Combustível, APU e Motor PDF

Linhas aéreas Inteligentes
Treinamento de Manutenção
Familiarização em Sistemas de
Combustível, APU e Motor
Boeing 737-600/700/800/900
7
Linhas aéreas Inteligentes
Training Manual
NOTICE
THIS MANUAL HAS BEEN PREPARED FOR AIRPLANES SYSTEM

TRAINING. IT WILL NOT BE REVISED AND DOES NOT AMEND OR
SUPERSEDE INFORMATION CONTAINED IN APPLICABLE
GOVERNMENTAL REGULATIONS AND BOEINGS APPLICABLE SERVICE
BULLETINS, MAINTENANCE MANUALS, OVERHAUL MANUALS AND
WRITTEN INSTRUCTIONS.
Linhas aéreas Inteligentes 737-600/700/800/900 Familiarization Manual
Maintenance Training
Fuel System
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT SUBJECT PAGE
FUEL SYSTEM – INTRODUCTION ....................................................................................................................................................................... 28-00-00.............. 02

FUEL SYSTEM – GENERAL DESCRIPTION........................................................................................................................................................ 28-00-00.............. 04
FUEL STORAGE – GENERAL DESCRIPTION ..................................................................................................................................................... 28-10-00.............. 08

FUEL STORAGE – FUEL VENT SYSTEM ............................................................................................................................................................ 28-10-00.............. 10
PRESSURE FUELING SYSTEM – GENERAL DESCRIPTION ............................................................................................................................ 28-21-00.............. 14

PRESSURE FUELING SYSTEM – P15 FUELING PANEL ................................................................................................................................... 28-21-00.............. 16
PRESSURE FUELING SYSTEM – FUELING MANINFOLD ................................................................................................................................. 28-21-00.............. 18
PRESSURE FUELING SYSTEM – FUNCTIONAL DESCRIPTION – POWER AND CONTROL ......................................................................... 28-21-00.............. 20
PRESSURE FUELING SYSTEM – OPERATION .................................................................................................................................................. 28-21-00.............. 22
DEFUEL – OPERATION ........................................................................................................................................................................................ 28-26-00.............. 24
ENGINE FUEL FEED – GENERAL DESCRIPTION .............................................................................................................................................. 28-22-00.............. 26

ENGINE FUEL FEED – COMPONENT LOCATION .............................................................................................................................................. 28-22-00.............. 30
ENGINE FUEL FEED – FUNCTIONAL DESCRIPTION – CENTER TANK BOOST PUMP ................................................................................. 28-22-00.............. 32
ENGINE FUEL FEED – FUNCTIONAL DESCRIPTION – FORWARD AND AFT BOOST PUMP........................................................................ 28-22-00.............. 34
APU FUEL FEED – GENERAL DESCRIPTION..................................................................................................................................................... 28-25-00.............. 36

APU FUEL FEED – COMPONENT LOCATION..................................................................................................................................................... 28-25-00.............. 38
FUEL INDICATING – GENERAL DESCRIPTION.................................................................................................................................................. 28-41-00.............. 40

FUEL INDICATING – FUEL QUANTITY INDICATIONS........................................................................................................................................ 28-41-00.............. 42
FUEL INDICATING – TRAINING INFORMATION POINTS – FQIS BITE TEST MAIN MENU PAGES................................................................ 28-41-00.............. 44
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FUEL SYSTEM – INTRODUCTION
Purpose
The fuel system has these primary purposes:
- Stores fuel for use by engines and APU

- Supplies fuel to engines
- Supplies fuel to APU.
General
The fuel system has these subsystems:
− Fuel storage
− Pressure fueling
− Engine fuel feed
− APU fuel feed
− Defuel
− Fuel quantity indicating system
− Fuel temperature indication.
Abbreviations and Acronyms
APU - auxiliary power unit

CDS - common display system
FQPU - fuel quantity processor unit
FQIS - fuel quantity indicating system
kgs - kilograms
Lbs - pounds
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FUEL SYSTEM – GENERAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
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General The main tanks are in the wings. Main tank 1 is in the Left wing.
Main tank 2 is in the right wing. The center tank is in the fuselage
The fuel tanks store fuel for use by the engines and the APU. and the inboard section of each wing.
The pressure fueling system lets you add fuel to each tank. The
fueling station is on the right wing. You also do defueling and fuel Pressure Fueling System
transfer at the fueling station.
The pressure refueling system fuels each fuel tank. The P15
Each main tank has two boost pumps (fuel pumps). The center fueling panel, on the right wing, controls fueling operations.
tank also has two boost pumps. The center tank boost pumps There is no over wing fueling capability.
supply fuel at a higher pressure than the pumps in the main
tanks. Because of this, the fuel in the center tank is used before Engine Fuel Feed System
the fuel in the main tanks.
The engine fuel feed system supplies fuel from the fuel tanks to
Control of the engine and APU fuel feed system is on the P5 the engines. The fuel control panel controls engine fuel feed. The
panel. Fuel quantity of each tank shows in the flight compartment engines use fuel from the center tank before the main tanks.
and at the fueling station.
APU Fuel Feed
BITE is available to maintenance personnel through the control
display unit (CDU). The APU fuel feed system supplies fuel to the APU. The APU
usually receives fuel from main tank 1. However, with use of the
Fuel Storage fuel boost pump switches, any fuel tank can supply fuel to the
APU.
These tanks store fuel:
Defuel System
- Man tank 1
- Main tank 2 The defuel system permits the removal of fuel from each tank. It
- Center tank. also permits the transfer of fuel between tanks on the ground.
The surge tanks collect fuel overflow only.
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Fuel Quantity Indicating System
The fuel quantity indicating system (FQIS) shows fuel weight of

the main tanks and the center tank on the common display
system (CDS) and the P15 refuel panel.
Total fuel weight shows in the flight management computer

system (FMCS) data on the CDU.
Fuel Temperature Indicating System
Main tank 1 fuel temperature shows oh the fuel control panel.
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FUEL STORAGE – GENERAL DESCRIPTION
Fuel Tank Arrangement
These are the fuel tanks:
- Main tank 1
- Main tank 2
- Center tank.
Surge tanks collect fuel overflow only. The fuel overflow in the
left wing surge tank drains to main tank 1. The fuel overflow in
the right wing surge tank drains to main tank 2. If the fuel level is
high enough in the surge tank fuel drains out the vent scoop.
Component Location
Main tank 1 is in the wing box of the left wing. Main tank 2 is in
the wing box of the right wing. The center tank is in the fuselage
and the left and right wing root.
Capacity
The capacity of main tank 1 is 8,630 lbs (3,915 kgs). The

capacity of main tank 2 is 8,630 lbs (3,915 kgs). The capacity of
the center tank is 28,830 lbs (13,066 kgs). Fuel tank capacity
does not include surge tanks.
The capacity of each surge tank is 235 lbs (107 kgs).
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FUEL STORAGE – FUEL VENT SYSTEM
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General
The fuel vent system keeps the pressure of the fuel tanks near
the ambient pressure. Too large a pressure difference can cause
damage to the wing structure.
Drains let fuel in the vent system return to the tanks.
Flame arrestors make sure excessive heat does not enter the
fuel vent system. A clogged flame arrestor causes the pressure
relief valve in the surge tank to open. When open, the pressure
relief valve becomes another vent for the fuel vent system.
Component Locations
Stringers and the upper wing skin make the vent channels. The
vent channels have drain float valves in the center tank.
Vent tubes attach to vent channels. Each vent tube has a drain
float valve.
A fuel vent float valve is on the outboard fuel tank end rib in main
tank 1 and main tank 2.
A surge tank drain check valve is on the outboard fuel tank end
rib in main tank 1 and main tank 2.
The vent scoop and pressure relief valve are on an access door
in each surge tank.
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Functional Description supplies an additional vent in the surge tank. Pull the reset
handle to move the pressure relief valve to the closed position.
Vent channels and vent tubes equalize the pressure between
each tank and the surge tanks when the airplane is in a climb For normal operations, make sure the pressure relief valve is
attitude. The surge tanks are open to the atmosphere through closed. An open pressure relief valve is a symptom of a problem
the vent scoop. in the fuel vent system.
The fuel vent float valves equalize the pressure between main
tank 1, main tank 2, and the surge tanks when the airplane is in a
cruise or descent attitude.
The drain float valves in the vent tubes and the vent channels
permit fuel in the vent system to drain into the tank when the fuel
level is lower than the valve.
The surge tank drain check valve permits fuel in the surge tank
to flow to either main tank 1 or main tank 2. The surge tank drain
check valve also prevents fuel flow from main tank 1 and main
tank 2 to the surge tank.
The pressure relief valve prevents damage to the wing structure

when there is too much positive or negative pressure in the fuel
tanks. The pressure relief valve is usually closed. When closed, it
is even with the bottom surface of the wing. When there is too
much positive or negative pressure, the pressure relief valve
opens. When it is open, part of the pressure relief valve is in the
fuel tank. After it opens, the pressure relief valve stays in the
open position. In the open position, the pressure relief valve
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PRESSURE FUELING SYSTEM – GENERAL DESCRIPTION
General - External power on electrical system buses

- External power connected to the airplane, but not on
All tanks fill from the fueling station at the right wing. The fueling electrical system buses APU generator
station has these components: - Battery power (battery switch must be on).
- Fueling panel The solenoid for a fueling shutoff valve energizes when you put
- Fueling manifold the control switch to the OPEN position. The valve opens if fuel
- Fueling receptacle pressure is available. A float switch removes power to the fueling
- Fueling shutoff valves (3). shutoff valve when the tank is full. You also remove power when
you put the control switch to the CLOSE position. Without
Control electrical power, the valve closes.
The fueling station permits automatic and manual control of the There is also a manual override plunger on each fueling shutoff
fueling shutoff valves. The fueling station receives 28v dc hot valve. The plunger and fuel pressure let you open the valve if the
battery bus power through the refueling power control relay. The solenoid fails.
relay energizes when you open the door of the fueling station.
Power from the relay comes from one of these sources: Indication
- Battery bus DC bus 1 Three valve position lights show that there is power to the fueling
- Bus power control unit (BPCU) internal transformer shutoff valves. The light does not show that the valve is open.
rectifier. These lights are press-to-test. Three fueling indicators show fuel
quantity in each tank.
You use the fueling indication test switch to supply an alternative
ground for the refueling power control relay.
You can refuel the airplane with any one of these electrical
power sources:
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PRESSURE FUELING SYSTEM – P15 FUELING PANEL
Training Information Point
If the fueling station door is open and the fueling station does not
have power, move the fueling indication test switch to the FUEL
DOOR SWITCH BYPASS position. This supplies hot battery bus
power to the fueling station.
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PRESSURE FUELING SYSTEM – FUELING MANIFOLD
General Defuel Port
These components are in the fueling manifold assembly: The defuel port Lets you to bring fuel from each tank to the
fueling manifold for fuel transfer or defueling operation.
- Fueling receptacle
- Fueling manifold body
- Fueling valves
- Fueling check valves
- Defuel port.
Fuelinq Receptacle
The fueling receptacle supplies a connection for the fueling hose.
Fueling Manifold Body
The fueling manifold body supplies fuel from the fueling

receptacle to the fueling shutoff valves.
Fueling Valves
The fueling valves control fuel flow to the fuel tanks. A solenoid
controls the valve while fuel pressure operates the valve. A
manual override plunger on each valve permits manual
operation.
Fueling Check Valve
The fueling check valves permit fueling receptacle manifold

replacement without the removal of fuel from each tank.
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PRESSURE FUELING SYSTEM – FUNCTIONAL DESCRIPTION – POWER AND CONTROL
General Fueling Valve Closed Control
Power for the pressure fueling system comes from the 28v dc hot The fueling valves close when any of these conditions are true:
battery bus. When the fueling station receives power, the
outboard fueling panel flood light and the outboard fueling nozzle - Fueling panel does not have power
flood light come on. The fueling indicators also receive power. - Fueling valve control switch is in the CLOSED position
- Fueling float switch is in the full position
Hot Battery Bus - No fuel pressure is at the fueling valve.
When the fueling panel door opens, the refueling power control Fueling Valve Open Light - Off
relay energizes. This sends hot battery bus power to the fueling
panel. The fueling valve open Light goes off when there is no power to
the fueling valve solenoid.
Fueling Valve Open Control
Fuel Indication Test Switch
The fueling valves open when all of these conditions are true:
When the switch is in the FUEL DOOR SW BYPASS position,
- There is power to the fueling panel the fueling panel receives 28v dc hot battery bus power.
- Fueling valve control switch is in the OPEN position
- Fueling float switch is in the not full position Put the switch in the TEST GAUGES position to do a test of the
- The fueling valve solenoid energizes fueling indicators.
- Fuel pressure is at the fueling valve.
Fueling Valve Open Light - On
The fueling valve open light comes on when there is power to the
fueling valve solenoid. The light does not show that the fueling
valve is open. The solenoid must have power and the valve must
have fuel pressure to open.
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PRESSURE FUELING SYSTEM – OPERATION
General
Fueling placards, with instructions for fueling, are on the fueling

station door. Use these placards when fueling the aircraft.
The fueling station receives power when the fueling station door
opens.
CAUTION: DO NOT USE WIDE CUT FUEL WHEN IT IS NOT

