGINE AIR SYSTEMS

ADCS (ALT, TAT, CAS, PT, T STATIC)

STANDBY ENGINE INDICATOR

TMC (BLEED DEMAND, N1 TRIM)


TLA RESOLVER
T/R POSITION

THRUST LEVER

T/R INTERLOCK

AIRCRAFT ID/ENG LOCATION


EICAS (N1, N2, EGT, EEC STATUS, & FAULTS)

ENGINE RATING PLUG

AIRCRAFT
DISCRETE

EEC DISCRETES

APPROACH IDLE

TEST SW

TEST

FUEL CONTROL SW

RESET

EEC CONTROL SW

HARD REV MODE

ALTN MODE INDICATION

START

START/IGN SW
POWER

PIMU

CONTROL ALTERNATOR

STARTER AIR VALVE

CROSSTALK

AIRCRAFT POWER

CHANNEL A

POWER

IGNITORS

CHANNEL B
CHANNEL B INPUTS
SAME AS CHANNEL A

CHANNEL B OUTPUTS
SAME AS CHANNEL A
EEC

EEC INPUTS / OUTPUTS


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MULTIPLE ANALOG
SIGNALS

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ENGINE CONTROL SYSTEM - EEC OPERATION


The two EEC channels (A and B) are identical and equally capable of controlling
the engine. Each channel contains:

a power supply
central processor unit
digital interface unit
signal conditioning unit
data interface unit
solenoid driver unit

The channels are physically separated within the EEC.


The internal power supply for each EEC channel gets three-phase ac power
from separate windings of the control alternator when the engine is running (N2
greater than 11 percent). Aircraft power is supplied when:
the engine is being started
the engine fuel control switch is in the RUN position
the EEC maintenance engine power switch is in the TEST position
Normally, aircraft power is used for ignition, pneumatic starter control valve
operation, and power for some of the internal EEC solenoid drivers. Control
alternator power is used for all other EEC functions.
If both channels are healthy, the channel in control of the engine switches with
every engine start. If one or both channels have faults, the healthiest channel is
always selected as the active channel during engine starting. If a fault is
detected in the active channel during engine run, the standby channel takes
control if it is healthier than the other channel. If both channels have faults, the
channel with the least severe fault(s) takes control. If both channels have failed,
the engine is shut down. Detected faults are stored in the volatile memory of
each channel. Fault information is shared between the two channels through
the crosstalk data bus.
Pressure transducers and signal conditioners for pressure inputs are located
inside the EEC. There are separate pressure sensor circuits for each channel.

When the engine is running, both channels have power, receive input signals,
process data, and send information to aircraft systems and to the other EEC
channel. However, only the active channel operates the servo valves, solenoids
and relays to control the engine. Similar outputs from the standby channel are
terminated inside the EEC by switching relays.

MEMORY

28V DC
L BUS

DATA
INTERFACE

TO
AIRPLANE

SOLENOID
DRIVER

TO ENGINE
(ACTIVE
CHANNEL
ONLY)

PWR SUPPLY

TEST
K1169
L ENG
PWR CH A

EEC MAIN
TEST (P61)

START

RECTIFIER

FROM
AIRPLANE
SYSTEMS

DIGITAL
INTERFACE

FROM
ENGINE
SENSORS

SIGNAL
COND

CPU

K11736 ENG

START 3 RLY
RUN

CHANNEL A
K1036 CH A
RST RLY (P36)

CHANNEL B

SIGNAL
COND

PRESS
XDCR

SIGNAL
COND

PRESS
XDCR

PRESSURE SENSORS

CROSSTALK

A
CONTROL ALTERNATOR

EEC

EEC OPERATION
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PRESSURE
SIGNAL
INPUTS

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ENGINE CONTROL SYSTEM - CHANNEL RESET AND FUEL


ON
Channel Reset
The channel reset signal causes the EEC to alternate the active channel
between channel A and channel B. Both EEC channels get a reset signal
through the reset relays when the fuel control switch is moved to CUTOFF.
Channel A also gets a reset signal if the fire switch is pulled. If a channel reset
signal is received while channel A is the active channel, channel B will become
the new active channel if it is at least as healthy as channel A. If channel A is
healthier than channel B, channel A will remain the active channel.

Fuel On
When the fuel control switch is set to RUN and the fire switch is set to NORM, a
fuel-on signal is sent to both EEC channels. The EEC will then send signals to
the solenoid valve inside the HMU to latch open the Pressurizing and Shutoff
Valve. When the fuel control switch is set to the CUT-OFF position a signal is
sent to the EEC and it signals the latch closed solenoid in the HMU to close the
Pressurizing and Shutoff Valve. The fire switch pulled up to the FIRE position
will also signal the EEC to close the Pressurizing and Shutoff Valve.

28V DC
L BUS
L ENG EEC
PWR CH A
L ENG EEC
PWR CH B

28V DC

A
K1169 L ENG
PWR CH A
(P36)

P11

POWER
FUEL ON

FIRE

28V DC
BAT

RESET

RUN

L ENG FUEL
CONTROL VALVE
RESET A

K1036 L ENG
CH A RST (P36)

P11

TO FUEL/IGNITION
CONTROL RELAY(S)

CHANNEL A
CHANNEL B

28V DC
HOT BAT
L SPAR VALVE
RESET B

NORM
FIRE SWITCH
(P8)

P6

CUTOFF
FUEL ON

FUEL CONTROL
SWITCH (P10)

COMMON RETURN
RESET

1
1

28V DC
- ENG STARTING (N2 <50%)
- FUEL CONT SWITCH RUN
- EEC TEST

K1037 L ENG
CH B RST (P36)

CHANNEL RESET AND FUEL ON


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TRAINING MANUAL
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K1170 L ENG
PWR CH B (P36)

EEC

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ENGINE CONTROL SYSTEM - POWER AND MODE SELECTION


Power
The EEC gets power from the aircraft during engine start, EEC test, and when
the fuel control switch is in RUN. Aircraft power is used if power from the control
alternator is not available, or when N2 is less than 11 percent. Each EEC
channel has an independent power relay. The relays are energized through the
start relay, the EEC maintenance test switch, or the channel reset relays when
the fuel control switch is set to RUN.

Mode Select
If the EEC fails to receive a valid total pressure value from either ADC, the EEC
operates in a soft reversionary control mode. If N2 is greater than 50 percent,
as sensed by the N2 speedcard, the ALTN light in the EEC control switch comes
on after 10 seconds and the EICAS level C message L(R) ENG EEC MODE
appears. This message is also latched as an EICAS status and maintenance
message.
Operating one engine using the soft revisionary control mode can cause thrust
lever stagger, depending on ambient conditions. To eliminate this, the flight
crew can command the EEC to operate in a hard reversionary control mode.
This is done by pressing the EEC control switch on the P5 panel. The EEC
common return is connected to the mode select input when the EEC control
switch is cycled from the normal to the alternate position. This tells the EEC
that the hard reversionary control mode has been selected. In this mode, the
ATN light in the EEC control switch is on. The EICAS message L(R) ENG EEC
MODE appears as a level C message and as latched status and maintenance
messages.
If N1 command is greater than N1 maximum by more than 2% when the EEC is
in either reversionary control mode, the level B EICAS message L(R) ENG LIM
PROT appear.

Test
Setting the EEC maintenance test switch on the P6 panel to TEST starts and
EEC test. Power is supplied to the EEC and the EEC common return is
connected to the ground test enable input of both EEC channels. During the
test, all EICAS engine parameters that normally appear when the engine is
running are shown.

POWER

START
CONTROL
ALTERNATOR

POWER
SUPPLY

RUN

28V DC
L BUS

RUN
K11736 ENG
START 3 RLY
(P36)

L ENG EEC
PWR CH A

GND TEST
ENABLE

K1169 L ENG
PWR CH A
(P36)

K1036 CH A
RST RLY (P36)

TEST

L ENG EEC
PWR CH B

REVERSIONARY

RUN

MODE (SOFT,

OR HARD)
P11

K1037 CH B
RST RLY (P36)

MODE SELECT
COMMON RETURN
CHANNEL A

L ENG LIM

PROT (B)

EEC MAINT
TEST (P61)

POWER

L ENG EEC
MODE (C,S,M)

MASTER

K1170 L ENG
PWR CH B (P36)

DIM AND
TEST

EICAS (E8)

CHANNEL B

SAME AS
CHANNEL A

A A
10 SEC

A
A
N2 >50%

ON

N1 CMD > 1.02 (N1 MAX)

S1 L ENG EEC
CONTROL SW (P5)

L ENG N2
SPEED CARD (P50)

POWER AND MODE SELECT

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ENGINE CONTROL SYSTEM - CONTROL MODES


General
The EEC uses total air temperature (T2), ambient pressure (PO), and total
pressure (PT2) to compute the N1 command needed to meet commanded
thrust. The thrust rating logic uses N1 command and several EEC control
systems to determine required fuel flow.

Normal Control Mode


The air data computers (ADCs) supply T2, PO and PT2 to each EEC. The left
ADC sends data to channel A. The right ADC sends data to channel B. Engine
temperature sensors send air data to the EEC. The left T12 sensor data goes to
channel A. The right T12 sensor data goes to channel B. Each EEC channel
has a PO input. Using the crosstalk data bus, the data from both ADCs, both
T12 sensors, and both PO inputs are available to each channel.
Each EEC channel compares the total air temperature inputs (T2 LADC, T2
RADC, T12 CH A, and T12 CH B) to select a T2 value for calculating N1
command. The ambient pressure inputs (PO LADC, PO RADC, PO CH A, and
PO CH B) are used to select a PO value. A PT2 value is selected by comparing
total pressure inputs (PT2 LADC and PT2 RADC).
The selected PT2 value is used to calculate mach number (Mn), impact
pressure (Q), the difference between ambient and standard day temperature
(DTAMB), and the ambient temperature (TAMB). These values are used with
T2 and PO to determine N1 command. The thrust lever angle (TLA) and bleed
value received from the FMC are also used.