PERMITTED. A FLAMEOUT CAN OCCUR AND
ENGINE POWER CAN DECREASE SUDDENLY.
Wide cut fuel is not certified for use on the Boeing 737-
600/700/800/900/BBJ model of the airplane. Wide cut fuel is fuel
which satisfies ASTM D1655, Jet B or MIL-T-5624, JP-4. Wide
cut fuel contains both kerosene and naphtha (gasoline) fractions.
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DEFUEL – OPERATION
General Suction Defuel
There are two ways to defuel the fuel tanks, pressure defuel and This is a summary of the suction defuel procedure:
suction defuel. You can pressure defuel any tank. You can only
suction defuel main tank 1 and main tank 2. You can transfer fuel - Connect the fueling nozzles
between any tank. - Move the handle on the defuel valve to the open position
- Open the crossfeed valve if necessary
Suction defuel of main tank 1 will occur only if main tank 2 is - Start to suction fuel with the ground source
suction defueled at the same time. When main tank 2 empties, - When the fuel tank is empty, move the handle on the
air will be drawn into the manifold and fuel flow will stop. defuel valve to the closed position
- Disconnect the fueling nozzles.
Pressure Defuel
Fuel Transfer
This is a summary of the pressure defuel procedure:
To transfer fuel between tanks you use the defuel system, fueling
- Connect the refuel nozzles system, and the engine fuel feed system. This is a summary of
- Move the handle on the defuel valve to the open position the fuel transfer procedure:
- Turn on the boost pumps to the tank that you need to
defuel - Move the defuel valve to the open position
- Open the crossfeed valve if necessary - Turn on the boost pumps in the tank you want to defuel
- Turn the boost pumps off when the tank is empty - Open the crossfeed valve
- Move the handle on the defuel valve to the closed position - Move the refuel valve switch to the open position in the
- Disconnect the fueling nozzles. tank you want to put fuel into
- After fuel transfer, turn the boost pumps off
- Close the crossfeed valve
- Move the defuel valve to the closed position.
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ENGINE FUEL FEED – GENERAL DESCRIPTION
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General Center Tank Boost Pump Indication
The engine fuel feed system controls and supplies fuel to the A LOW PRESSURE light comes on when the center tank boost
engines. It uses these inputs: pump pressure is low and the center tank boost pump switch is
in the ON position.
- Fuel system panel (P5-2)
- Engine start switches Fuel Boost Pump
- Engine fire switches.
A switch on the fuel system panel (P5-2) controls each forward
The engine fuel feed system uses these components to supply and aft boost pump for main tank No.1 and main tank No.2. The
fuel to the engines: switches control power to the pumps.
- Center tank boost pumps Fuel Boost Pump Indication

- Forward boost pumps
- Aft boost pumps A LOW PRESSURE light comes on when the fuel boost pump
- Bypass valve pressure is low or when the boost pump switch is in the OFF
- Crossfeed valve position.
- Engine fuel spar valve.
Bypass Valve
Center Tank Boost Pump Control
A bypass valve supplies a secondary fuel flow path to the
A switch on the fuel system panel (P5-2) controls each center engines. The bypass valves operate automatically.
tank boost pump. The switches control electrical power to the
pumps. Engine Fuel Spar Valve
The engine fuel spar valves control fuel flow to the engines. The
engine start Levers and the engine fire switches control the
engine fuel spar valves.
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Fuel Spar Valve Battery
The engine fuel spar valve battery makes sure that the engine
fuel feed system always has power to close the
engine fuel spar valve.
Engine Fuel Spar Valve Indication
A blue FUEL VALVE CLOSED light shows valve position.
Crossfeed Valve
The crossfeed valve permits a single fuel tank to supply fuel to

both engines. A switch on the fuel system panel (P5-2) controls
the crossfeed valve.
Crossfeed Valve Indication
A blue VALVE OPEN light shows valve position.
Water Scavenge Ejector Pumps
The water scavenge jet pumps remove water from the low points
of each tank to prevent corrosion. The center tank, main tank
No.1, and main tank No.2 boost pumps control the operation of
the water scavenge ejector pumps.
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ENGINE FUEL FEED – COMPONENT LOCATION
General Crossfeed Valve
The engine fuel feed system has these components: The crossfeed valve is on the right side of the center tank on the
rear spar. Access to the crossfeed valve is through the right
- Center tank boost pump (2) wheel well.
- Forward and aft boost pump (4)
- Crossfeed valve Engine Fuel Spar Valves
- Engine fuel spar valve (2)
- Bypass valve (2) There is one engine fuel spar valve for each engine. The engine
- Water scavenge ejector pump (4). fuel spar valves are on the front spar outboard of each strut.
Center Tank Boost Pumps Bypass Valves
There are two center tank boost pumps in the center tank. They There is one bypass valve in main tank No.1 and No.2. The
are on the rear spar. Access to the center tank boost pumps is bypass valve connects to the fuel feed manifold.
through the wheel wells.
Water Scavenge Ejector Pumps
Forward And Aft Boost Pumps
There is one water scavenge ejector pump in main tank No.1
There are forward and aft boost pumps in main tank No. 1 and and No.2. There are two water scavenge ejector pumps in the
No.2. The forward boost pumps are on the front spar. The aft center tank. All of the water scavenge ejector pumps are on the
boost pumps are on the rear spar. Access to the forward boost rear spar.
pumps is through extended krueger flaps. Access to the aft boost
pumps is through the wheel wells. Fuel Shutoff Valve Battery
The fuel shutoff valve battery is in the P6 panel.
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ENGINE FUEL FEED – FUNCTIONAL DESCRIPTION – CENTER TANK BOOST PUMP
General
This page shows control of the left center tank boost pump.
Control of the right center tank boost pump is almost the same.
Left Center Tank Boost Pump Control
The center tank left boost pump switch controls the the center
tank left boost pump relay. The center tank left boost pump relay
controls electrical power to the left center tank boost pump.
With the switch in the on position, 115v ac power goes to the

relay. With the relay energized, power goes from the 115v ac
transfer bus to the left center tank boost pump.
With the switch in the off position, the relay no longer receives
115v ac power. With the relay not energized, the center tank
boost pump no longer receives power.
Pressure Indication
A LOW PRESSURE light comes on when the center tank left

boost pump switch is in the on position and the left center tank
boost pump pressure is 22 psig or less.
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ENGINE FUEL FEED – FUNCTIONAL DESCRIPTION – FORWARD AND AFT BOOST PUMP
General
This page shows control of the left forward boost pump. Control
of the left aft, right forward, and right aft boost pump is almost the
same.
Left Forward Boost Pump Control
The tank 1 forward boost pump switch controls the tank 1

forward boost pump relay. The tank 1 forward boost pump relay
controls power to the left forward boost pump.
With the switch in the ON position, 115v ac power goes to the

relay. With the relay energized, power goes from the 115v ac
transfer bus to the left forward boost pump.
With the switch in the OFF position, the relay no longer receives
115v ac power. With the relay not energized, the left forward
boost pump no longer receives power.
Pressure Indication
A LOW PRESSURE light comes on when the tank No.1 forward

boost pump pressure is 6 psig or less.
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APU FUEL FEED – GENERAL DESCRIPTION
General Fuel Supply Line and Shroud
The APU fuel feed system supplies fuel from any tank to the The APU fuel feed Line sends fuel from the APU fuel shutoff
APU. valve to the APU fuel control unit.
APU Fuel Feed A shroud collects fuel leaks from the APU fuel feed line. The
shroud sends the fuel overboard through a drain mast.
The center tank boost pumps or the boost pumps in main tank
No.1 and main tank No.2 supply fuel to the APU. If the boost
pumps are off, the APU suctions fuel from main tank No.1.
Control
The electronic control unit (ECU) controls fuel flow to the APU.
The ECU receives inputs from these items:
- APU master switch

- Fire protection system
- APU sensors.
The ECU uses these inputs to control the APU fuel shutoff valve.
The fuel shutoff valve battery makes sure that the fuel system
always has power to close the APU fuel shutoff valve.
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APU FUEL FEED – COMPONENT LOCATION
General
The APU fuel feed system has these components:
- APU fuel feed line

- APU fuel feed Line shroud
- APU fuel shutoff valve.
APU Fuel Feed Line
The APU fuel feed line starts in main tank 1, goes through the
center tank, then aft to the APU.
APU Fuel Feed Line Shroud
The APU fuel feed line shroud is around the APU fuel feed line.
The shroud has a drain line that connects to a drain mast on the
bottom of the left wing to body fairing.
APU Fuel Shutoff Valve
The APU shutoff valve is on the center section rear spar.
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FUEL INDICATING – GENERAL DESCRIPTION
General
The fuel quantity indicating system (FQIS) calculates the fuel

weight in each fuel tank. The fuel quantity of each tank shows on
the common display system (CDS). fuel quantity processor unit
(FQPU) calculates total fuel weight and supplies this to the
FMCS.
Operation
The fuel quantity processor unit sends excitation to and receives

signals from the tank units and the compensators. The fuel
quantity processor unit uses these signals to calculate fuel
quantity in each tank.
Each refueling indicator has an overfill indication. The quantity

blinks on, then off, at a one second rate when the fuel in the tank
is more than maximum rated capacity.
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FUEL INDICATING – FUEL QUANTITY INDICATIONS
General The CONFIG message shows when these conditions exist:
Individual fuel tank quantity shows on the CDS and the refuel - 1,600 lb (725 kg) or more of fuel in the center tank
panel. - Both center tank boost pumps off
- Either engine is in operation.
Fuel quantity shows in kilograms.
Fuel Configuration Messages
Fuel configuration messages show on the CDS. These

messages show a problem with the configuration of the fuel
system.
The LOW message shows that either main tank 1 or main tank 2
has less than 2,000 lb (907 kg) of fuel. This message goes away
when there is more than 2,500 lb (1133 kg) of fuel in that tank.
The low fuel condition must exist for 30 seconds before the LOW
message shows.
The IMBAL message shows when there is a difference of 1,000

lb (453 kg) between main tank 1 and main tank 2. The message
goes away when the difference between tanks is 200 lb (90 kg)
or less. The IMBAL message only shows when the airplane is in
the air. The IMBAL message does not show when the LOW
message shows. The imbalance condition must exist for 60
seconds before the IMBAL message shows.
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FUEL INDICATING – TRAINING INFORMATION POINTS – FQIS BITE TEST MAIN MENU PAGES
General Infliqht Faults Pages
You use the control display units (CDU) to do troubleshooting on The inflight faults pages show recorded fuel indication system
the fuel indicating system. The CDU shows real time and faults from previous flight legs.
recorded system fault data. The fuel quantity processor monitors
and stores the data that shows on the CDU. You can only use Ground Test Pages
the CDU to see the FQIS BITE test pages when the airplane is in
on the ground. The ground test pages allow you test the FQIS processor.
Main Menu Pages Ident/Config Pages
The FQIS BITE test main menu pages allow you to select other The ident/config pages show data from the configuration of the
FQIS BITE test pages. These are the FQIS BITE test pages: fuel quantity processor unit.
- Current status Input Monitoring Pages

- Inflight faults
- Ground test The input monitoring pages show real time fuel quantity data for
- Ident/config each fuel tank.
- Input monitoring
- Erase fault history. Erase Fault History Pages
Current Status Page The erase fault history pages allow you to erase recorded fault
data from the fuel quantity processor memory.
The current status page shows fuel indication system faults that
currently exist on the airplane.
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Auxiliary Power Unit
TABLE OF CONTENTS
CHAPTER
SECTION
AIRBORNE AUXILIARY POWER – INTRODUCTION........................................................................................................................................... 49-00-00.............. 02

AIRBORNE AUXILIARY POWER – COMPONENT LOCATION ........................................................................................................................... 49-00-00.............. 06
AIRBORNE AUXILIARY POWER – OPERATION – START ................................................................................................................................. 49-00-00.............. 08
AIRBORNE AUXILIARY POWER – OPERATION – SHUTDOWN........................................................................................................................ 49-00-00.............. 10
AIRBORNE AUXILIARY POWER – PROTECTIVE SHUTDOWN ......................................................................................................................... 49-00-00.............. 12
AIRBORNE AUXILIARY POWER – INDICATIONS ............................................................................................................................................... 49-00-00.............. 14
AIRBORNE AUXILIARY POWER – APU ACCESS AND SERVICING ................................................................................................................. 49-00-00.............. 16
AIRBORNE AUXILIARY POWER – APU COOLING ............................................................................................................................................. 49-00-00.............. 18
APU POWER PLANT – INTRODUCTION ............................................................................................................................................................. 49-10-00.............. 20
APU ENGINE – INTRODUCTION.......................................................................................................................................................................... 49-20-00.............. 22

APU ENGINE – TRAINING INFORMATION POINT – APU BOROSCOPE .......................................................................................................... 49-20-00.............. 24
APU FUEL SYSTEM – GENERAL DESCRIPTION ............................................................................................................................................... 49-30-00.............. 26

APU FUEL SYSTEM – FUEL CONTROL UNIT – FUNCTIONAL DESCRIPTION ................................................................................................ 49-30-00.............. 28
APU IGNITION AND START SYSTEM – SPU AND SCU GENERAL DESCRIPTION ......................................................................................... 49-40-00.............. 32
APU IGNITION AND START SYSTEM – FUNCTIONAL DESCRIPTION ............................................................................................................. 49-40-00.............. 34
APU BLEED AIR SYSTEM – FUNCTIONAL DESCRIPTION................................................................................................................................ 49-50-00.............. 38
APU EXHAUST SYSTEM – EXHAUST DUCT ...................................................................................................................................................... 49-80-00.............. 40
APU LUBRIFICATION SYSTEM – FUNCTIONAL DESCRIPTION ....................................................................................................................... 49-90-00.............. 42
APU CONTROLS – ELECTRONIC CONTROL UNIT – TRAINING INFORMATION POINTS – MAIN MENU ..................................................... 49-60-00.............. 44
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AIRBORNE AUXILIARY POWER – INTRODUCTION
THIS PAGE INTENTIONALLY BLANK
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Purpose DFDAU - digital flight data acquisition unit

DU - display unit
The AlliedSignal 131-9(B) auxiliary power unit (APU) supplies ECU - electronic control unit
electrical and pneumatic power to other airplane systems. This EGT - exhaust gas temperature
permits these airplane systems to operate without the use of FCU - fuel control unit
ground power sources or the engines. The APU can also supply FMV - fuel metering valve
electrical and pneumatic power in the air. AGCU - APU generator control unit
HOT - high oil temperature
Altitude Operational Limits IGV - inlet guide vane
KVA - kilovolt-ampere
The APU generator can supply 90 KVA electrical power up to LOP - low oil pressure
32,000 feet (9,754 meters) and 66 KVA to 41,000 feet (12,500 LVDT - linear variable differential transformer
meters). Electrical and pneumatic power is available at the same LRU - line replaceable unit
time up to 10,000 feet (3,048 meters). Pneumatic power alone is MES - main engine start
available up to 17,000 feet (5,183 meters). The APU can be OLS - oil level sensor
started at 41,000 feet or below. P2 - inlet pressure
PPH - pounds per hour
Abbreviations and Acronyms PPM - pounds per minute
PSI - pounds per square inch
APB - auxiliary power breaker PSIA - pounds per square inch absolute
APU - auxiliary power unit PSID - pounds per square inch differential
ACS - air conditioning system PSIG - pounds per square inch gage
BAT - battery PT - total pressure
BAV - bleed air valve PWR - power
BPCU - bus power control unit RPM - revolutions per minute
CDU - control display unit RTL - ready to load
DP - differential pressure RVDT - rotary variable differential transformer
DMM - data memory module
DEU - display electronic unit
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SCU - starter converter unit

SCV - surge control valve
SHP - shaft horsepower
SPU - start power unit
SPA - station
T2 - inlet temperature
T/M - torque motor
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AIRBORNE AUXILIARY POWER – COMPONENT LOCATION
General Right Wheel Well
The APU is in the aft fuselage of the airplane. A firewall isolates The APU ground control panel (P28) and fire alarm horn are in
the APU compartment from the airplane fuselage and horizontal the right main wheel well, on the aft bulkhead.
stabilizer assembly.
Flight Compartment
Air Inlet
These APU components are in the flight compartment:
The APU air inlet is on the right side of the aft fuselage. It is
forward and below the horizontal stabilizer. - APU switch (APU/engine start panel P5)
- APU bleed air switch -(air conditioning panel P5)
Doors - APU generator switches -(AC system generator/APU
control panel P5)
The APU access door at the bottom of the APU compartment is - APU EGT indicator and APU indication lights -(AC system
for servicing and maintenance. generator/APU control panel P5)
- APU light (system annunciator lights P7)
Electronic Control Unit (ECU) - APU fire warning switch (Engine and APU fire protection
panel) (P8).
The APU electronic control unit (ECU) is in the aft cargo
compartment. It is on the right side of the compartment, aft of the
cargo door.
Electronic Equipment Compartment
These APU components are in the EE compartment:
- APU generator control unit (AGCU)

- Start power unit (SPU)
- Start converter unit (SCU).
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AIRBORNE AUXILIARY POWER – OPERATION – START
General APU Start Sequence
You can start the APU up to an altitude of 41,000 feet (12,500 The ECU controls the APU start sequence. This is the start
meters). sequence:
The APU electronic control unit (ECU) controls these − At 0 percent speed and before the start system is
components during start: energized, the ECU energizes the ignition unit
− At 0 percent speed for start or 7 percent speed for restart,
- APU inlet door the ECU energizes the starter-generator
- APU fuel shutoff valve − At 7 percent speed the fuel solenoid valve opens
- APU fuel − At approximately 30 percent speed, the low oil pressure
- Ignition system light (P5) goes out
- APU start system.
− At 60 percent speed the ignition unites deenergizes
Pre-start − At 70 percent speed, the starter-generator deenergizes
− At 95 percent speed, the APU can supply electrical power
The battery switch must be ON before you can start and operate up to 41,000 feet (12,500 metes) the APU can also supply
the APU. If AC power is available, turn the aft number 1 fuel air up to 17,000 feet.(5183 meters)
boost pump on. This gives pressurized fuel to the APU. − The APU accelerates to 100 percent s
Pressurized fuel makes the APU start better.
NOTE: The inlet guide vanes (IGV) close to 15 degrees when the
Starting the APU APU bleed air valve is closed this will keep the load
compressor cool when it does not have a load.
When you move the APU switch to the START position and
release it, the switch moves back to the ON position. This sends
a signal to the electronic control unit (ECU). The ECU then The BAT DISCHARGE light on the electrical meters battery, and
opens the APU fuel shut-off valve and the APU air inlet door. The galley power module comes on when the APU start uses DC
ECU also causes the low oil pressure light to come on. When the power. The BAT DISCHARGE light does not come on when the
air inlet door is fully open, the door switch closes. The door APU uses AC power to start.
switch sends a door fully open signal to the ECU.
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AIRBORNE AUXILIARY POWER – OPERATION – SHUTDOWN
General - At 30 percent speed, the APU air inlet door starts to close
(closes immediately for APU fire).
The ECU controls the APU shutdown. The APU has two types of - At less than 7 percent speed, an APU restart can be
shutdowns, normal shutdown and protective shutdown. initiated.
APU Switch to OFF Training Information Point
When you put the APU switch to OFF, it removes the 28v dc ON The APU fuel shutoff valve and air inlet door will close for a
signal to the ECU and gives a 28v dc OFF signal to the ECU. normal or protective shutdown 40 seconds after the EGT goes
below 300 C for the inlet door and fuel shutoff valve to close
APU Cool Down before you move the battery switch to the OFF position.
An APU shutdown causes a cool down cycle. The cool down Do not use the battery switch or fire switches to begin a normal
cycle time is 60 seconds. The time starts when the APU switch is APU shutdown. The 60 second cool down is required to prevent
put to the OFF position. coke in the turbine bearing and fuel nozzles.
The ECU does these steps for a cool down: If the fuel shutoff valve does not close required time, the APU
FAULT Light will come on and stay on until the APU is started
- Removes the ready-to-Load signal again or the battery switch is put in the off position.
- Closes the bleed air valve
- Closes the inlet guide vanes (15 degrees) See the APU engine controls section for more information on
- Opens the surge control valve APU faults.(AMM PART I 49 60)
- Deenergizes the starter-generator
- Starts the 60 second timer.
Completion of the Shutdown
During shutdown of the APU, these steps occur:
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AIRBORNE AUXILIARY POWER – PROTECTIVE SHUTDOWN
General - No speed signal

- No acceleration
A protective shutdown prevents damage to the APU or the - No APU rotation
airplane. - No flame
The ECU controls an automatic protective shutdown of the APU. - Generator filter clogged
If the ECU finds a fault, it does a protective shutdown. - High oil temperature
- Overtemperature
There are three different protective shutdown indications in the - Reverse flow (load compressor)
flight deck. These are the flight compartment protective - Oil temperature or inlet air temperature sensor failure
shutdown indications: - Underspeed.
- Fault light These are the conditions that cause a protective shutdown and
- Overspeed light an overspeed light:
- Low oil pressure light.
- Fuel control unit solenoid failure
The cause for the shutdown shows on the control display unit - Loss of overspeed protection
(CDU) on the P9 panel. - Overspeed.
Protective Shutdown Low oil pressure for 20 seconds causes a protective shutdown
and a Low oil pressure light.
These are the conditions that cause a protective shutdown and a
fault light: When a protective shutdown occurs, the ECU removes electrical
power from these components:
- Fuel shutoff valve not in commanded position
- Loss of dc power - Fuel solenoid
- ECU failure - Ignitor
- APU fire - SCU Start signal
- Inlet door not in command position - Bleed air valve (BAV)
- APU inlet overheat - Fuel control unit (FCU) signal
- Loss of both EGT signals - Surge control valve (SCV) signal.
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AIRBORNE AUXILIARY POWER – INDICATIONS
General
The APU has four indication lights and an EGT indicator on the
APU indicator panel. These are the four lights:
- MAINTENANCE - no automatic shutdown (blue)