Soft Reversionary Control Mode


The normal control mode is used if PT2 LADC and PT2 RADC are both
available and valid, and agree within 0.437 psia. Probe heat must also be ON.
If these conditions are not met, the EEC automatically enters a soft reversionary
control mode. If N2 is greater than 50 percent when the EEC switches to the
soft reversionary control mode, the ALTN light on the EEC switch comes on,

and the EICAS level C message L(R) ENG EEC MODE appears. The most
recent DTAMB value while in the normal control mode is used for the soft
reversionary control mode.
This permits a smooth transition from the normal to soft reversionary modes.
The fixed DTAMB value is used to calculate an assumed TAMB as altitude
changes, and to calculate Mn and Q. N1 command is calculated using the
assumed values for Mn, Q, TAMB and DTAMB and the PO, T2, TLA and bleed
values.
If the conditions required for normal control mode operation return while the
EEC is in the soft reversionary control mode, the EEC goes back to the normal
control mode if the current calculated Mn is within 0.1 of the current actual Mn.
This ensures that control mode change does not cause significant changes in
N1.

Hard Reversionary Control Mode


If an EEC remains in a soft reversionary control mode for an extended time, the
two engines will develop different thrust levels. The hard reversionary control
mode permits engine operation for extended periods. Manually selecting this
mode ensures that both engines supply the same thrust at the same TLA
position. This mode is selected by pressing both EEC switches, the ALTN lights
on the EEC switches comes on, and the EICAS level C messages L ENG EEC
MODE and R ENG EEC MODE appear. In the hard reversionary control mode,
the DTAMB value used in calculating N1 command corresponds to the corner
point DTAMB value. The thrust can increase by using the corner point DTAMB
value instead of the DTAMB value used in the soft reversionary control mode.
This can cause over boosting of the engine depending on actual ambient
conditions and thrust lever angle. To prevent over-boosting, the thrust levers
must be pulled back to an intermediate position prior to selecting the hard
reversionary control mode.
The corner point DTAMB value is used to calculate an assumed TAMB as
altitude changes, and to calculate Mn and Q. N1 command is calculated using
the calculated values for Mn, Q, TAMB and DTAMB and the PO, T2, TLA and
bleed values.

PT2 (L ADC)
PT2 (R ADC)

TO EEC SW
ALTN LIGHT
AND EICAS

FAULT
LOGIC

PO (CH A), PO (CH B)


PO (L ADC), PO (R ADC)
T12 (CH A), T12 (CH B)
T2 (L ADC), T2 (R ADC)
BLEED VALVES (TMC)
TLA

NORMAL
CONTROL

ALTERNATE
MODE SELECT
(USING EEC
SWITCH)

PT2
INPUT FAIL
LAST VALID
ADC DATA

THRUST
RATING
LOGIC

SOFT
REVERSIONARY
CONTROL

N1
CMD
TAT/T12

CORNERPOINT
AT AMB (30C)

HARD
REVERSIONARY
CONTROL

PO
PS3
N2 MIN
MIN IDLE
SEL

CPU

FROM
L ADC

FROM
R ADC

PO

CROSS
CHANNEL
DATA BUS

DIGITAL
INTERFACE

T2

PT2

DIGITAL
INTERFACE

T2
PT2

N1
CPU

N2

T/R POS

ACCEL/
DECEL
SCHEDULE

EEC

ENGINE CONTROL SYSTEM - CONTROL MODES


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FUEL
FLOW

LIMIT
PROTECTION
TLA

CHANNEL A
CHANNEL B

PO

N1
N2
PS3

N2
IDLE

TRAINING MANUAL
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TR MAX

REVERSE
CONTROL

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ENGINE CONTROL SYSTEM - CONTROL MODES (CONT)


Limit Protection
The EEC limits N1, N2 and the compressor discharge pressure (PS3). If any of
the limits are approached or exceeded, the EEC reduces the fuel flow
regardless of the TLA position. The N1 limit is 3,854 rpm (117.5%), the N2 limit
is 11,055 rpm (112.5%), and PS3 is limited to 430psid. The N2 limit schedule is
used in addition to a mechanical overspeed governor in the hydro-mechanical
unit (HMU).

Acceleration / Deceleration Control


The EEC limits the N1 and N2 acceleration and deceleration rates. If the
commanded thrust increase is higher than allowable, the EEC limits fuel flow to
the maximum rate allowed to prevent engine overboosting. If the commanded
thrust decrease is lower than allowable, the EEC maintains a fuel flow sufficient
to prevent engine flame out. This control ensures that all engines respond to
thrust lever angle changes at the same rate.

Idle Control
The idle control calculates N2 demand. If minimum idle is not selected, the
EEC calculates a flight idle N2 demand valve based on ambient temperature
and pressure. When minimum idle is selected, the flight idle N2 demand is set
to 6,050 rpm (61.6 percent). The fuel flow is set to keep N2 speed at or above
the flight idle N2 demand. If the N2 demand makes the compressor discharge
pressure to low to meet bleed requirements, fuel flow is increased.

Reverser Control
Reverse control is active whenever the thrust reverser is not fully stowed. The
EEC calculates the reverse thrust demand based on the thrust lever position. If
the calculated reverse thrust N1 demand is greater than 3,280 rpm, or if the
thrust demand is calculated to be greater than about 30,700 pounds, the fuel
flow is reduced to ensure that these limits are not exceeded.

PT2 (L ADC)
PT2 (R ADC)

TO EEC SW
ALTN LIGHT
AND EICAS

FAULT
LOGIC

PO (CH A), PO (CH B)


PO (L ADC), PO (R ADC)
T12 (CH A), T12 (CH B)
T2 (L ADC), T2 (R ADC)
BLEED VALVES (TMC)
TLA

NORMAL
CONTROL

ALTERNATE
MODE SELECT
(USING EEC
SWITCH)

PT2
INPUT FAIL
LAST VALID
ADC DATA

THRUST
RATING
LOGIC

SOFT
REVERSIONARY
CONTROL

CORNERPOINT
AT AMB (30C)

N1
CMD
TAT/T12
PO
PS3
N2 MIN
MIN IDLE
SEL

HARD
REVERSIONARY
CONTROL

CPU

FROM
L ADC

FROM
R ADC

PO

CROSS
CHANNEL
DATA BUS

DIGITAL
INTERFACE

T2

PT2

DIGITAL
INTERFACE

T2
PT2

N1
CPU

N2

T/R POS

ACCEL/
DECEL
SCHEDULE

TR MAX

EEC

ENGINE CONTROL SYSTEM - CONTROL MODES (CONT)


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FUEL
FLOW

LIMIT
PROTECTION
TLA

CHANNEL A
CHANNEL B

PO

N1
N2
PS3

N2
IDLE

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

REVERSE
CONTROL

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ENGINE CONTROL SYSTEM - ENGINE IDLE SELECT


The engine operates at one of two idle speeds: minimum idle or approach
(high) idle. Minimum idle is generally used in the air. It is also used on the
ground to reduce idle thrust while in the forward thrust mode. Approach idle is
used during landing approach (flaps down) to meet the engine response time
limits required for certification. To ensure an adequate flameout margin,
approach idle is also used in flight when thermal anti-ice is on.
The EEC sets the engine idle based on a signal loop between EEC common
return and the minimum idle terminals. If there is a signal loop, the EEC sets
minimum idle. If the loop is broken, approach idle is set. Approach idle is the
default setting.
The EEC is commanded to approach (high) idle for any of the following:
The thrust reverser pressure regulating and shutoff valve (T/R PRSOV) is
energized.
The thrust reverser is commanded to deploy and the fire handle is down
(in the normal position).
The aircraft is in flight with flaps down (landing position).
The aircraft is in flight with the thermal anti-ice system on.
Unless the EEC is commanded to approach idle for another reason, the EEC is
commanded to change from approach idle to minimum idle:
Five seconds after the flaps are raised past 23 degrees after having been
below 23 degrees.
Five seconds after the thermal anti-ice system is turned off after having
been on.
Five seconds after the aircraft has landed unless thrust reverser
deployment is commanded.
Immediately after power is removed from the T/R PRSOV and the reverse
thrust lever has been stowed.
If the idle commands to the two EECs do not agree, and EICAS message
appears. Disagreements occur due to a faulty relay or idle command
differences. The EICAS message IDLE DISAGREE appears as a level C
message and as a latched maintenance message on the ECS/MSG page.

FADEC engines are susceptible to flameout at minimum idle when encountering


inclement weather. The ignition select switch is used to comand approach idle
preventing possible flameout.

A
28V DC
L BUS
L ENG IDLE
CONTROL
P11

28V DC GND
HANDLING
BUS
ENG IDLE
CONTROL

K1034 L T/R
VALVE RELAY
(P36)

K434 L
IDLE SOL
RLY (P36)

K1025 L T/R
DEPLOY IDLE
RLY (P36)

TO RIGHT
ENGINE
CIRCUIT
28V DC
R BUS

GND
AIR

T/D
5 SEC

EICAS

MIN
IDLE

P34

COMMON
RETURN
CHANNEL A
CHANNEL B

AIR
GND

R ENG IDLE
CONTROL

FLAPS
LANDING

P11

ENERGIZED WITH T/R PRSOV

ENERGIZED WHEN T/R


DEPLOYED AND FIRE HANDLE
NORMAL

IDLE DISAGREE (C) MESSAGE

ENG LOW IDLE (C) MSG


- N1 BELOW APPROACH IDLE
- TAI ON

K167 SYS 1
AIR/GND BAT RLY
(P36)

EEC DISCRETES
CARD (P50)

L FLAP/STAB
POSITION
MODULE (P50)

TAI
ON

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K141 SYS AIR/


GND RLY (P36)

CONTINUOUS
IGNITION ON
K785 L ENG
TAI IDLE
(P36)

ENGINE IDLE SELECT


Page - 165

R ENG

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

EEC (L ENG)

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ENGINE START SYSTEM - START SYSTEM AIR SOURCES


Ground Air
Ground air is available through the ground service pneumatic connections. The
nominal required pressure is 45 psi.

APU Air
The auxiliary power unit (APU) provides approximately 54 psi air. The APU air
supply shutoff valve (SOV) is controlled by APU switch on the P-5 overhead
panel. The center isolation valve is normally open. The left and right isolation
valves are controlled by switches on the P-5 overhead panel. During a main
engine start the APU operates at a higher speed to insure adequate air flow.