- LOW OIL PRESSURE - automatic shutdown (amber)
- FAULT - automatic shutdown (amber)
- OVERSPEED - automatic shutdown (amber).
The control display unit (CDU) shows this APU system data:
- Current status
- Fault history
- Maintenance history
- Ident/config
- Input monitoring (real time data)
- Oil quantity.
You must have 115v ac power from the transfer bus to operate
the CDU. The APU indication lights operate on 28v dc power.
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AIRBORNE AUXILIARY POWER – APU ACCESS AND SERVICING
APU Access
Open the APU cowl door on the bottom of the aft fuselage to get
access to the APU compartment.
Release three latches on the left side to open the APU cowl
door. The APU access door opens to the right on two hinges.
Connect the hold open rods to keep the door open safely.
APU Oil Servicing
Add oil to the APU fill port on the left side of the accessory gear
case. There are two FULL and ADD marks on the oil sight gage.
The left side of the oil sight gage shows the oil level during APU
operation. The right side of the oil sight gage shows the oil level
for no APU operation (APU shutdown).
The CDU shows the APU oil quantity with a FULL, ADD, or LOW
indication.
Servicing of the APU should only be done with the APU

shutdown.
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AIRBORNE AUXILIARY POWER – APU COOLING
General
The APU cooling air system cools the APU compartment and the
APU engine oil.
Compartment Cooling
APU compartment cooling uses an eductor to pull outside air

through the APU compartment. The high speed flow of the APU
exhaust forms a low pressure area. This low pressure pulls
outside air through the eductor inlet duct to the APU
compartment. The cooling air then goes through the oil cooler
and out the APU exhaust duct.
See the APU oil section for more information on the oil
cooler.(AMM PART I 149-90)
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APU POWER PLANT – AUXILIARY POWER UNIT – INTRODUCTION
General
These are the major components for the auxiliary power unit:
- Fuel manifolds
- Fuel nozzles
- Oil cooler
- Starter-generator
- Bleed air valve (BAV)
- Inlet guide vane actuator (IGVA)
- Pressure sensors
- Ignition unit
- Surge control valve (SCV)
- Data memory module (DMM)
- Lube module
- Fuel control unit (FCU)
- APU engine.
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APU ENGINE – INTRODUCTION
Purpose
The APU engine supplies power to operate the load compressor

and the APU starter-generator.
General Description
The APU engine has these main sections:
- Accessory gear box

- Single stage load compressor
- Single stage engine compressor
- Combustor chamber
- Two stage axial flow turbine.
All the components in the engine that turn are on a common

shaft.
The shaft turns the accessory gearbox and the load compressor.
The accessory gear box turns the APU generator and other
components.
The engine operates at a constant speed to provide 400 Hz

generator output. The APU engine also supplies air for airplane
systems.
An inlet screen prevents foreign object damage (FOD) to the

APU compressors.
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APU ENGINE – TRAINING INFORMATION POINT – APU BORESCOPE
Boroscope Inspection Ports
These components have boroscope inspection access:
- Load compressor
- Engine compressor
- Combustor chamber
- Turbine section.
Engine Manual Rotation
To boroscope the compressor and turbine, you turn the APU

engine main shaft. To do this, remove the access plug in the air-
oil separator housing on the front of the gearbox and insert a 1/4-
inch hex drive with a 6-inch extension.
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APU FUEL SYSTEM – GENERAL DESCRIPTION
General Description divider solenoid send the metered fuel from the FCU to the
primary and secondary fuel manifolds.
The airplane fuel system AC boost pumps supply fuel for APU
operation. The fuel goes through the APU fuel shutoff valve on The fuel manifolds give primary and secondary fuel to ten dual
the left wing aft spar. The ac boost pumps can supply fuel from tipped fuel nozzles. The nozzles give the metered fuel to the
any tank. APU combustor.
If the AC boost pumps do not supply fuel, the APU suction feeds Component Location
from the left main tank.
Most fuel system components are part of the fuel control unit.
See the APU fuel fed system for more information. (AMM PART The fuel control unit attaches to the lube module.
128-25)
These are the APU fuel system components not in the fuel
The ECU calculates the correct fuel flow for APU start and run. control unit:
The ECU uses these values to calculate the correct fuel flow:
- Flow divider
- APU speed - Flow divider solenoid
- APU exhaust gas temperature (EGT) - Primary fuel manifold
- Inlet temperature (T2) - Secondary fuel manifold
- Inlet pressure (P2) - Fuel nozzles.
- Fuel temperature.
The ECU sends the fuel flow command signal to the fuel control
unit (FCU) on the APU. The FCU sends the correct fuel flow to
the flow divider and flow divider solenoid.
The flow divider solenoid gets a signal from the ECU to inhibit
fuel flow to the secondary fuel manifold. The flow divider and flow
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APU FUEL SYSTEM – FUEL CONTROL UNIT – FUNCTIONAL DESCRIPTION
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General High Pressure Filter

Fuel for the APU fuel control unit (FCU) comes from the airplane The high pressure filter removes contamination caused by the
fuel system. The APU FCU supplies fuel for combustion and gear pump.
servo fuel to operate the inlet guide vane actuator (IGVA) and
the surge control valve (SCV). Actuator Pressure Regulator
The FCU includes these components: The actuator pressure regulator keeps actuator fuel pressure at
- Inlet filter 250 psid. The FCU uses actuator fuel pressure to operate the
- High pressure fuel pump inlet guide vane actuator and surge control valve.
- Pump relief valve
- High pressure filter Differential Pressure Regulator
- Differential pressure regulator
- Torque motor metering valve The differential pressure regulator holds a constant differential
- Pressurizing valve and flow meter pressure of 50 psid across the metering valve.
- Actuator pressure regulator
- Fuel solenoid valve Fuel Metering Valve
- Fuel temperature sensor.
The torque motor metering valve is an electrohydraulic servo
Inlet Filter valve. It controls the amount of fuel to the combustion chamber.
The inlet filter removes contamination before the fuel goes into Flow Meter Pressurizing Valve And Flow Meter
the high pressure gear pump.
The flow meter pressurizing valve keeps a 50 psi decrease in
High Pressure Fuel Pump and Pump Relief Valve fuel pressure from the fuel metering valve to the fuel shutoff
solenoid. A resolver attaches to the valve to measure valve
A shaft from the lube module turns the high pressure fuel pump. position. The ECU uses this signal to find the fuel flow to the
The pump gives high pressure fuel for use in the FCU. The pump APU combustor.
relief valve keeps fuel pressure below 950 psi.
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Fuel Solenoid Valve
The fuel solenoid valve controls the fuel flow from the fuel control
unit. The fuel solenoid valve is spring loaded closed.
During APU start, the ECU energizes the solenoid at 7 percent

speed. This opens the fuel solenoid valve.
During shutdown, the ECU deenergizes the solenoid. The fuel

solenoid valve closes. This shutdown sequence is the same for
normal or protective shutdown.
Fuel Temperature Sensor
The fuel temperature sensor is a resistive temperature device

(RTD). The fuel temperature sensor gives a fuel temperature
signal to the ECU.
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APU IGNITION AND START SYSTEM – SPU AND SCU GENERAL DESCRIPTION
Start Power Unit of the starter-generator. At 70 percent speed, the electronic

control unit removes the start signal from the start converter unit.
The start power unit changes 115v ac or 28v dc electrical power With the start signal off, the SCU and the SPU removes power
to 270v dc power. Transfer bus 1 or the battery supplies power to from the starter-generator.
the start power unit (SPU).
The SPU gives fault data to the ECU through the SCU for display
on the CDU. The maximum duty cycle for the SPU and SCU is three starts,
one after the other, followed by a 15 minute cool down period. If
The (SPU) is in the EE compartment on the E2-2 shelf. you do too many starts one after the other the SCU and SPU will
get too hot and stop the APU start. More starts are possible after
Start Converter Unit the SCU and SPU cool.
The start converter unit (SCU)converts the 270v dc power to AC You access the SCU terminal block for the AC power feeder
and sends it to the starter-generator. wires from the back of the SCU. You remove the panel behind
the E2 rack from the forward cargo compartment to access the
The SCU gives fault data to the ECU for display on the CDU. back of the SCU.
The SCU is in the EE compartment on the E2-2 shelf.
See the electrical chapter for more information about the APU
starter-generator generate function.(AMM PART I 24)
Start Control
The electronic control unit sends a signal to the start converter

unit when the air inlet door is fully open. The start converter unit
tells the start power unit to supply the 270v dc .The start
converter unit changes the 270v dc to ac power for the operation
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APU IGNITION AND START SYSTEM – FUNCTIONAL DESCRIPTION
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General - If the air inlet door is open and the APU speed is less than
7 percent, the ECU sends a start signal to the SCU. If the
To start the APU, put the APU switch to the START position and APU speed is more than 7 percent, the ECU waits until
release the switch to the ON position. This signals the ECU to the speed is less than 7 percent.
begin the start cycle. - If 115v ac is available on transfer bus 1, the SCU sends a
Electrical Power start signal to the ac to dc converter in the SPU. The ac to
dc converter gives 270v dc power to the SCU.
These are the electrical power sources for the ignition and start - If 115v ac is not available on transfer bus 1, the SCU
system function: sends a start signal to the dc to dc converter in the SPU.
The dc to dc converter gives 270v dc to the SCU. The
- 24/28v dc battery SCU also has a control function to prevent the DC to DC
- 24/28v dc switched hot battery bus converter from depleting the battery below limits (18v dc
- 115v ac standby bus on ground, 20v dc in air) during a DC start attempt. The
- 115v ac transfer bus 1. proximity switch electronics unit (PSEU) provides the
Ignition/Starting Function Sequence air/ground input.
- The dc to ac converter in the SCU changes the 270v dc
This is the APU start sequence: power from the SPU into three-phase start power. This
power goes to the starter-generator. The starter-generator
- The start sequence starts when the APU switch is put to turns the APU turbine shaft. The SCU receives starter-
the START position and released to the ON position. generator rotor position from the starter-generator
- The ECU turns on the oil pressure light on the P5 panel resolver. The SCU uses this signal to synchronize the
when the ECU receives the start signal. The low oil three-phase start power to the starter-generator rotor
pressure light goes out at 30-40 psi oil pressure. position.
- The ECU opens the APU fuel shutoff valve and air inlet - At 7 percent speed, the ECU energizes the fuel solenoid
door. The inlet door switch sends a door open signal to which supplies fuel for combustion.
the ECU when the air inlet door is open. - At approximately 30 percent speed, oil pressure goes
- At 0 percent speed and before the start system is above 30-40 psi. The oil pressure switch removes the low
energized, the ECU energizes the ignition unit. oil pressure signal. The ECU turns off the low oil pressure
light.
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- At 60 percent speed, the ECU deenergizes the ignition