Engine Air
During a cross-engine start, air from an operating engine is used to start the
other engine. Two engine air sources are available; 8th stage bleed air and
14th stage bleed air. At high engine speeds, the high pressure SOV is closed
and 8th stage air is used. At low engine speeds (idle to 75% N2), the high
pressure SOV is open, the low pressure air supply check valve is closed, and
14th stage air is used.

General Operation
During a cross-engine start, the air supply pressure regulating and shutoff valve
(PRSOV) must be open on the running engine and closed on the engine that is
being started. The PRSOV is controlled by switches on the P5 overhead panel.
To pressurize the starting system, the air conditioning pack control selector
must be in "OFF", the pneumatic starter control valve must be open and
applicable PRSOVs (depending upon the air source) are shut. The pneumatic
starter control valve is controlled by the engine start switch on pilots' overhead
panel.

LEFT
ISOLATION
VALVE

RIGHT
ISOLATION
VALVE

E
GROUND AIR
SOURCE

LEFT
PRSOV

RIGHT
PRSOV

R ENGINE

PRESSURE REG
VALVE (PRV)

8TH STAGE
SUPPLY CHECK
VALVE

CENTER
ISOLATION
VALVE

AIR SUPPLY
PRECOOLER

APU AIR
SUPPLY
VALVE

TO R ENGINE START
CONTROL VALVE

APU

PNEUMATIC STARTER
CONTROL VALVE

14

60
40

L ISLN

START CONTROL VALVE


DISAGREEMENT LIGHT

80

L R

HIGH
PRESSURE
VALVE

DUCT
PRESS
PSI

20

VALVE

R ISLN
VALVE

F
C ISLN

ENG START
L

SINGLE

V
A
L
V
E

DUCT
LEAK

BOTH

VALVE

VALVE

BLEED

STARTER

DL
UE
CA
TK

HI STAGE
GND

IGNITION/START
CONTROL SWITCH

AUTO OFF

GND

AUTO
OFF

CONT

CONT

FLT

FLT

G
PILOTS OVERHEAD PNL (P5)

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TRAINING MANUAL
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BLEED

ADP
APU

L ENG
O

AF
F

ENGINE START SYSTEM AIR SOURCES

DUCT
LEAK

V
A
L
V
E

OVERHEAD PANEL (P5)

HI STAGE

R ENG
O

BFF

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TRAINING MANUAL
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ENGINE START SYSTEM - START SYSTEM COMPONENTS


Location and Features
Pneumatic Starter - The pneumatic starter is mounted to the accessory gearbox
in the 6 o'clock position. It provides the initial rotation of the N2 compressor
needed to ensure a successful engine start.
Pneumatic Starter Control Valve - The pneumatic starter control valve is
mounted between the starter inlet and the air supply ducts and controls the flow
of air to the pneumatic starter.
Engine Ignition and Start Control Module - The engine ignition and start control
module located on the P5 overhead panel provides a means of controlling
starting operations. The module contains two valve lights, the ignition selector
switch and the two engine start switches. The operations of the switches
pertaining to engine ignition are discussed in the Engine Ignition Chapter.

STARTER
(REF)

MANUAL DRIVE
ACCESS

PACKING
FILTER
ELEMENT

STARTER
CONTROL
VALVE

FILTER
SPRING CAP
THRUST REVERSER LATCH
ACCESS DOOR

ENGINE START
SOLENOID

FROM
EEC
VALVE
BODY

ENGINE START
SOLENOID

ACTUATOR
POSITION
INDICATING
SWITCH ASSEMBLY

START SYSTEM COMPONENTS


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ENGINE START SYSTEM - ENGINE START CONTROL


EICAS R (L) Engine Starter Message
The EICAS level C message, L(R) ENG STARTER is displayed after a 5 second
time delay if the starter valve does not open when commanded.

EICAS R (L) Starter Cutout Message


If the starter valve fails to close, or if K666 does not relax before N2 RPM
reaches 52 percent, the start fail time delay is activated. After 2 seconds the
engine start VALVE light illuminates by a ground through the N2 engine speed
card 52 percent switch.
The EICAS level B message L(R) STARTER CUTOUT is then displayed after 5
seconds. This message inhibits all other caution and advisory messages for 20
seconds. If this occurs, position the engine ignition and start control switch to
OFF, and if necessary remove pneumatic supply to the starter. Some operators
procedures may require the affected engine to be shut/down.
CAUTION: IF VALVE IS NOT CLOSED WHEN N2 INDICATION SHOWS 50%
RPM, STARTER MAY BE DAMAGED.

HOLDING
COIL

N2 <50%
PNEUMATICS
SPEED CARD
(P50)

COMMON
RETURN

GND

CH A

28V DC
BAT BUS

ENABLE
ENG START
3 (P36)

ENG IGNITION/
START CONTROL
SWITCH (P5)

P11

STARTER

CH B

EEC

FULL CLOSED

2
N2 >52%

FULL OPEN
STARTER CONTROL
VALVE

SPEED CARD
(P50)

ENG START 1
(P6)
MD&T

A A

5 SEC

2 SEC
ENG START
VALVE (P10)

5 SEC
ALL LEVEL B AND C
MESSAGES INHIBITED
FOR 20 SEC

GND IF NOT FULL CLOSED

GND IF NOT FULL OPEN

L(R) STARTER CUTOUT (B)


L(R) ENG STARTER (C)
PRIMARY ENGINE DISPLAY

EICAS

ENGINE STARTING / IGNITION SYSTEM CONTROL


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ENGINE IGNITION SYSTEM - ENGINE IGNITION LEADS,


PLUGS AND START CONTROL
Location
The ignition start control and select switches are located on the P-5 overhead
panel in the engine ignition and start control panel.

Ignition Select Switch

Characteristics
The conductor is 14 AWG stranded copper wire with silicone rubber insulation
within a flexible conduit. The conduit contains an inner copper braid and an
outer braid of nickel wire. Tubular plastic covers the cold section of the lead and
an air cooling jacket covers the hot section.
Fan air, used for cooling the lead enters through perforations at the forward end
as the cable passes through a plenum. After cooling the lead, the air is
discharged through a concentric port just above the coupling nut at the igniter
plug.

There are two positions:


Single
Both
The switch allows either circuit 1 or 2 to be selected by the EEC, or both circuits
to be selected. This selection is for both engines.

Ignition/Start Switches
There is a separate switch for each engine. The switches have five positions.
These positions are

GND
AUTO
OFF
CONT
FLT

The switch is detented in the AUTO position to prevent inadvertent selection of


other switch positions.

Location
The leads run from the exciter box location at the 7 o'clock position on the left
fan case, to the igniter plugs on the compressor rear frame at the 3 and 4
o'clock position.

Igniter Plugs
The igniter plug is a surface gap type used to ignite fuel within the combustion
chamber. A coupling nut secures the igniter plug into a recessed adapter bolted
into the compressor rear frame at two places, 4 and 3 o'clock.
The immersion depth of the igniter plug is preset at the factory using spacers
under the adapter. No depth check is required.

Safety Precautions
Due to the high voltages, care should be taken with all ignition system
components. See the following WARNING:

WARNING: IGNITION SYSTEM VOLTAGE IS DANGEROUSLY HIGH.


IGNITION SWITCH MUST BE IN OFF POSITION BEFORE
REMOVAL OF ANY IGNITION COMPONENTS. ALLOW
SEVERAL MINUTES TO ELAPSE BETWEEN OPERATION
OF IGNITION SYSTEM AND REMOVAL OF COMPONENTS.
UPON DETACHING CABLE FROM IGNITER PLUG,
DISCHARGE CURRENT BY GROUNDING CABLE
TERMINAL TO ENSURE COMPLETE DISSIPATION OF
ENERGY FROM THE SYSTEM. SEVERE INJURY COULD
RESULT.

PNEUMATICS
ENG START
R

L
SINGLE

BOTH

PNEUMATIC

VALVE

VALVE

STARTER
GND

IGNITION/
START
CONTROL
SWITCHES

AUTO

OFF

GND

AUTO
OFF

CONT

CONT

FLT

FLT

IGNITION
SELECT
SWITCH
PNEUMATIC
STARTER
CONT VALVE

ENGINE
IGNITION AND
START CONT
PANEL (P5)

IGNITION
EXCITER 1

STARTING/
IGNITION

FUEL CONTROL

IGNITER
PLUG 1
(4:00)

RUN

IGNITION
EXCITER 2

CUTOFF

CHANNEL A
CHANNEL B
(SAME AS
CHANNEL A)

EEC

ENGINE STARTING AND IGNITION SYSTEM


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IGNITER

PLUG 2
(3:00)

FUEL CONTROL SWITCHES (P10)

B767-3S2F

ACCESSORY
GEARBOX

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

B767-3S2F
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ENGINE IGNITION SYSTEM - IGNITION ELECTRICAL POWER


SUPPLY SYSTEM
Power
Power is supplied to ignition exciter 1 from the 115 volt ac left main bus or
alternately from the 115 volt ac standby bus. Power for ignition exciter 2 is
supplied from the 115 volt ac right main bus or the 115 volt ac standby bus.

Ignition Select and Start Control Switches


The engine ignition and start control panel located on the pilots' P-5 overhead
panel contains the ignition select switch and the Ignition / Start switches for the
left and right engines. The switch allows Single or Both exciters to be selected.
The switch allows power to the exciters as follows:
GND: ignition is enabled for the EEC selected igniter
AUTO: ignition is enabled for the EEC selected igniter when thermal
anti-ice is "ON" or if the slats are extended
OFF: no ignition
CONT: ignition is enabled continuously for the EEC selected igniter
FLT: ignition is enabled for both igniters bypassing the ignition select
switch
In all cases the Fuel / Ignition control relay must be de-energized to enable
ignition. This requires the fire handles be in the NORM position and the fuel
control switch in RUN.

Ignition Exciters
The two independent exciter units are mounted on the engine fan case, left side
at 7:00 o'clock. They are electrical capacitors that are enclosed in welded steel
cases.

Control and Operation


Ignition is controlled as a function of the ignition select switch, the ignition / start
control switches, the fuel / ignition control relay, engine thermal anti-ice relay

and slat position. The EEC actually selects the ignition plug to fire in the
SINGLE position. The EEC alternates Igniter plugs every other engine start in
this position. In the BOTH position the EEC selects igniter plugs One and Two
to fire together.

Displays and Indications


If the left or right AC bus is unpowered, the associated power sense relay No. 1
allows standby bus power to the system. The power sense relay No. 2 provides
a ground signal to EICAS. This causes the maintenance message IGN 1(2)
STBY BUS to appear.

RUN

NORM

L AC BUS
L ENG IGN 1
L AC BUS
L ENG BUS
PWR SEN

CUTOFF
K158
(P11)

FUEL/IGN
CONT 2
(P36)

FIRE

FUEL CONT
SW (P10)

FIRE SW
(P8)

L ENG
IGNITER
PLUG 1

28V DC
BAT BUS
L ENG FUEL
CONT VALVE

L ENG IGN
EXCITER 1

P11
L ENG
IGNITER
PLUG 2

CHANNEL A
IGN SELECT LOGIC

R AC BUS
L ENG IGN 2

L ENG IGN
EXCITER 2

IGN SELECT LOGIC


R AC BUS
R ENG BUS
PWR SEN

K608
(P11)

FUEL/IGN
CONT 1
(P36)

CHANNEL B
L ENGINE EEC

ECS/MSG

IGN 2 STBY BUS


IGN 1 STBY BUS

STBY BUS
STBY IGN 1

CHANNEL A

L AC BUS
R ENG IGN 1

IGN SELECT LOGIC


K607
(P11)

STBY BUS
STBY IGN 2

FUEL/IGN
CONT 2
(P36)

R ENGINE EEC

R AC BUS
R ENG IGN 2

CUTOFF
K159
(P11)

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R ENG IGN
EXCITER 2

CHANNEL B

RUN

FUEL/IGN
CONT 1
(P36)

R ENG
IGNITER
PLUG 2

EICAS

IGN SELECT LOGIC

FUEL CONT
SW (P10)

R ENG IGN
EXCITER 1

NORM

FIRE
FIRE SW
(P8)

IGNITION SYSTEM POWER


TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

28V DC
BAT BUS
R ENG FUEL
CONT VALVE
P11

R ENG
IGNITER
PLUG 1

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THRUST REVERSER - THRUST REVERSER SYSTEM


The thrust reverser, when deployed, redirects fan air forward to decelerate the
airplane. The thrust reverser is normally deployed during landing rollout or
during a rejected takeoff.
Each engine has two thrust reverser halves. Each half includes a translating
cowl, six blocker doors with drag links, 16 deflectors, and a Center Drive Unit
(CDU) with three actuators, two of which are driven through flexible drive shafts
and angle gearboxes. The two translating cowls operate independently.
When the thrust reverser is stowed, the translating cowl fairs with the fan cowl
and the blocker doors are retracted. In the stowed position, the thrust reverser
directs fan air aft for forward thrust.
When the thrust reverser is deployed, the translating cowl slides aft to expose
the deflectors and to block the fan air path with the blocker doors. This directs
fan air forward, reversing the direction of thrust.
Turbine exhaust air is not reversed. While the fan air is deflected forward to
provide deceleration, turbine exhaust is still providing some forward thrust.

FLEXIBLE
DRIVE SHAFT

FAN
EXHAUST

TURBINE
EXHAUST
ANGLE GEARBOX
BALLSCREW
ACTUATOR (2)

FORWARD THRUST CONFIGURATION

TRANSLATING
COWL
CDU/
ACTUATOR
THRUST REVERSER - STOWED

FAN EXHAUST
OUTER
FAN DUCT

DEFLECTORS

INNER
FAN DUCT

TURBINE
EXHAUST
BLOCKER DOOR
DRAG LINKS (6)
BLOCKER
DOORS (6)

REVERSE THRUST CONFIGURATION

FAN DUCT

THRUST REVERSER SYSTEM


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THRUST REVERSER - DEPLOYED

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THRUST REVERSER - DEFLECTORS


General
There are 16 deflectors on each thrust reverser half that direct fan air forward
when the thrust reverser is deployed. When the reverser is stowed, the
translating cowls cover the deflectors. When the reverser is deployed, the
blocker doors direct fan air through the deflectors.
The deflectors are made of cast aluminum. The front and rear edges of the
deflectors are bolted to the thrust reverser fixed structure. There are gang
channels between the deflectors to interconnect the deflectors. The gang
channels are screwed to the deflectors. The top deflector has two gang
channels.
Five different types of deflectors are mounted on each thrust reverser half.
Each type directs the air differently. Deflectors are also called cascade
segments or cascade vane segments.

Maintenance Practices
Thrust reverser deflectors are not interchangeable because of the different flow
angles. Exact deflector position is found in the maintenance manual.
Deflectors must be inspected periodically for cracks, corrosion, and impact
damage.
CAUTION: DO NOT OPERATE ENGINE IN REVERSE THRUST WITH
DEFLECTORS MISSING. DAMAGE TO THE REVERSER MAY
RESULT.

SPRING
RETAINER
CLIP

SPRING (4)

BLOCKER
DOOR

DRAG LINK
BLOCK

DEFLECTOR QTY
TYPE
(R ENG)
A
B
C
D
E
F
G

INNER
FAN
DUCT
BLOCKER
DOOR DRAG
LINK

INNER FAN
DUCT COWL
HINGE

15
3
1
2
2
4
5

DESCRIPTION
RADIAL -43 |5 FWD
SKEWED -25 |5 FWD, 45 LH
SKEWED -25 |5 FWD, 45 RH
BLANK
CURVED STRONGBACK -45 |5 FWD, LH
CURVED STRONGBACK -45 |5 FWD, RH
SPOILED RADIAL 0-10 FWD

TRANSLATING
COWL

FWD
LINK
SUPPORT

LINK
PIN

DEFLECTOR
BOLT

TRIWING
SCREW

GANG
CHANNEL

THRUST REVERSER
FIXED STRUCTURE

A
A
A 1
A
32
A 2
31 A
3
30 A
A
4
29 A
C
5
28
A
F 6
27
F 7
26 A
AFT LOOKING FORWARD
25 E
F 8
24 E
F 9
INBD
23 A
G 10
11
22
G
A
21
12
G 13
20 A
19 A
G 14
17 18 B
G 15 16
B
D
D
B
RIGHT ENGINE SHOWN - LEFT ENGINE SIMILAR

DEFLECTOR INSTALLATION
(TYPICAL)

THRUST REVERSER - DEFLECTORS


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THRUST REVERSER DEFLECTORS

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THRUST REVERSER - THRUST REVERSER SYSTEM OPERATION


General
Thrust reversers are used by the flight crew to decelerate the airplane
immediately after landing or during a refused takeoff. Normal thrust reverser
operation requires that the airplane be on the ground, engine running, fire
switch in normal, and both pneumatic pressure and electrical power be
available.
Deploy
When reverser deployment is commanded, switch and relay logic provide
power to unlock the electro-mechanical brake, to energize the directional pilot
valve and to open the Thrust Reverser Pressure Regulating and Shut Off Valve
(T/R PRSOV). Air from the T/R PRSOV flows to the left and right CDUs and to
the DPV. An air signal from the DPV to the CDU arms the CDU to the deploy
mode. Air motors in the CDUs drive ballscrew actuators attached to the
translating cowls. Angle gearbox and ballscrew actuators are attached to the
upper and lower ends of the translating cowls. Flexible drive shafts
mechanically connect the angle gearbox and ballscrew actuators to the CDUs.
The air motors in the CDUs drive the center ballscrew actuators and the upper
and lower flexible drive shafts. The flexible drive shafts then drive the upper
and lower angle gearbox and ballscrew actuators. The ballscrews move the
translating cowls aft. Blocker doors, pulled by the drag links, rotate from a flush
position against the inside of the translating cowl to a position blocking the fan
air discharge path. The fan air discharge is redirected forward through the
deflectors. Electronic position feedback on each half of the thrust reverser,
provided to the EEC allows the throttle interlock solenoid to operate. The crew
can then move the reverse thrust levers to the high power position.

Engine Operation
During the approach to landing, the engine is not permitted to decelerate below
flight idle. After touchdown, the engine speed is maintained at flight (high) idle
for 5 seconds by a time delay relay on the engine discretes card. This allows 5
seconds for the pilot to decide to go around or to use reverse thrust. If the pilot

does neither, after 5 seconds the engine will decelerate to ground (low) idle and
the crew will use the airplane brakes to slow down.
Thrust Reverser Indications
When both halves of a thrust reverser are fully deployed, a green REV
indication will appear on the upper EICAS display just above the N1 digital
display. When both of the translating sleeves are fully stowed there is no REV
message shown. When either or both of the translating sleeves are between
the fully stowed and fully deployed position, a yellow REV indication appears
above the N1 indication. No thrust reverser messages are shown to the flight
crew in flight unless there is an actual abnormal in-flight deployment of a thrust
reverser. Then the yellow or green REV indication could be observed.
After the airplane has been on the ground for 60 seconds, faults in the thrust
reverser system detected in-flight will illuminate the REV ISLN light and cause
the EICAS advisory and latched maintenance message "L (R) REV ISLN VAL"
to be displayed.

Thrust Reverser Relay Module


The thrust reverser relay module (M1987) (located in the main equipment
center) monitors operation of the thrust reverser system. If in-flight faults
lasting more than 5 seconds occur, magnetically latched relays will illuminate
light emitting diode indication lights on the module's front panel. The thrust
reverser relay module provides fault indications for both engines. It
incorporates a self test and a lamp test capability.

Stow
When the thrust reverser is commanded to stow, air from the T/R PRSOV flows
to the left and right CDUs and the DPV. Now the DPV remains closed, blocking
the air signal to the CDUs. This arms the CDUs to the stow mode. The air
motors reverse direction, driving the actuators and translating cowl forward to
the stow position. The blocker doors (pushed by the drag links) rotate back to a
flush position with the inner translating cowl. When fully stowed, the system deenergizes the solenoids on the electro-mechanical brakes. The system is now
locked in the stowed position by the CDU cone brakes and by the electromechanical brakes.