unit.
- At 70 percent speed, the ECU removes the start signal
from the SCU. The SCU removes the start signal from the
SPU ac to dc and dc to dc converters. This deenergizes
the starter-generator.
- At 95 percent speed, plus two seconds, the ECU gives the
ready to load (RTL) signal to other airplane systems. This
signals the airplane systems that the APU is ready to
accept pneumatic and electrical loads.
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APU BLEED AIR SYSTEM – FUNCTIONAL DESCRIPTION
Purpose The ECU sends a open signal to the APU bleed air valve, when
the APU is at 95 percent speed and the APU bleed switch is in
The APU bleed air system supplies air to the airplane pneumatic the ON position.
system. The APU uses surge bleed to prevent load compressor
surges. Electric power controls the bleed air valve and air pressure
operates it.
APU Bleed Air System
APU Surge Bleed
The ECU controls the APU bleed air system.
Load compressor surge protection is on during all APU
These are the components of the bleed air system: operations. The surge control valve gives this protection.
- Load compressor The ECU controls the surge control valve by a torque motor. The
- Inlet guide vanes ECU calculates the correct position of the surge control valve
- Inlet guide vane actuator with APU and airplane operating parameters.
- Bleed air valve
- Pressure sensors
- Surge control valve.
The load compressor supplies airflow to the airplane pneumatic

system. The inlet guide vanes control the amount of air to the
load compressor. The inlet guide vane actuator operates the inlet
guide vanes.
The inlet guide vane actuator receives commands from the ECU
and uses fuel pressure for operation.
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APU EXHAUST SYSTEM – EXHAUST DUCT
Purpose
The APU exhaust system sends the APU exhaust overboard

through the exhaust duct. The exhaust system prevents APU
compartment damage from high exhaust gas temperatures and
decreases exhaust noise levels.
Components
The APU exhaust duct attaches to the APU turbine section with a
V-band clamp.
These are the major components of the exhaust duct:
- Drain fitting
- V-band clamp flange
- Bellows assembly
- Fluid drip ring
- Baffle
- Acoustic liner
- Outer skin
- Insulation blanket
- Aft support leaf spring.
You remove the exhaust duct from the tail section to do

maintenance on the duct.
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APU LUBRICATION SYSTEM – FUNCTIONAL DESCRIPTION
General starter-generator through the scavenge filter and back to the

gearbox reservoir.
The APU lubrication system supplies pressurized oil to cool,
clean, and lubricate APU components and the APU generator. A Vent
scavenge system returns the oil to the reservoir in the gearbox.
An air-oil separator separates the air that mixes with the oil in the
Supply scavenge system. The air-oil separator is on the right side of the
lube module on the gearbox.
Oil pumps in the lube module, pump oil from the reservoir in the
gearbox. Pressurized oil from the lube module goes to the oil Air that goes by the bearing cavities and mixes with the
cooler and then returns to the lube module. scavenge oil goes through the air-oil separator. Through
centrifugal action, the air-oil separator returns the oil to the sump
The lube module cleans the oil and controls the oil pressure. in the gearbox and the air vents overboard. The air vents
These components supply data to the ECU: overboard through the APU exhaust duct.
- Oil pressure switch Training Information Point

- Oil level sensor
- Oil temperature sensor The air-oil separator is not a line replaceable component.
- Generator filter pressure switch.
The oil goes to these areas:
- APU starter-generator
- Gearbox bearings and gears
- Turbine bearing compartment.
Scavenge pumps in the lube module send the oil from the turbine
bearing compartment back to the gear box reservoir. Other
scavenge pump elements send the scavenge oil from the APU
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APU CONTROLS – ELECTRONIC CONTROL UNIT – TRAINING INFORMATION POINTS – MAIN MENU
General
You see the FAULT HISTORY page in place of the MAIN MENU
The APU built in test equipment (BITE) data shows on the if the last APU shutdown was a protective shutdown. FAULT
control display unit (CDU). HISTORY page gives the cause for the protective shutdown.
To see the APU BITE TEST page you select the line select key You see the CURRENT STATUS page in place of the MAIN
next to APU on the MAINT BITE INDEX. To return to the MAINT MENU if the APU MAINT light is on and the last APU shutdown
BITE INDEX, you select the line select key next to INDEX. You was normal. The CURRENT STATUS page gives the cause of
also can select the INIT/REF key from any screen in APU CDU the MAINT light.
BITE to return to the MAINT BITE INDEX.
It can take up to 10 seconds for the first APU screen to show on

the CDU. This delay occurs because the ECU does a power-up
test each time it is energized.
APU Display on the CDU
APU data shows on one of these six pages:
- Current status
- Fault history
- Maintenance history
- Ident / config
- Input monitoring
- Oil quantity.
You see the MAIN MENU when you select APU from the MAINT
BITE INDEX if the last APU shutdown was normal and the APU
MAINT light is off.
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Engine Systems
TABLE OF CONTENTS
CHAPTER
SECTION
POWER PLANT – INTRODUCTION.................................................................................................................................................................... 71-00-00.............. 04

SPECIFICATIONS ................................................................................................................................................................. 71-00-00.............. 06
ENGINE HAZARDS ............................................................................................................................................................... 71-00-00.............. 08
ENGINE MOUNTS................................................................................................................................................................. 71-00-00.............. 10
ELECTRICAL HARNESSES.................................................................................................................................................. 71-00-00.............. 12
ENGINE DRAINS................................................................................................................................................................... 71-00-00.............. 14
ENGINE COWLING ............................................................................................................................................................... 71-11-00.............. 16
FAN COWL ............................................................................................................................................................................ 71-11-00.............. 18
ENGINE – GENERAL DESCRIPTION ................................................................................................................................................................. 72-00-00.............. 20

MAIN ENGINE BEARINGS................................................................................................................................................................. 72-00-00.............. 24
ACCESSORY DRIVE – COMPONENT LOCATIONS ........................................................................................................................ 72-00-00.............. 26
ENGINE INDICATING – INTRODUCTION ............................................................................................................................................................ 77-00-00.............. 28

GENERAL DESCRIPTION............................................................................................................................................. 77-00-00.............. 30
ENGINE TACHOMETER SYSTEM – GENERAL DESCRIPTION................................................................................. 77-11-00.............. 32
ENGINE TACHOMETER SYSTEM – FUNCTIONAL DESCRIPTION........................................................................... 77-11-00.............. 34
EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM – GENERAL DESCRIPTION .................................. 77-21-00.............. 38
EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM – FUNCTIONAL DESCRIPTION ............................ 77-21-00.............. 40
TRAINING INFORMATION POINTS – ENGINE EXCEEDANCES ............................................................................... 77-00-00.............. 44
AIRBORNE VIBRATION MONITORING (AVM) SYSTEM – GENERAL DESCRIPTION.............................................. 77-31-00.............. 46
AVM SYSTEM – COMPONENT LOCATION ................................................................................................................. 77-31-00.............. 48
AVM SYSTEM – AVM SIGNAL CONDITIONER BITE – SELF TEST – TRAINING INFORMATION POINT ............... 77-31-00.............. 50
ENGINE CONTROLS – INTRODUCTION ............................................................................................................................................................. 76-00-00.............. 52

GENERAL DESCRIPTION.............................................................................................................................................. 76-00-00.............. 54
START LEVER – FUNCTIONAL DESCRIPTION ........................................................................................................... 76-00-00.............. 56
REVERSE THRUST INTERLOCK SOLENOIDS ............................................................................................................ 76-00-00.............. 58
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Engine Systems
TABLE OF CONTENTS
CHAPTER
SECTION
ENGINE FUEL AND CONTROL – INTRODUCTION............................................................................................................................................. 73-00-00.............. 60

GENERAL DESCRIPTION ............................................................................................................................. 73-00-00.............. 64
DISTRIBUTION – COMPONENT LOCATION ................................................................................................ 73-11-00.............. 68
DISTRIBUTION – FUNCTIONAL DESCRIPTION .......................................................................................... 73-11-00.............. 70
ENGINE CONTROL – GENERAL DESCRIPTION......................................................................................... 73-21-00.............. 72
ENGINE CONTROL – COMPONENT LOCATION – LEFT SIDE................................................................... 73-21-00.............. 74
ENGINE CONTROL – COMPONENT LOCATION – RIGHT SIDE ................................................................ 73-21-00.............. 76
ENGINE CONTROL – ELECTRONIC ENGINE CONTROL ........................................................................... 73-21-00.............. 78
ENGINE CONTROL – EEC ELECTRICAL POWER SUPPLY – FUNCIONAL DESCRIPTION .................... 73-21-00.............. 84
ENGINE CONTROL – HMU – FUNCTIONAL DESCRIPTION....................................................................... 73-21-00.............. 88
ENGINE CONTROL – ENGINE CONTROL LIGHT AND EEC SWITCHES .................................................. 73-21-00.............. 92
ENGINE CONTROL – TRAINING INFORMATION POINT – EEC BITE – INDICATIONS ............................ 73-21-00.............. 94
ENGINE CONTROL – TRAINING INFORMATION POINT – EEC BITE – MAIN MENU............................... 73-21-00.............. 98
FUEL INDICATING – GENERAL DESCRIPTION .......................................................................................... 73-30-00.............. 100
ENGINE AIR – INTRODUCTION ........................................................................................................................................................................... 75-00-00.............. 104

GENERAL DESCRIPTION........................................................................................................................................................... 75-00-00.............. 106
FUNCTIONAL DESCRIPTION ..................................................................................................................................................... 75-00-00.............. 110
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (HPTACC) – COMPONENT LOCATION.............................. 75-21-00.............. 112
LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (LPTACC) – COMPONENT LOCATION ............................... 75-22-00.............. 114
VARIABLE STATOR VANE (VSV) – COMPONENT LOCATION................................................................................................ 75-31-00.............. 116
VARIABLE BLEED VALVE (VBV) – COMPONENT LOCATION................................................................................................. 75-32-00.............. 118
TRANSIENT BLEED VALVE (TBV) – COMPONENT LOCATION .............................................................................................. 75-23-00.............. 120
ENGINE OIL – INTRODUCTION .......................................................................................................................................................................... 79-00-00.............. 122

GENERAL DESCRIPTION........................................................................................................................................................... 79-00-00.............. 124
STORAGE – OIL TANK................................................................................................................................................................ 79-10-00.............. 126
STORAGE – TRAINING INFORMATION POINTS – SERVICING .............................................................................................. 79-10-00.............. 128
DISTRIBUTION – COMPONENT LOCATIONS........................................................................................................................... 79-20-00.............. 130
INDICATING – GENERAL DESCRIPTION.................................................................................................................................. 79-30-00.............. 132
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Engine Systems
TABLE OF CONTENTS
CHAPTER
SECTION
ENGINE IGNITION – INTRODUCTION ................................................................................................................................................................ 74-00-00.............. 134

GENERAL DESCRIPTION ................................................................................................................................................. 74-00-00.............. 136
ENGINE COMPONENT LOCATION .................................................................................................................................. 74-00-00.............. 138
FLIGHT COMPARTMENT COMPONENT LOCATIONS ................................................................................................... 74-00-00.............. 140
OPERATION....................................................................................................................................................................... 74-00-00.............. 142
TRAINING INFORMATION POINT .................................................................................................................................... 74-00-00.............. 146
ENGINE STARTING – INTRODUCTION ............................................................................................................................................................. 80-00-00.............. 148

GENERAL DESCRIPTION.............................................................................................................................................. 80-00-00.............. 150
COMPONENT LOCATIONS – ENGINE ......................................................................................................................... 80-00-00.............. 152
COMPONENT LOCATIONS – FLIGHT COMPARTMENT AND EE COMPARTMENT ................................................. 80-00-00.............. 154
FUNCTIONAL DESCRIPTION ........................................................................................................................................ 80-00-00.............. 156
OPERATION.................................................................................................................................................................... 80-00-00.............. 160
ENGINE EXHAUST SYSTEM – INTRODUCTION ................................................................................................................................................ 78-00-00.............. 162

GENERAL DESCRIPTION................................................................................................................................. 78-00-00.............. 164
TURBINE EXHAUST SYSTEM – INTRODUCTION .......................................................................................... 78-11-00.............. 166
THRUST REVERSER – THRUST REVERSER OPENING ACTUATOR .......................................................... 78-31-00.............. 168
THRUST REVERSER – TENSION LATCHES .................................................................................................. 78-31-00.............. 172
THRUST REVERSER – DEACTIVATION FOR FLIGHT DISPATCH – TRAINING INFORMATION POINTS . 78-31-00.............. 174
THRUST REVERSER CONTROL SYSTEM – GENERAL DESCRIPTION ...................................................... 78-34-00.............. 176
THRUST REVERSER CONTROL SYSTEM – COMPONENT LOCATIONS .................................................... 78-34-00.............. 180
THRUST REVERSER CONTROL SYSTEM – FUNCTIONAL DESCR. – DEPLOY/STOW HYD FLOW ......... 78-34-00.............. 182
THRUST REVERSER CONTROL SYSTEM – EAU – TRAINING INFORMATION POINT .............................. 78-34-00.............. 186
THRUST REVERSER INDICATING SYSTEM – GENERAL DESCRIPTION ................................................... 78-36-00.............. 188
THRUST REVERSER INDICATING SYSTEM – TRAINING INFORMATION POINT....................................... 78-36-00.............. 192
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POWER PLANT – INTRODUCTION
General Acronyms and Abbreviations
Two CFM56 – 7B engines supply thrust for the airplane. The C – Celsius
engines also supply power for these systems: cm – centimeters
ft – feet
- Electric HMU – hydromechanical unit
- Hydraulic HPTACC – high pressure turbine active clearance control
- Pneumatic LPTACC – low pressure turbine active clearance control
IDG – integrated drive generator
The CFM56 – 7B is a high bypass ratio, dual rotor, turbo fan in – inches
engine. kg – kilograms
lbs – pounds
Power Plant m – meters
RPM – revolutions per minute
The power plant has these parts: TBV – transient bleed valve
VBV – variable bleed valve
- Engine mounts VSV – variable stator vanes
- Engine cowling
- Wire harnesses
- Engine vents and drains.
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POWER PLANT – SPECIFICATIONS
General Six additional rows are available to show changes to the engine.
This permits six different thrust rating changes before you must
General engine data for the CFM56 – 7B engine is shown. These replace the nameplate. The nameplate also shows the thrust
items show on the engine nameplate: rating history of the engine.
- Regulatory agency data The engine nameplate is on the right fan case aft of the oil tank.
- Engine manufacture data
- Engine performance data. Engine Thrust Ratings and Aircraft Model Application
The regulatory agency data blocks used depend upon where the A limited number of the six engine thrust rating configurations are
engine was assembled. For engines assembled by G.E. the two applicable to a 737 model. The different engine thrust ratings are
upper right blocks will be used. For engines assembled by based upon airplane weight and elevator/rudder control limits.
SNECMA, the two upper left blocks will be used. The serial The longer-body 737-800 and 737-900 models can operate at
number will be filled every time. the maximum thrust capability of the CFM56-7B engine. Also, the
lowest thrust rating is not sufficient for the 737-700, 737-800,
The first line of seven blocks will be filled at the assemble plant. 737-900. The table below shows the relationship of the engine
The version of the engine will be in the CONFIG space. The thrust ratings to the aircraft model.
second and third blocks show takeoff and Max continuous thrust
in Metric (daN) thrust ratings. The fourth and fifth blocks show Aircraft Models
takeoff thrust and the Max continuous thrust in pounds (Lb).
Block six shows the N1 trim applied to that engine. The last block The normal models are 737-600, -700, -800, and -900. Some
is for service bulletins applied to this engine. other variations can be 737-700 IGW (increased gross weight),
and 737-700 BBJ (Boeing business jet).
The lower three blocks show the manufacturer data. The second
block shows the manufacturer of the engine. For engines
assemble by General Electric, the block shows G.E. CO.
Engines assembled by SNECMA, the block shows SNECMA.
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POWER PLANT – ENGINE HAZARDS
General
Exhaust Velocity
It is dangerous to work around engines. Use the entry/exit
corridor when the engine is in operation. Also, stay out of the Exhaust velocity is very high for long distances behind the
inlet and exhaust areas when the engine is in operation. engine. This can cause damage to personnel and equipment.
CAUTION: PERFORM F.O.D. WALK IN FRONT OF AND Engine Noise
AROUND ENGINE INGESTION AREA PRIOR TO
ENGINE START. Engine noise can cause temporary and permanent loss of your
ability to hear. You must wear ear protection when near an
These are the hazards around an engine in operation: engine in operation.
- Inlet suction Engine Entry/Exit Corridor
- Exhaust heat
- Exhaust velocity Engine entry corridors are between the inlet hazard areas and
- Engine noise. the exhaust hazard areas. You should go near an engine in
operation only when:
Inlet Suction
- The engine is at idle
Engine inlet suction, can pull people and large objects into the - You can speak with people in the flight compartment.
engine. At idle power, the inlet hazard area is a 13 ft (4.0 m)
radius around the inlet. For additional safety, wear a safety harness when the engine is
in operation.
WARNING:IF THE WIND IS OVER 25 KNOTS, INCREASE
THE INLET HAZARD AREA BY 20%. Training Information Point
Exhaust Heat Usually, when the engine is in operation, the anti-collision lights
are on.
The engine exhaust is very hot for long distances behind the
engine. This can cause damage to personnel and equipment.
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POWER PLANT – ENGINE MOUNTS
General
There is a forward and aft engine mount. Each engine mount

attaches the engine to the strut. The forward engine mount
attaches to the fan frame. The aft engine mount attaches to the
turbine frame.
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POWER PLANT – ELECTRICAL HARNESSES
General
The engine electrical harnesses connect at the fan cowl support

beam.
The electrical harnesses that connect on the right side of the fan
cowl support beam come from these components:
- Electronic engine control

- N1 speed sensor
- Oil tank (oil quantity transmitter)
- Inlet cowl thermal anti-ice valve
- Ignition exciters
- Fan frame compressor case vibration (FFCCV) sensor
- Bleed air regulator
- Ground wing thermal anti – ice solenoid valve
- Overheat/fire detector loop A and B.
The electrical harnesses that connect on the left side of the fan
cowl support beam come from these components:
- Start valve
- N2 speed sensor
- Integrated drive generator (IDG)
- Hydraulic system engine – driven pump
- Hydromechanical unit (HMU).
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POWER PLANT – ENGINE DRAINS
General Fluids drain through a hole in the left fan cowl panel from these
components:
Engine drains prevent fluid contact with hot engine areas. You
use engine drains to detect component failures. Engine drains - Fuel pump
direct these items overboard: - Integrated drive generator (IDG)
- Hydraulic pump.
- Oil
- Fuel The oil tank drains fluid through a hole in the right fan cowl panel.
- Hydraulic fluid
- Water See the AMM for more information about allowable leakage limits
- Vapor. (AMM PART II 71 – 71).
These components drain fluids through the starter air discharge

duct in the right fan cowl:
- Strut
- Main oil/fuel heat exchanger
- Hydromechanical unit (HMU)
- High pressure turbine active clearance control (HPTACC)
valve
- Low pressure turbine active clearance control (LPTACC)
valve
- Left and right variable stator vane (VSV) actuators
- Left and right variable bleed valve (VBV) actuators
- Transient bleed valve (TBV).
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POWER PLANT – ENGINE COWLING

General - IDG access door
- Chip detector/pressure relief door
The engine cowling gives an aerodynamically smooth surface - Vortex control device
into and over the engine. It also gives a protective area for - Oil tank access door.
engine components and accessories.
IDG Access Door
These are the parts of the engine cowling:
- Inlet cowl The IDG access door permits access to the IDG for servicing. It
- Fan cowl is on the left fan cowl panel.
- Thrust reverser.
Chip Detector/Pressure Relief Door
See the exhaust chapter for more information on the thrust
reverser(AMM PART I 78). The chip detector access door permits access to the chip
detectors. It also is a pressure relief door. It is on the left fan
Inlet Cowl cowl.
The inlet cowl sends air into the engine. The inlet cowl attaches Vortex Control Device
to the engine.
The vortex control device smooths airflow around the wing. It is
The T12 access/pressure relief door is on the inlet cowl. The T12 on the inboard fan cowl.
access/pressure relief door permits access to the T12 sensor. It
is also a pressure relief door. Oil Tank Access Door
Fan Cowls The oil tank access door permits access to the oil tank for
servicing. It is on the right fan cowl.
The fan cowls give an aerodynamically smooth surface over the
fan case. The fan cowls attach to the fan cowl support beam. T12 Access/Pressure Relief Door
The fan cowls open for maintenance.
The T12 access/pressure relief door permits access to the T12
These items are on the fan cowls: sensor. It is also a pressure relief door. It is on the right fan cowl.
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POWER PLANT – FAN COWL
General Fan Cowl Hinges
There are two fan cowls for each engine. Each fan cowl attaches Each fan cowl hinge has these components:
to the strut with three hinges.
- Fan cowl clevis
The fan cowls are made of aluminum. The left fan cowl weighs - Quick release pin
80 lbs (36 kg). The right fan cowl weighs 96 lbs (44 kgs). - Strug lug.
Each fan cowl has two fan cowl hold open rods. Each fan cowl clevis is on the fan cowl. All strut lugs are on the
strut. The quick release pins make it easy to remove a fan cowl.
Fan Cowl Latches
Three fan cowl latches secure the left and right fan cowls
together. All latches are along the bottom of the fan cowls.
Fan Cowl Hold Open Rods
One end of each hold open rod attaches to the fan cowl. When
the cowl is closed, the other end attaches to a receiver on the fan
cowl. When the cowl is open, the other end attaches to a
receiver on the engine. Each hold open rod is telescopic.
Each hold open rod has a collar that locks the hold open rod in
place. A yellow lock indication shows when the hold open rod is
in the locked position.
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ENGINE – GENERAL DESCRIPTION
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General The primary air flow goes into the core of the engine. The
booster increases the pressure of this air and sends it to the
The CFM56 – 7 is a high bypass, dual rotor, axial flow turbofan HPC.
engine. The engine fan diameter is 61 inches (1.55 meters). The
bare engine weight is 5257 pounds (2385 kilograms). The secondary air flow goes in the fan duct. It supplies
approximately 80 percent of the thrust during take-off.
The engine has these sections:
High Pressure Compressor (HPC)
- Fan and booster
- High pressure compressor (HPC) The HPC is a nine-stage compressor. It increases the pressure
- Combustor of the air from the LPC and sends it to the combustor. The HPC
- High pressure turbine (HPT) also supplies bleed air for the aircraft pneumatic system and the
- Low pressure turbine (LPT) engine air system.
- Accessory drive.
Combustor
The fan and booster rotor and the LPT rotor are on the same low
pressure shaft (N1). The combustor mixes air from the compressors and fuel from the
fuel nozzles. This mixture of air and fuel burns in the combustion
The HPC rotor and the HPT rotor are on the same high pressure chamber to make hot gases. The hot gases go to the HPT.
shaft (N2).
See the engine fuel and control chapter for more information on
Fan and Booster the fuel nozzles. (AMM PART I – 73)
The fan and booster is a four-stage compressor. The fan High Pressure Turbine (HPT)
increases the speed of the air. A splitter fairing divides the air
The HPT is a single – stage turbine. It changes the energy of the
into these two air flows:
hot gases into a mechanical energy. The HPT uses this
mechanical energy to turn the HPC rotor and the accessory
- Primary
drive.
- Secondary.
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Low Pressure Turbine (LPT)
The LPT is a four-stage turbine. It changes the energy of the hot

gases into a mechanical energy. The LPT uses this mechanical
energy to turn the fan and booster rotor.
Accessory Drive
The accessory drive has these components:
- Inlet gear box (1GB)