28V DC

AIR/GND
SWITCH

28V DC

FIRE
SWITCH

28V DC

FIRE
SWITCH

T/R CONTROL
SWITCH

10 DEGREE SW

ITCH

T/R DPV
SWITCH

29 DEGREE SWITCH

AIR/GND
RELAY

T/R AUTOSTOW
LOCK SWITCH

AIR/GND
RELAY

RELAY LOGIC
THRU SEQUENCING
RELAY K2184 AND
TRAS LOCK RELEASE
RELAY K2188

ELECTROMECHANICAL
DISK BRAKE

G
29 D E

W
REE S

ITCH

REV
ISLN
P10

REV
26.1

10
6

CDU POSITION
SWITCH MODULE

PRESSURE
SWITCH

T/R PRSOV
PRSOV
BLEED
AIR

N1

EICAS DISPLAY

L(R) REV ISLN VAL (C)

INDICATION
LOGIC AND
BITE RELAY
MODULE

L(R) REV ISLN VAL (M)

EICAS
YELLOW
GREEN
CDU POSITION
FEEDBACK
TRANSDUCER

DIRECTIONAL
PILOT VALVE (DPV)
CENTER DRIVE
UNIT (CDU)
FLEXIBLE
DRIVE SHAFT

ANGLE GEARBOX
AND BALLSCREW
ACTUATOR

TRANSLATING COWL

THRUST REVERSER OPERATION


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EEC

INTERLOCK
ACTUATOR

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THRUST REVERSER THRUST REVERSER CONTROL


SWITCHES
Three thrust reverser control switches control the electrical signals to deploy or
stow the thrust reverser. The control switches are in the pilot's control stand
(P8). One switch, in the forward thrust lever handle, controls the signal to the
T/R PRSOV. The other two switches, in the micro-switch pack assembly,
control the signals to the electro-mechanical brakes (TRAS brakes) and to the
DPV.
The T/R PRSOV switch closes when the reverse thrust lever is raised more
than 10 degrees. The DPV control switch closes when the reverser thrust lever
is raised above 29 degrees. This signals the directional pilot valve to open,
directing air to the DEPLOY side of the CDU air motor. At 29 degrees the TRAS
lock switch closes, providing power to several relays which unlock the electromechanical brakes and signal the T/R PRSOV to open.

REVERSE
THRUST LEVER

FWD

T/R CONTROL
SWITCH (OPERATES
AT 10 DEG)

REVERSE
THRUST LEVER

FORWARD
DRUM (REF)

FORWARD
THRUST LEVER

T/R TRAS
LOCK SWITCH
(OPERATES
AT 29 DEG)

T/R DIRECTIONAL
PILOT VALVE SWITCH
(OPERATES AT 29 DEG)

T/R CONTROL
SWITCH COVERS

THRUST REVERSER CONTROL SWITCHES


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THRUST REVERSER - ELECTRO-MECHANICAL (TRAS)


BRAKE
General
The electro-mechanical brakes (also called the thrust reverser actuation system
or "TRAS" brake) provide a third level of safety to prevent uncommanded
deployment of the thrust reversers in flight. (The auto stow system, the locking
center drive units, and the TRAS brakes provide three levels of safety.) The
brake mechanism has a separate, dedicated electrical circuit for its control that
is independent of other thrust reverser components.

Description
There are two electro-mechanical brakes installed on each engine, one on each
thrust reverser half. The brakes are mounted on brackets attached to the fan
reverser torque boxes. Each brake is connected to its upper angle gearbox by a
flexible drive shaft. The electro-mechanical brakes are solenoid activated disk
brakes. When 28VDC is applied to the brake solenoids, the brakes will release
to permit thrust reverser operation. These brakes lock their reverser half by
locking the flex drive cable at the upper actuator.

Operation
The electro-mechanical brake (TRAS lock) is spring loaded to the fully braked
position. Dual rotors contacting stators provide the braking force friction. To
release the brake, the solenoid is energized by electrical current from the thrust
reverser actuation system relays and switches. This solenoid force acts against
the springs to reduce the rotor/stator friction force, thus releasing the brake.
A manual lockout lever is mounted to the upper surface of the brake. Lifting of
this lever will cause an internal cam to act against the springs to reduce the
rotor/stator friction force, thus releasing the brake. The lockout lever is used
during manual extension of the translating cowl for maintenance and rigging of
the thrust reverser. The lockout manual release handle will automatically be
returned to the brake position when the fan cowl is closed.

ELECTRICAL
CONNECTOR

MANUAL
RELEASE
HANDLE
ELECTRO-MECHANICAL
BRAKE

BRACKET
FLEXSHAFT
ANGLE GEARBOX
DRIVE PAD

CENTER
DRIVE
UNIT

ELECTRO-MECHANICAL (TRAS) BRAKE


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THRUST REVERSER PRESSURE REGULATING VALVE


Pressure Regulating and Shutoff Valve (T/R PRSOV)
The thrust reverser (T/R) pressure regulating and shutoff valve (PRSOV)
isolates the thrust reverser pneumatic system from the airplane pneumatic
system, and regulates the pressure.
There is one valve in each strut at the entrance to the reverser supply duct
downstream of the pre-cooler. Access is through a pressure relief door on the
right side of the strut. The T/R PRSOV has a steel valve body with a poppet
valve, a solenoid valve, a pressure regulator, and a relief valve.

T/R PRSOV Operation


The poppet valve is spring-loaded closed. When reverse thrust is selected, the
solenoid valve is energized. Air flows around the poppet valve stem, through
the solenoid valve, and pressurizes the pneumatic actuator. This opens the
poppet valve. The pressure regulator opens when the inlet pressure is higher
than 70 psig. This modulates the poppet valve, regulating downstream
pressure. Normally, the air supply pressure is not high enough to require valve
regulation. However, the engine may develop enough 8th stage bleed pressure
to open the regulator during a rejected takeoff. The relief valve opens if actuator
pressure exceeds 150 psig.

SOLENOID
VALVE

PRESSURE
REGULATOR
(70 PSI)

RELIEF
VALVE
(150 PSI)

SOLENOID

PNEUMATIC
ACTUATOR

INLET

POPPET
VALVE

INLET

OUTLET

THRUST REVERSER PRESSURE REGULATING VALVE


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OUTLET

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DIRECTIONAL PILOT VALVE


General
The directional pilot valve (DPV) is a solenoid controlled pressure operated
valve. Switch and relay logic control the solenoid. Air pressure is supplied
when the T/R PRSOV is open.
When the DPV is open, it provides air pressure to both halves of the thrust
reverser for that engine. This air pressure, called signal air, operates on a
piston within each of the CDUs.
The result of the piston motion is to change the position of the directional control
valve (DCV) in each CDU. The main flow of air from the T/R PRSOV into the air
motor is determined by the position of the DCV. The air motor direction of
rotation is reversed as the position of the DCV is changed. One direction of
motor rotation moves the sleeves to the deployed position. The opposite
direction of air motor rotation moves the sleeves to the stow position. The
operation of the air motor and the DCV is discussed later.
The DPV pressure switch completes a circuit for thrust reverser indication.
The DPV and pressure switch are on the torque box of the left reverser half.
There is one on each engine. Access is through the left fan cowl panel.
The DPV is spring-loaded closed. It has a ball and poppet valve on a common
shaft, a solenoid, and a cleanable air filter. The pressure switch is a twoposition microswitch.

Operation
When reverse thrust is selected, the solenoid is energized and the ball valve
moves down and closes the vent. The poppet valve opens to let air pressure
from the T/R PRSOV go to the directional control valve.
When the thrust reverser system is in the stow position, the solenoid is deenergized. Air pressure from the T/R PRSOV is blocked. The signal air lines to
both CDU directional control valves are vented through the DPV ball valve to
ambient.
The pressure switch senses air pressure to the DPV. It is open when the T/R
PRSOV is closed. The pressure switch closes when it senses pressure from

the T/R PRSOV. Its position is independent of the directional pilot valve position.
There is an indication in the flight compartment if the pressure switch position
disagrees with the T/R PRSOV position. This indication is discussed later.

SOLENOID
AMBIENT
VENT
BALL VALVE
ASSEMBLY

PRESSURE
SWITCH

OUTLET
TO CDU
DCV

POPPET
VALVE
DPV
FILTER

FWD

THRUST
REVERSER
TORQUE BOX

PRESSURE
SWITCH

SOLENOID

DPV
VALVE
BODY

AIR IN FROM
T/R PRSOV

OUTLET TO
RIGHT CDU DCV

INLET

DPV
FILTER
OUTLET TO
LEFT CDU DCV

DIRECTIONAL PILOT VALVE


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THRUST REVERSER - CENTER DRIVE UNIT


General
The center drive unit (CDU) is a pneumatic motor with a ballscrew actuator for
deploying and stowing the thrust reverser. The CDU has a position switch
module, a gearbox and a position feedback rod assembly. The gearbox has two
flexible drive shaft output drives and a manual drive pad. A Directional Control
Valve (DCV) includes a directional valve, a helix rod and spring, and a valve
actuator piston. The DCV is spring-loaded in the stow position. The actuator
cone brake has a spring-loaded friction cone and rotating mating cone mounted
on the air motor shaft. The valve actuator piston moves a pivoted lever to
release the brake. When the brake is engaged, the air motor can rotate in the
stow direction, but not in the deploy direction.
The ballscrew and ballnut actuator is one assembly. The air motor turns the
ballscrew. The ballscrew is free to rotate, but can not translate. It engages the
ballnut actuator. The ballnut actuator is free to translate but can not rotate
because it is attached to the translating cowl.
The stop rod is linked to the DCV assembly on one end and has a mushroom
shaped head on the other. It turns the DCV through an override linkage,
operates the CDU position indicating switch assembly, and keeps the cone
brake from engaging until the cowl is completely stowed. The CDU position
indicating switch assembly has stow and deploy limit switches to indicate thrust
reverser position. The switches also control electrical power to the T/R PRSOV.
They are operated by the stop rod.