- Radial drive shaft (RDS)
- Transfer gear box (TGB)
- Horizontal drive shaft (HDS)
- Accessory gear box (AGB).
The N2 shaft turns the AGB through these shafts and gearboxes:
- IGB
- RDS
- TGB
- HDS.
The AGB holds and operates the airplane accessories and the
engine accessories.
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ENGINE – MAIN ENGINE BEARINGS
General
Five main engine bearings hold the N1 shaft and the N2 shaft.
Numbers from 1 to 5 identify the engine bearings. Ball bearings
absorb the axial and the radial loads from the shafts. Roller
bearings absorb only radial loads.
The main engine bearings are in two sump cavities. The sump
cavities are the forward sump and the rear sump.
Main Engine Bearings
The number 1 and the number 2 bearings hold the front of the
N1 shaft.
One ball bearing and one roller bearing are the number 3 bearing
assembly. Both number 3 bearings hold the front of the N2 shaft.
The number 4 bearing holds the rear of the N2 shaft.
The number 5 bearing holds the rear of the N1 shaft.
The number 1, 2, and 3 bearings are in the forward sump. The .

number 4 and 5 bearings are in the rear sump.
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ENGINE – ACCESSORY DRIVE – COMPONENT LOCATIONS
General Training Information Point
The accessory gearbox (AGB) is on the left side of the engine, You use the hand cranking pad to turn the N2 rotor during
on the fan inlet case. The AGB sends torque from the N2 rotor boroscope inspection.
through spur gears to turn the engine and airplane accessories.
They are line replaceable units. You get access to the AGB and
the accessories when you open the left fan cowl.
Accessories Locations
These engine and airplane accessories are on the front face of

the AGB:
- EEC alternator
- N2 sensor
- Hand cranking pad
- Engine air starter
- Integrated drive generator (IDG)
- Hydraulic pump.
These engine accessories are on the rear face of the AGB:
- Fuel pump package (fuel pumps, HMU, and main oil/fuel

heat exchanger)
- Lubrication unit
- Scavenge oil filter.
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ENGINE INDICATING – INTRODUCTION
Purpose DEU - display electronics unit

DU - display unit
The engine indicating system continuously supplies engine data EEC - electronic engine control
to the common display system (CDS). The engine indicating EGT - exhaust gas temperature
system has these subsystems: FDAU - flight data acquisition unit
FDR - flight data recorder
- Low pressure rotor tachometer (N1) FFCCV - fan frame compressor case vertical (sensor)
- High pressure rotor tachometer (N2) FMCS - flight management computer system
- Exhaust gas temperature (EGT) FMV - fuel metering valve
- Airborne vibration monitoring (AVM). HPC - high pressure compressor
HPT - high pressure turbine
The CDS usually shows engine data on the center display unit HPTACC - high pressure turbine active clearance control
(DU). Engine data can also show on the lower center and LPC - low pressure compressor
inboard display units. LPT - low pressure turbine
LPTACC - low pressure turbine active clearance control
Abbreviations and Acronyms REV - thrust reverser sleeve position
tach - tachometer
altn - alternate TBV - transient bleed valve
AVM - airborne vibration monitoring TRA - thrust resolver angle
BITE - built-in test equipment TRF - turbine rear frame
CAS - calibrated air speed UTC - universal time coordinate
CDS - common display system VBV - variable bleed valve
CDU - control display unit VSV - variable stator vane
chap - chapter vib - vibration
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ENGINE INDICATING – GENERAL DESCRIPTION
General The AVM signal conditioner receives analog input from these
engine sensors:
The engine indicating system shows these parameters for each
engine: - N1 speed sensor
- N2 speed sensor
- Low pressure rotor speed (N1) - Number 1 bearing vibration sensor
- High pressure rotor speed (N2) - Fan frame compressor case vertical vibration (FFCCV)
- Exhaust gas temperature (EGT) sensor.
- Engine vibration.
The DEUs and the flight data acquisition unit (FDAU) receive
Electronic Engine Control AVM information through an ARINC 429 data bus.
The electronic engine control (EEC) receives an analog input DEUs

from these engine sensors:
The DEUs use digital input from the EEC to show these engine
- N1 speed sensor parameters on the common display system (CDS):
- N2 speed sensor
- EGT probes (T49.5). - N1
- N2
The EEC changes the analog signals to digital signals. The EEC - EGT.
sends the digital signals on an ARINC 429 data bus to the
display electronics units (DEU)s. The DEUs use their analog N1 and N2 signals as alternate
inputs when the EEC does not have electrical power. EGT shows
Airborne Vibration Monitoring Signal Conditioner only when the EEC has electrical power. See the ENGINE FUEL
AND CONTROL for more information about the EEC power
The airborne vibration monitoring (AVM) signal conditioner sources. (AMM PART I 73-21)
calculates and monitors vibration levels of each engine.
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ENGINE TACHOMETER SYSTEM – GENERAL DESCRIPTION
Purpose
The engine tachometer system supplies the engine low pressure

rotor (N1) and the engine high pressure rotor (N2) speed signals
to these components:
- Electronic engine control (EEC)

- Display electronics units (DEUs)
- Engine airborne vibration monitoring (AVM) signal
conditioner.
General Description
The EEC receives two analog signals from each speed sensor
and changes these analog signals to digital signals.
The EEC uses the two signals for channel A and channel B
operation. Each channel sends data to each DEU on an ARINC
429 data bus.
Usually, the DEUs use input from the EEC to show N1 and N2
on the common display system (CDS). The DEUs can also use
input directly from the speed sensors to show N1 and N2.
The AVM signal conditioner receives an analog input from the

speed sensors to help calculate vibration levels. See the AVM
system section for more information.(AMM PART I 77-31)
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ENGINE TACHOMETER SYSTEM – FUNCTIONAL DESCRIPTION
General - Box around N1 digital readout

- N1 pointer
The speed of the engine low pressure rotor shows in percent N1. - Shaded area.
The speed of the engine high pressure rotor shows in percent When N1 goes below redline, the indication goes back to normal
N2. color.
Usually, the display electronics units (DEUs) use inputs from the At engine shutdown, the box around the digital display changes
electronic engine control (EEC) to show N1 and N2. The DEUs to red if there was an N1 exceedance during engine operation.
use the signals directly from the speed sensors if the EEC does
not have electrical power. N1 Redline
N1 Digital Readout and Pointer The N1 redline shows the maximum certified engine low
pressure rotor speed for the CFM56-7 engine. The redline shows
The N1 digital readout shows the engine low pressure rotor in red. The EEC supplies the redline value.
speed. The DEUs use input from the EEC or the N1 speed
sensor to show this value. N1 command Sector
The digital readout and the box around the readout are white The command sector shows the momentary difference between
when N1 is below the N1 redline. N1 and the N1 command. The thrust lever position sets the N1
command.
A pointer on a round dial also shows N1 speed. A shaded area
follows this pointer. The pointer is usually white. The shaded The N1 command shows at the top edge or the lower edge of the
area is usually gray. command sector. The N1 command shows at the top edge of the
command sector if the engine speed must increase. It shows at
These indications change to red when N1 is above the N1 the lower edge of the command sector if the engine speed must
redline: decrease.
- N1 digital readout The command sector and N1 command are white.
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N1 Reference Bug - N2 digital readout

- Box around N2 digital readout
The N1 reference bug shows the N1 thrust target manually set - N2 pointer
by the pilot. The bug can be set by the flight management - Shaded area.
computer system (FMCS). The N1 reference bug is green.
When N2 goes below redline, the indication goes back to normal
The N1 reference digital display shows the manually set N1 color.
target. The display is white. This display does not show for an
FMCS set target. At engine shutdown, the box around the digital display changes
to red if there was an N2 exceedance during engine operation.
See the FMCS section for more information about the N1
target.(AMM PART I 34-61) N2 Redline
N2 Digital Readout and Pointer The N2 redline shows the maximum certified engine high
pressure rotor speed for the CFM56-7 engine. The EEC supplies
The N2 digital display shows the engine high pressure rotor this value. The redline shows in red.
speed. The DEUs use input from the EEC or the N2 speed
sensor to show this value. N1 and N2 Exceedances
The digital display and box are white with N2 below the N2 The display electronic units (DEUs) hold N1 and N2 exceedance
redline. information. You use the control display units (CDUs) to see this
information. See the engine indicating chapter for more
A pointer on a round dial also shows N2 speed. A shaded area information on engine exceedances.(AMM PART I 77)
follows this pointer. The pointer is usually white. The shaded
area is usually gray. Defective Speed Sensors
These indications change to red when N2 is above the N2 You can use the CDU to see speed sensor failures the EEC
redline: finds. See the engine indicating chapter for more information on
the EEC.(AMM PART I 77)
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Engine Failure Annunciation
The ENG FAIL message supplies an early warning of an engine

malfunction. The message shows on the EGT display if these
conditions occur in this order:
- Both engines speeds are at idle or above idle

- Both start levers are at the idle position, then
- The N2 speed decreases below idle.
The ENG FAIL message shows in amber.
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EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM – GENERAL DESCRIPTION
Purpose The DEUs are part of the CDS. The DEUs usually show EG on
the upper center display unit. EGT can also show on the lower
The exhaust gas temperature (EGT) indication system monitors center and inboard display units.
the exhaust gas temperature at the second stage low pressure
turbine nozzles.
General Description
The EGT system has eight thermocouples and four T49,5

thermocouple harness assemblies. Each wire harness assembly
has two thermocouples and supplies input to the electronic
engine control (EEC).
The EEC uses EGT signals for these functions:
- Show EGT on the common display system (CDS)

- Engine hot start and wet start (no ignition) logic
- Low pressure turbine (LPT) cooling logic.
See the engine starting section for more information about

engine hot and wet start logic. (AMM PART I 80-00)
See the air cooling section for more information about LPT
cooling logic. (AMM PART I 75-20)
The EEC sends the EGT data to the display electronics units
(DEUs) on an ARINC 429 bus.
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EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM – FUNCTIONAL DESCRIPTION
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General These indications change to red when the EGT is more than the
EGT redline:
The engine electronic control (EEC) supplies the EGT signals to
the DEUs to show on the common display system (CDS). The - EGT digital readout
temperature that shows is an average from the eight - Box around the digital readout
thermocouples on the engine. - Pointer
- Shaded area.
EGT Digital Readout and Pointer
When the exhaust gas temperature goes back to the normal
The EGT digital readout shows EGT in degrees Celsius. The range, the indication color goes to white.
digital readout and the box around are usually white.
When the EEC deenergizes after engine shutdown, the box
A pointer on a round dial also shows EGT. The dial does not around the digital readout changes to red if EGT was more than
have a scale. A shaded area follows the pointer. The pointer is redline during the engine operation.
usually white. The shaded area is usually gray.
The EEC deenergizes after an engine run, when N2 speed goes
These indications change to amber when the EGT is more than less than about 10 percent. When the EEC deenergizes, the
the EGT maximum continuous limit, but less than the EGT digital readout, pointer, and shaded area go blank.
redline:
See the engine tachometer system section for more information
- EGT digital readout the exceedance data display.(AMM PART I 77-11)
- Box around the digital readout
- Pointer The EGT digital readout and box flash during an engine ground
- Shaded area. start if the EEC sees a possible hot start. This function does not
work in flight. See the engine starting chapter for more
During take-off, the amber band color change is inhibited for five information. (AMM PART I 80)
minutes or until completion of take-off, whichever comes first.
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EGT Maximum Continuous Limit and Amber Band The EEC stops fuel flow and ignition if EGT is more than the start
redline during an engine start on the ground. See the engine
The EGT maximum continuous limit is the start of the EGT starting chapter for more information. (AMM PART I 80)
caution range. Continuous operation of an engine with EGT more
than this value could cause damage to the engine. The EEC
supplies the EGT maximum continuous limit value. The limit
shows in amber.
The amber band is the EGT caution range. Continuous operation

of an engine with EGT in this range could cause damage to the
engine. The amber range shows as an arc between the
maximum continuous limit and the EGT redline.
EGT Start Redline
The EGT start redline is the maximum limit for the EGT during an
engine start on the ground. The redline shows only during the
ground start. The EGT start redline goes away when the engine
goes to idle. This redline does not show in flight.
These indications change to red when the EGT is more than the
EGT start redline during a ground start:
- EGT digital display