Deploy Operation
Air from the DPV moves the valve actuator piston to the DEPLOY position. The
helix rod turns the DCV as the valve actuator piston moves. The piston and
pivoted lever release the cone brake, and the air motor rotates turning the
ballscrew in the deploy direction. The ballnut and ballscrew actuator move the
translating cowl to the deploy position. The stop rod is pulled toward the deploy
stop as the actuator approaches fully deployed. At about 1.5 inches from full
deploy, the stop rod touches the ballnut.

The stop rod then moves the DCV to the neutral position to stop airflow to the
air motor, and engage the cone brake. The stop rod also activates the switches
in the CDU position indicating switch module. This causes the T/R PRSOV to
close and controls indication of thrust reverser position.

Stow Operation
The air signal from the DPV stops when the stow mode is selected. The spring
in the DCV assembly drives the valve actuator piston and moves the DCV to the
stow direction. The directional valve override linkage lets the valve turn without
the stop rod moving. Air is admitted to the air motor. The ballscrew turns and
the ballnut and ballscrew actuator begin moving toward stow. When the
actuator is about .25 inch from fully stowed, the stop rod moves the DCV toward
neutral. When closed, the DCV has bleed air holes which allows air to drive the
CDU to the full stow stop to pre-load the actuation system.

Removal
Remove middle actuator access panel. Manually deploy the thrust reverser half
about 6-8 inches until the ballscrew actuator clevis pin is exposed. Deactivate
the thrust reverser by reversing the lockout plate. Loosen the retaining clip bolt.
Rotate clip and remove clevis pin using a pin extracting tool.
CAUTION: DO NOT REMOVE CLEVIS PIN RETAINING CLIP BOLT. BACK
BOLT OUT ENOUGH TO ROTATE RETAINING CLIP. REMOVAL
OF BOLT WILL DAMAGE NUTPLATE.
Disconnect the feedback cable and the rotary flexible drive shafts. Remove the
4 CDU flange bolts. Ensure that the CDU upper flexible drive shaft does not
slide out of the sheath. Pull CDU and ballscrew actuator from torque box noting
shim installation details. Mark the position of the actuator on the ballscrew to
aid CDU installation.
Note:

Be sure to reference the aircraft M/M when ever you perform any
maintenance operation.

SIGNAL AIR
FROM DPV

CDU POSITION
FEEDBACK TRANSDUCER
MANUAL
BRAKE
RELEASE
HANDLE

STOW
VALVE
ACTUATOR
PISTON

IN
DEPLOY

AIR
MOTOR

HELIX
ROD

PIVOTED
LEVER

DIRECTIONAL CONTROL VALVE


(STOW POSITION)

ACTUATOR
(CONE) BRAKE
DCV (NEUTRAL
POSITION)

AIR MOTOR

AIR
INLET

TO POSITION
INDICATING
SWITCHES
OVERRIDE
LINKAGE

DEPLOY
STOP

STOW
STOP

STOP ROD

MECHANICAL
SWITCH INPUT
STOP
ROD

BALLNUT

CDU POSITION
INDICATING
SWITCH MODULE

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FLEXIBLE
DRIVE SHAFT
OUTPUT DRIVES

GEARBOX
LOCKOUT
PLATE

CENTER DRIVE UNIT OPERATION


Page - 191

BALLSCREW

ELECTRICAL
CONNECTOR
(BACK SIDE)

TO
DCV

B767-3S2F

STOP
ROD

TORQUE
TUBE

TRAINING MANUAL
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SQUARE
DRIVE

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THRUST REVERSER - ANGLE GEARBOX AND BALLSCREW


ACTUATOR
General
Three ballscrew actuators move the translating cowl. One of the ballscrew
actuators is driven directly by the CDU. The other two ballscrew actuators are
driven by the angle gearboxes. The gearboxes are driven by the CDU through
the flexible drive shafts. Access is through the fan cowl. Each gearbox has two
square input drives to connect a rotary flexible drive shaft and to permit manual
operation, and a splined output for the ballscrew actuator connection. The
square drive opposite the drive shaft end is capped. This end may also be used
to lock the actuator or for rigging. The 0.2 inch drive requires a special tool to fit
the hole.
The ballscrew actuator is coupled to the gearbox spline. A stop collar (not
shown) is pinned to the end of the ballscrew to limit actuation length. The
ballnut and actuator tube translates as the ballscrew turns.

Removal
The angle gearbox and ballscrew actuator must be removed as a unit. The
angle gearbox can be separated from the ballscrew actuator after removal. To
remove, deploy the translating cowl 6-8 inches to access the ballscrew actuator
clevis pin. Remove the flexible drive shaft, then the clevis pin, and finally the
gearbox and actuator.
CAUTION: ENSURE THAT THE DRIVE SHAFT CORE DOES NOT SLIDE
OUT OF OUTER CASE WHEN REMOVING THE ROTARY
FLEXIBLE DRIVE SHAFT.
CAUTION: DO NOT REMOVE THE CLEVIS PIN RETAINING CLIP BOLT.
BACK THE BOLT OUT ONLY ENOUGH TO ROTATE THE
RETAINING CLIP. THE NUT PLATE WILL BE DAMAGED IF THE
BOLT IS REMOVED.
Note:

When installing a gearbox and actuator the side plate on the


gearbox must be facing inward.

SPLINED
OUTPUT DRIVE

BALLNUT

ACTUATOR
TUBE

BALLSCREW

ROD END
BEARING

BALLSCREW ACTUATOR

ANGLE GEARBOX

THRUST
REVERSER
TORQUE BOX
RETAINING
CLIP AND
BOLT

FLEXIBLE
DRIVE SHAFT

ANGLE GEARBOX
AND BALLSCREW
ACTUATOR

CLEVIS
PIN

FACEPLATE
(INWARD FACING
NOT SHOWN)
TRANSLATING
COWL

FWD

CAPPED
END

ANGLE GEARBOX AND BALLSCREW ACTUATOR


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THRUST REVERSER - ELECTRICAL OPERATION


Operational Description - Electrical Circuits
The electrical control system consists of four switches, four solenoids, two
position switches, and eight relays for each thrust reverser. Operation of the left
engine thrust reverse will be explained. The operation of the right engine thrust
reverser is the same, but the components have different numbers and locations.

Deploy Mode
For an engine thrust reverser deployment the T/R PRSOV, DPV and the two
TRAS solenoids all must be energized. To energize the four solenoids, the
airplane must be on the ground. With the forward thrust levers at the forward
idle position the pilot rotates the reverse thrust lever aft. Rotation of the reverse
thrust lever to the rear sequentially closes three switches:
T/R control switch (S5)
T/R DPV control switch (S11)
TRAS lock switch (S21).
The T/R control switch (S5) is the first to close at approximately 10 degrees of
reverse thrust lever rotation.
At approximately 29 degrees of reverse thrust lever rotation the T/R DPV control
and the TRAS lock switches close. The DPV solenoid, T/R sequence relay
(K2184), and TRAS lock release relay (K2182) are energized; followed by the T/
R PRSOV solenoid (V360), the left and right TRAS solenoids, and the T/R
unstow relay (K26); and finally the TRAS lock release control relay (K2188).
The proper sequencing of the four controlling solenoids is critical. The DPV
solenoid is the first to be energized even though it is controlled by one of the
29 switches. The T/R PRSOV solenoid and the left and right TRAS solenoid
are essentially energized simultaneously, however, the TRAS brakes are
released prior to pneumatics being available to drive the CDUs. There is
approximately a 160 millisecond window between the TRAS brake release and
the CDUs spinning up to speed thereby insuring that the TRAS brakes are not
released under load. With proper sequencing, the engine thrust reverser, driven
by the CDUs, translates to the fully deployed position.

Stow Mode
During stow operations, the reverse thrust levers are moved forward and down.
There is no stop position between deployed and stowed. The 29 switches
open first and then the 10 switch opens. The DPV closes. The T/R PRSOV
opens to drive the translating sleeves to the stow position. Position switches
signal the T/R PRSOV to close, removing air from the CDUs. Two seconds
after removal of the pneumatic operating pressure from the thrust reverser
system, the 28 VDC power is removed from the electro-mechanical brake
solenoids and the brakes engage again.

AIR
28V DC
STBY BUS
C1491
L ENG T/R
CONT ALT (11D5)

POWER TO COIL OF K10234


L ENG T/R DISAGREE
NORM

GND

STOWED

DEPLOY

L T/R DPV
(L ENG)

S11 (29 DEG)


L T/R
DPV CONT

K895 SYS 1
AIR/GND (P36)

UNSTOW
NOT DEPLOY

C1482
L ENG T/R
CONT (11L6)

28V DC
L BUS

STOW

FIRE
AIR

STOW

DEPLOYED

S37 L ENG FIRE


SWITCH (P8)

C1487
28V DC L BUS
PWR SENSE (11M3)

DEPLOY
S5(10 DEG)
L T/R CONT

K897 28V DC
L BUS PWR
SENSE (P11)

GND

RH T/R LOGIC SW
(R CDU-L ENGINE)

K895 SYS 1
AIR/GND (P36)

NOT DEPLOY

POWER TO COIL OF K1025 L T/R


DEPLOY IDLE (APP IDLE CMD)

NOT
DEPLOY
28V DC
STBY BUS
C1576
L ENG T/R
TRAS LK
CONTROL (11D18)
P11 CB PANEL ASSY
FAULT
LATCHING
GND
FOR TRRM
L ENG
RESTOW
COMMAND
LAMP

DEPLOYED
STOWED

UNSTOW
FULLY
DEPLOYED

LH T/R LOGIC SW
(R CDU-L ENGINE)
STOWED

K1023 L T/R
DEPLOY (P36)

STOWED OR
DEPLOY

POWER TO COIL
OF K1034 L T/R
VALVE RELAY
(APP IDLE CMD)

ONE SEC
T/D ON
RELEASE
AFTER
STOWED

POWER TO COIL OF K1021


L T/R PNEU VLV

V360 L ENG
T/R PRSOV
(L STRUT)

UNLATCH
2 SEC

DEPLOY
T/D

UNSTOW
OR NOT
DEPLOY
K26 RLY-L
T/R UNSTOW (P36)

TD-L TRAS
UNLATCH (P33)

K2184 RLY-L
T/R SEQ (P33)

UNSTOW
K2182 L TRAS
LK REL (P33)

R702 DIO - LH
TRAS LK RLY (P33)
POWER TO COIL
OF K2186 L T/R
TRAS UNLK
LH TRAS SOL

AIR

STOW

GND

DEPLOY

K2157 RLY
AIR/GND (P37)

S21 (29 DEG)


LEFT TRAS LK

RH TRAS SOL
M
LATCH
K2188 L TRAS
LK REL CONT (P33)

THRUST REVERSER ELECTRICAL OPERATION


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R704 DIO - RH
TRAS LK RLY (P33)

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THRUST REVERSER - THRUST REVERSER INDICATING SYSTEM OPERATION


General
This system gives indications of thrust reverser position and malfunctions. No
thrust reverser messages are shown to the flight crew in flight unless there is an
actual abnormal in-flight deployment of a thrust reverser. Then the yellow or
green REV indication could be observed.

T/R Position Indication


When both halves of a thrust reverser are fully deployed, a green REV
indication will appear on the upper EICAS display just above the N1 digital
display. When both of the translating sleeves are fully stowed there is no REV
indication shown. When either or both of the translating sleeves are between
the fully stowed and fully deployed position, a yellow REV indication appears
above the N1 indication.

T/R Malfunction Indications


After the airplane has been on the ground for 60 seconds, faults in the thrust
reverser system detected in-flight will illuminate REV ISLN light and cause the
EICAS advisory and latched maintenance message "L (R) REV ISLN VAL" to be
displayed. Appearance of these indications on the ground (the messages and
the light are inhibited in-flight by air/ground logic) mean either:
that the reverser may not deploy when commanded on the ground, or
that the thrust reverser relay module (TRRM) detected and latched an inflight fault in the reverser system

Thrust Reverser Relay Module (TRRM)


The thrust reverser relay module (M1987) (located in the main equipment
center) monitors operation of the thrust reverser system. If in-flight faults lasting
more than 5 seconds should occur, magnetically latched relays will illuminate
light emitting diode indication lights on the module's front panel. The thrust

reverser relay module provides fault indications for both engines. It


incorporates a self test and a lamp test capability.
The thrust reverser relay module only monitors the reverser system while the
airplane is in the air mode. It is inhibited on the ground. However, the TRRM
can be utilized to monitor the reverser system on the ground to aide
troubleshooting by pushing the test enable switch located on the front panel. A
reset switch releases the magnetically latched relays to turn off the fault lights.
A lamp test switch illuminates all light emitting diodes while pressed.
The thrust reverser relay module will latch a fault if any of the following
conditions exist for more than 5 seconds while the airplane is in-flight:
An unstowed sleeve is detected by the limit switches on the center drive
unit. The LED labeled RESTOW COMMAND will be illuminated.
The electro-mechanical brake solenoids are being commanded to release
the brakes due to power being present at the thrust reverser activation
system (TRAS) lock release control relay (K2188). The LED labeled
TRAS UNLOCK will be illuminated.
Pneumatic pressure is present downstream of the T/R PROSOV as
indicated by the pressure switch mounted on the directional pilot valve.
The LED labeled PRSOV PRESSURE will be illuminated.

REV (YELLOW
REV (GREEN)

MUX

L T/R IN TRANSIT
L T/R DEPLOYED

NVM
LATCH

L REV ISLN VLV


(LEVEL M)

L REV ISLN VLV


(LEVEL C)

2 SEC

STOWED

AIR

UNSTOW
SOFTWARE

GND

NOT DEPLOY

K2175 AIR/GND
SYS 1 (P36)

FAULT LOGIC
GND REQ'D
SOFTWARE

TEST
S1 L TEST ENABLE
L3 L ENG
RESTOW
COMMAND

DEPLOYED
R T/R LOGIC SW
(R CDU-L ENG)

L OR R EICAS COMPUTER (E6)

R3
UNLATCH

RESET
S3 L RESET
CR3

MD&TR10117 L T/R
IND (P37)

L5 REV ISLN
FUEL CONT PNL
(P10)

LATCH

FAULT
FAULT

5 SEC

LATCH
NOT DEPLOY

M10440 L T/R ISN


VLV DELAY (P36)

P11 CB PNL ASSY

K7 L T/R
FAULT LATCH

UNSTOW
BYPASS OF
K26 TO KEEP
TRAS LK
SOLENOIDS
ENERGIZED
DURING STOW

28V DC
STBY BUS
C1480
L ENG T/R
IND (11D13)

K3 L ENG
RESTOW
COMMAND
LATCH

STOWED

UNLATCH

NOT DEPLOY
CR1
DEPLOYED
R1

L T/R LOGIC SW
(L CDU-L ENG)

NORMAL
K10358 L T/R
ISLN DET (P33)

L1 L ENG
TRAS UNLOCK

DEPLOY

60 SEC

K1023 L T/R
DEPLOY (P36)

AIR

T
/
D

LATCH
K1 L ENG
TRAS UNLOCK
LATCH

NORMAL
K9 L ENG FAULT DET

GND

STOW

K11 L T/R
FAULT DELAY

K2175 AIR/GND
SYS 1 (P36)
UNSTOW

M3 TD L T/R
RESTOW COMMAND

K26 L T/R
UNSTOW (P36)

LAMP TEST

LOCK
LEFT ENG

RIGHT ENG

AIR

RESTOW
PRESSURE

5 SEC

STOWED
OR
DEPLOYED

PSEU
RESTOW

M1 TD L ENG
TRAS UNLOCK

AIR

L5 L ENG
PRSOV PRESS

5 PSI

RESET

LATCH

M7 TD L
T/R FAULT

GND
PRESS AND HOLD FOR
TEN (10)SECONDS

K178 SYS 1
AIR/GND
(P36)

GND

NOT
DEPLOYED

K10234 L ENG
T/R DISAGREE
(P36)

FIRE SWITCH
NORMAL AND
ON GROUND

K1021 L T/R
PNEU VLV (P36)

UNLOCK
K2186 L T/R
TRAS UNLOCK
(P33)

TRAS SOLENOID
POWER IS
APPLIED

PNEUMATICS
COMMANDED
FOR DEPLOY

CR5

PRSOV PRESS
SWITCH (LEFT
STRUT)

R700 L PRSOV
PRESS (P33)

TEST
S5 LAMP
TEST
5 SEC
M5 TD L ENG
PRSOV PRESS
THRUST REVERSER RELAY MODULE (E2-6 OR E1-4)

THRUST REVERSER INDICATING SYSTEM OPERATION


B767-3S2F
Page - 197

R5

5 SEC

HIV
PRESSURE

GROUND MODE
TEST
ENABLE

UNLATCH

5 SEC

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4/24/13

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TRAINING MANUAL
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PC CARD

K5 L ENG
PRSOV PRESS
LATCH

B767-3S2F
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THRUST REVERSER - TRANSLATING COWL MANUAL


DEPLOY/STOW
General
This procedure covers manual cowl translation (deploy or stow) of the
translating cowl using either a manual speed wrench or an air-powered wrench.
Each cowl is operated independently of the other using this procedure. Do not
extend either translating cowl if the thrust reverser is opened more than the 34degree (first stick) position.

WARNING: YOU MUST CAREFULLY FOLLOW THE INSTRUCTIONS IN


THIS TASK. IF YOU DO NOT, THE THRUST REVERSER
CAN ACCIDENTLY OPERATE AND CAUSE INJURY TO
PERSONS AND DAMAGE TO EQUIPMENT.

Deploy
Open the applicable circuit breakers on the P11 panel to remove power from the
thrust reverser actuation system; install DO-NOT-CLOSE identifiers on the
circuit breakers. Deactivate the spoiler/speed brake control system. Insure that
the reverse thrust levers are fully forward, and attach a DO-NOT-OPERATE tag.
Make sure that a pneumatic source is not connected to the thrust reverser.
Open the fan cowl panels. Make sure that the D-shaped pressure relief door is
closed and latched. If the thrust reverser is opened to the 34-degree (first stick)
position, make sure that the leading edge slats are fully retracted. Pull up on
the manual release handle to unlock the electro-mechanical (TRAS lock) brake.
Pull the cone brake release handle out and away from the CDU until the detent
is felt. Remove the two bolts that attach the lockout plate to the manual drive
pad on the bottom of the CDU. Put a 1/4-inch square-drive into the CDU
manual drive. Turn the square-drive on the CDU to extend the translating cowl.
Less than 10 pound-inches of torque should be applied. Open the other thrust
reverser half if it is necessary.

WARNING: DO THE DEACTIVATION PROCEDURE FOR THE SPOILER/


SPEED BRAKE SYSTEM OR REMOVE ALL PERSONS AND
EQUIPMENT AWAY FROM THE SPOILERS. THE SPOILERS
CAN RETRACT QUICKLY AND CAUSE INJURIES TO
PERSONS AND DAMAGE TO EQUIPMENT. (REF AMM 2761-00/201)
CAUTION: DO NOT OPEN THE THRUST REVERSER HALF TO MORE
THAN THE 34-DEGREE (FIRST STICK) POSITION IF THE
TRANSLATING COWL IS EXTENDED. DAMAGE TO THE
TRANSLATING COWL OR THE STRUT CAN OCCUR.

CAUTION: IF YOU USE AN AIR WRENCH TO EXTEND/RETRACT THE


TRANSLATING COWL, LOOK FOR MOVEMENT OF THE
FEEDBACK ROD WHEN THE TRANSLATING COWL IS
ALMOST FULLY EXTENDED/RETRACT. WHEN YOU SEE
MOVEMENT, REMOVE THE AIR WRENCH AND FULLY
EXTEND/RETRACT THE TRANSLATING COWL WITH A
MANUAL WRENCH. THE CDU WILL LOCK IF THE STOPS ARE
ENGAGED, AND DAMAGE TO THE CDU CAN OCCUR.

Stow
CAUTION: MAKE SURE THAT THERE IS NO EQUIPMENT IN THE AREA
AFT OF THE THRUST REVERSER. DAMAGE CAN OCCUR IF
THE THRUST REVERSER HITS THE EQUIPMENT.
CAUTION: WHEN YOU MANUALLY MOVE THE THRUST REVERSER,
LOOK FOR THE TOP AND BOTTOM BALLSCREW ACTUATORS
TO TURN. IF YOU DO NOT SEE THESE BALLSCREW
ACTUATORS TURN, DO A CHECK FOR FLEXSHAFTS THAT
ARE BROKEN OR GONE.

Prepare the thrust reverser for stowing the thrust reverser as you did for
deploying the translating cowl. Put a 1/4-inch square-drive into the CDU
manual drive. Turn the square-drive on the CDU to retract the translating cowl.
Less than 10 pound-inches of torque should be applied. When the translating
cowl is about one inch from the fully retracted position, push the stow rig button
on the CDU. Stop turning the CDU when the stow rig pin moves and then starts
to move out again. Turn the wrench in the direction that aligns the rig pin
plunger with the groove in the CDU actuator. Measure to make sure that the
clearance between the torque box and the translating cowl is between 0.0600.150 inch (1.5-3.8 mm). Restore the airplane to normal.

MANUAL BRAKE
RELEASE HANDLE

CDU STOW RIG


INDICATOR BUTTON
MANUAL
RELEASE
HANDLE

RIG INDICATOR
PLUNGER
GROOVE

CDU RIG
WINDOW

CDU
CONNECTOR

CDU
TRANSLATING
COWL
SPRING
TORQUE
WASHER
BOX

MANUAL
DRIVE PAD
LOCKOUT
PLATE

CDU POSITION
SWITCH MODULE

TRANSLATING COWL MANUAL DEPLOY / STOW


B767-3S2F
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B767-3S2F
Page - 200

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

THRUST REVERSER - TRANSLATING COWL POWER


DEPLOY/STOW USING AIR APPLIED DIRECTLY TO THE CDU
General
This procedure covers power translation of the translating cowl using a ground
pneumatic air source connected directly to the CDU. Do not extend a
translating cowl with the thrust reverser open beyond the 34-degree (first stick)
position.

WARNING: BE SURE TO COMPLY WITH ALL MM WARNINGS,


CAUTIONS AND ADVISORIES. FAILURE TO DO SO MAY
RESULT IN PERSONAL INJURY OR DAMAGE TO
EQUIPMENT.

Deploy
Open the selected circuit breakers on the P11 panel and install DO-NOTCLOSE identifiers. (see MM) Deactivate the spoiler/speedbrake control
system, ensure the reverse thrust levers are in the forward (stow) position, and
ensure that the thrust reverser is not open beyond the 34-degree position,
ensure that the core cowl panels are removed or closed. Open the fan cowl.
Remove the blue cap opposite the CDU pneumatic supply and connect
pneumatic power from a ground air source. Slowly pressurize to 20-30 psig.
Remove the DO-NOT-CLOSE identifiers and close the T/R PRSOV circuit
breakers. Place the reverse thrust levers to the reverse idle position and allow
translating cowl to fully deploy.

Stow
Provide pneumatic power and place the reverse thrust lever to forward (stow)
position. Allow translating sleeve to fully stow. Reduce pneumatic pressure to
zero and disconnect ground pneumatic source. Install, tighten and lockwire the
blue cap on the CDU air connection. Ensure the thrust reverser is fully stowed
by checking that the gap between the torque box and the translating cowl is
0.060 - 0.150 inch at the center drive unit. Return the aircraft to normal.

MANUAL
RELEASE
HANDLE

ENGINE
AIR SUPPLY

BLUE CAP
COVERING
GROUND
CONNECTION

TRANSLATING
COWL
TORQUE
BOX
CENTER DRIVE UNIT

TRANSLATING COWL POWER DEPLOY / STOW SUPPLYING AIR THROUGH CDU


B767-3S2F
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B767-3S2F
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TRAINING MANUAL
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THRUST REVERSER - TRANSLATING COWL DEPLOY / STOW


WITH GROUND SERVICE SWITCH
General
This procedure covers power translation of the thrust reverser translating sleeve
using air from the opposite engine, external pneumatics connection or the APU.
This air in the pneumatic system normally can not back-flow through the Engine
PRSOV to the T/R PRSOV. This process electronically opens the PRSOV
using the ground service switch. This is a guarded switch, spring loaded to the
OFF position that is located next to the engine oil tank.

WARNING: BE SURE TO COMPLY WITH ALL M/M WARNINGS,


CAUTIONS, AND ADVISORIES. FAILURE TO DO SO MAY
RESULT IN PERSONAL INJURY OR DAMAGE TO
EQUIPMENT.
Refer to the applicable MM for Spoiler / Speedbrake deactivation. Inadvertent
spoiler movement caused by actuating thrust levers could result in serious injury
to personnel. Ensure reverse thrust levers are in the forward thrust (stowed)
position and thrust reverser control circuit breakers are opened. Injury to
personnel and or damage to equipment could occur when providing external
pneumatic power. Thrust reversers will move when the T/R lever is moved to
the reverse thrust position. Ensure area aft of the T/R is clear of personnel and
equipment before operating the thrust reverser.
Note:

With pneumatic power provided, a deployed thrust reverser will


stow if electrical power is lost to the directional pilot valve.

WARNING: WHEN MAINTENANCE IS PERFORMED ON OR NEAR THE


T/R THE SYSTEM SHOULD BE LOCKED OUT PER THE
MM.
Deploy
Open the selected T/R circuit breakers on the P11 panel and install DO NOT
CLOSE identifiers. Deactivate the spoiler speed brakes. Ensure the thrust
reverser levers are in the forward thrust position (stowed). Ensure T/R is not
open beyond the 34 degree position, and that the core cowl panels are removed
or closed. Open the fan cowl panels. Provide pneumatic power to the airplane
per MM. Push the applicable L or R ENG OFF switch lights on the air supply

module on the P5 panel to the open position. Remove the DO NOT CLOSE
identifiers and close the T/R PRSOV circuit breakers. Place the reverse thrust
levers to the reverse idle position. Lift the guard on the PRSOV ground service
switch. Push the switch to the up position and hold it. Allow the translating
cowls to fully deploy before releasing the switch.

Stow
Provide pneumatic power. Push the applicable L or R ENG OFF switch light
on the air supply module on the P5 panel to the open position and place the
reverse thrust lever to the forward position (stowed). Lift the guard on the
PRSOV ground service switch and push the switch up. Hold the switch until the
T/R is fully stowed. Release the ground service switch. Ensure the T/R is fully
stowed by checking the gap between the torque box and the translating cowl is
between 0.060 and 0.150 inch at the CDU. Return the aircraft to normal
configuration.

ENGINE OFF
SWITCH-LIGHTS

DIRECTIONAL
PILOT VALVE
ELECTRO-MECHANICAL
BRAKE (TRAS LOCK)

TO
OTHER
CDU

FROM
PNEUMATIC
SOURCE

REVERSE
FLOW
SOLENOID
(PULL
TYPE)

BLEED
DL
UE
CA
TK

OVHT

APU

L ENG
O
F
F

OVHT

ADP

R ENG

V
A
L
V
E

BLEED AIR SUPPLY


PANEL (P5)

PRSOV

ELECTRICAL
HEX FOR
CONNECTOR
MANUAL
OPERATION

CDU

THRUST REVERSER
PRESSURE REGULATING
AND SHUTOFF VALVE
(T/R PRSOV)

PNEUMATICS

B767-3S2F
Page - 203

4/24/13

OIL TANK
(REF)

TRANSLATING COWL POWER DEPLOY / STOW WITH GROUND SERVICE SWITCH


ATA 78-00
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TRAINING MANUAL
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O
F
F

GROUND
SERVICE
SWITCH

B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

THRUST REVERSER - DEACTIVATION AND LOCKOUT


General
This procedure covers steps to deactivate the thrust reverser for ground
maintenance and mechanically lock the reverser for flight dispatch.

Install three red deactivation plates


Install both lockout plates on the CDU drive pad
Verify T/R position on EICAS
Close fan cowls
Reset pulled CBs
Pull out and collar effected CBs

CAUTION: DAMAGED OR BROKEN DRAG LINKS MUST BE REMOVED.


ANY EFFECTED BLOCKER DOORS MUST BE TAPED SHUT.

Deactivation
CAUTION: WITH PNEUMATIC POWER PROVIDED, DEPLOYED THRUST
REVERSER WILL STOW IF ELECTRICAL POWER IS LOST TO
DIRECTIONAL PILOT VALVE CAUSING POSSIBLE INJURY TO
PERSONNEL AND/OR DAMAGE TO EQUIPMENT.
CAUTION: THIS PROCEDURE IS FOR GROUND INADVERTENT THRUST
REVERSER TRANSLATION MAY OCCUR IF PROCEDURE IS
USED TO DEACTIVATE THRUST REVERSER FOR FLIGHT
DISPATCH.
Open the circuit breakers on the P12 panel to remove power from the T/R
PRSOV. Put DO-NOT-OPERATE identifiers on the reverse thrust levers.
Open the fan cowl panels. Remove, invert and reinstall the lockout plates on
both CDUs and attach REVERSER DEACTIVATED pennants.

Lockout
Note:

When locking out a Thrust Reverser for dispatch be sure to


reference the MEL for specific instructions. Lockout and test
instructions must be complied with prior to aircraft dispatch.

The following steps are required to be performed to lockout a Thrust Reverser


(T/R) for flight dispatch:
Remove the lockout plate from the CDU manual drive pad
Check the running torque of the T/R system (<10 inch pounds)
Check the electro mechanical brake (TRAS) holding torque and flex drive
integrity
Retract the T/R
Stow the T/R halves

TORQUE BOX
FLANGE

BRACKET
(3)

TRANSLATING
COWL

LOCKING
BOLT
HOLES

LOCKOUT
PLATE

MANUAL
DRIVE

FWD
DO NOT OPERATE
DO NOT OPERATE
DO NOT OPERATE

ANGLE GEARBOX AND


BALLSCREW ACTUATOR
RED
TORQUE LOCKING
BOLTS (6)
WARNING BOX
PLATE

THRUST REVERSER DEACTIVATION AND LOCKOUT


B767-3S2F
Page - 205

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