- Box around the digital display
- Pointer
- Shaded area.
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ENGINE INDICATING – TRAINING INFORMATION POINTS – ENGINE EXCEEDANCES
General The engine indicating system shows engine 2 data the same as
engine 1.
The engine indicating system lets you see exceedance data for
these engine parameters: The engine indicating system starts a new leg for exceedances
when the airplane speed is more than 80 knots.
- N1
- N2 ENGINE/EXCEED BITE Page
- EGT RED LIMIT
- EGT HOT START. The ENGINE/EXCEED BITE page lets you pick engine BITE or
EXCEEDANCES.
The exceedance data is important for maintenance practices.
You find these actions in part II of the airplane maintenance EXCEEDANCE MENU
manual (AMM). You need this information for selection of the
correct maintenance action: The EXCEEDANCE MENU page lets you see exceedance data
for ENGINE 1 or ENGINE 2.
- Highest value (peak) of the parameter during the
exceedance Training Information Point
- Time above redline limit.
The DEUs keep exceedance data in non-volatile memory. These
If there is an exceedance stored in memory for the current flight circuit breakers must be closed when you get exceedance data
leg, the box around the digital readout shows red when these to make sure the data stored in each DEU is the same:
conditions occur:
- DISPLAY, DEU 1 HOLDUP (P6 panel)
- Both start levers in the CUTOFF position - DISPLAY, DEU 2 HOLDUP (P6 panel)
- Both engine start switches in the OFF position - DISPLAY, DEU 2 PRI (P6 Panel)
- EEC BITE not in use - DISPLAY, DEU 1 PRl (P18 panel).
- N2 for both engines less than 10%.
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AIRBORNE VIBRATION MONITORING (AVM) SYSTEM – GENERAL DESCRIPTION
Purpose
The signal conditioner has built-in test equipment (BITE) to help
The airborne vibration monitoring (AVM) system continuously you do these tasks:
supplies engine vibration levels to the CDS.
− Troubleshooting system faults
General Description − See and erase vibration data in AVM signal conditioner
non-volatile memory
The AVM system has these components: − Calculate a balance solution for engine vibration.
− AVM signal conditioner

− A vibration sensor (accelerometer) near the forward end
of the engine
− A vibration sensor (accelerometer) on the engine fan
frame.
The signal conditioner uses the signals from these sensors to

calculate the engine vibration levels:
− No. 1 bearing vibration sensor

− Fan frame compressor case vertical (FFCCV) vibration
sensor
− N1 speed sensor
− N2 speed sensor
The signal conditioner supplies the vibration data to the display

electronic units (DEUs) and the flight data acquisition unit
(FDAU). The engine vibration normally shows on the center
upper display unit (P2).
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AVM SYSTEM – COMPONENT LOCATION
General
The AVM system has two vibration sensors (accelerometers) on

the engine and one signal conditioner in the EE compartment.
Vibration Sensors
The number 1 bearing vibration sensor is inside the engine. You

cannot see this sensor with the engine on the airplane. You get
access to this sensor during engine overhaul. An electrical
connector attaches to this sensor wiring at the fan case. This
connection is aft of the engine oil tank, just above the engine
nameplate.
The fan frame compressor case vertical (FFCCV) vibration

sensor is on the rear fan frame at the 3:00 position. You open the
right fan cowl and the right thrust reverser cowl to get access to
this sensor.
AVM Signal Conditioner
The AVM signal conditioner is on the E3-2 shelf.
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AVM SYSTEM – AVM SIGNAL CONDITIONER BITE – SELF TEST – TRAINING INFORMATION POINT
General
To start the test, push the YES switch at the SELF TEST menu.
The first display during the test shows this information:
- AVM part number

- Hardware version
- Software version
- Engine type.
The Oss shows the software version. The HHh shows the
hardware version. The XXXXXXXX shows the engine type. It
shows as CFM56-7B. If the AVM detects an incompatible
airplane or engine type, a CONFIG FAULT message shows.
The next display shows a message that the test is in progress.

The test takes about 10 seconds.
The TEST OK message shows if the signal conditioner passes

the test. The FAULTS DISPLAY? message shows if the AVM
finds failures. The xx gives the number of faults found during the
test. To show the faults found, push the YES switch. Push the
NO switch to return to the next choice FAULT HISTORY.
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ENGINE CONTROLS – INTRODUCTION
Purpose
The engine control system supplies most of the signals to control

the engine thrust. It also supplies signals to other airplane
systems that use engine control status.
The engine control system has these components:
- Thrust lever assemblies

- Thrust lever resolvers
- Engine start levers and switches
- Thrust lever interlock solenoids.
AGB - accessory gearbox

AMM - aircraft maintenance manual
ASM - autothrottle servomotor
CDS/DEU - common display system/display electronics unit
EEC - electronic engine control
FDAU - flight data acquisition unit
IDG - integrated drive generator
HPSOV - high pressure shutoff valve
RLA - reverse thrust lever angle
TLA - thrust lever angle
TO/GA - takeoff/go-around
TRA - thrust lever resolver angle
T/R - thrust reverser
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ENGINE CONTROLS – GENERAL DESCRIPTION
The engine control system supplies manual control inputs to thrust lever positions to analog thrust lever resolver angle (TRA)
operate the engine. The control system has these components: signals. These signals go to the EEC. The EEC uses these
signals to control the engine.
- Thrust levers (forward and reverse)
- Thrust lever resolvers See the Engine Fuel and Control section for more information on
- Engine start levers and switches EEC engine control.(AMM PART I 73-21)
- Thrust lever interlock solenoids.
Start Levers
Thrust Levers
There are two start levers, one for each engine. You use the
You use the thrust levers to supply the manual inputs to the engine start lever during an engine start. You also use it to
engine control system. There are two thrust lever assemblies, shutdown the engine. The start levers operate switches which
one for each engine. For each engine, there is a forward thrust supply signals to different aircraft and engine systems and
lever and a reverser lever. The reverse thrust lever is on the components.
forward thrust lever. Reverse Thrust Interlock Solenoids
For each engine, the thrust levers supply a command signal to There are two reverse thrust interlock solenoids, one for each
the electronic engine control (EEC) through the thrust lever engine. Each reverse thrust interlock solenoid limits the range of
resolver. Each thrust lever assembly connects mechanically to motion of a reverse thrust lever. You can make the thrust
the resolver an adjustable rod. reverser deploy, but you can not increase the reverse thrust until
the thrust reverser sleeves are near the full deployed position.
An interlock latch prevents the operation of the forward thrust The EEC operates the solenoids. The thrust lever interlock
lever and the reverse thrust lever the same time. solenoids are in the autothrottle assembly.
Thrust Lever Resolver You must lower the autothrottle assembly to access the thrust
lever interlock solenoids.
There are two thrust lever resolver assemblies, one for each
engine. Each thrust lever resolver assembly has two resolvers, See the thrust reverser section for more information (AMM
one for EEC channel A and one for EEC channel B. The thrust PART I 78-31). See the autoflight chapter for more information
lever resolvers change the mechanical forward and reverse on the autothrottle system. (AMM PART I 22)
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ENGINE CONTROLS – START LEVER – FUNCTIONAL DESCRIPTION
Functional Description − Electrical power closes the high pressure shutoff valve
(HPSOV) in the hydromechanical unit (HMU)
Each engine start lever operates six switches. These switches − EEC channels A and B reset.
are in the engine start lever brake assembly. The switches send
signals to other systems. See the engine fuel and control, engine control section for more
information on the HPSOV.(AMM PART I 73-21)
These actions happen when you move the start lever to the IDLE
detent position, and the switches move to the idle position: See the engine ignition chapter for more information on the
ignition system.(AMM PART I 74)
− Fuel control panel receives an input of start lever position
for indication logic The EEC reset feature lets the EEC operate correctly after a
− Electrical power opens the engine fuel spar valve Ignition software error occurs in the EEC. See the engine fuel and control
power (115v ac) goes to the EEC chapter for more functional description information on the
− Two engine start lever relays move to the idle position EEC.(AMM PART I 73)
− Integrated drive generator (IDG) manual disconnect circuit
arms See the fuel chapter for more information on the fuel
− Flight data acquisition unit (FDAU) sees the start lever in system.(AMM PART I 28)
the idle (engine run) position
− Two CDS/DEUs see the start lever in the idle (engine run) See the common display system section for more information on
position. the CDS/DEU.(AMM PART I 31-62)
These actions happen when you move the start lever to the See the flight controls chapter for more information on the flight
cutoff position and the switches move to the cutoff position: data acquisition unit.(AMM PART I 27)
− Fuel control panel receives an input of start lever position

− Electrical power closes the engine fuel spar valve
− Ignition power is removed from the EEC
− Two engine start lever relays move to the cutoff position
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ENGINE CONTROLS – REVERSE THRUST INTERLOCK SOLENOIDS
General of each sleeve. When both sleeves are at more than 60% of
deploy, the EEC energizes the solenoid. The solenoid retracts
The reverse thrust interlock solenoids energize to permit further the interlock latch. The reverse thrust lever can now move past
movement of the reverse thrust levers during a T/R deploy the deploy position so reverse thrust can increase.
operation. If the reverse thrust interlock solenoid does not
energize, you can not move the reverse thrust lever and increase
reverse thrust. The solenoids energize when the T/R sleeves are
60% of travel to the full deploy position. Each EEC controls one
of the solenoids. See the thrust reverser control section for more
information. (AMM PART I 78-34)
Reverse Thrust Interlock Solenoids
There are two reverse thrust interlock solenoids, one for each
thrust lever assembly. They are a rotary solenoid type. Each
reverse thrust interlock solenoid uses a rod to operate a latch.
When you move a reverse thrust lever to the DEPLOY position, a
contour on the brake mechanism catches the latch. This stops
the rotation of the brake mechanism and limits the motion of the
reverse thrust lever and the reverse thrust lever moves enough
to operate switches to command the thrust reverser deployment.
When the EEC energizes the reverse thrust interlock solenoid,
the latch disengages. This permits the motion of the reverse
thrust lever towards the full reverse thrust position.
Functional Description
Each solenoid connects to both channels of the EEC. The EEC

receives the T/R translating sleeves position data from the LVDT
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ENGINE FUEL AND CONTROL – INTRODUCTION
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General FIM - fault isolation manual

FF - fuel flow
The engine fuel and control system calculates the quantity of fuel EEC - electronic engine control
necessary to make the commanded thrust. The engine fuel and EHSV - electro-hydraulic servo valve
control system then meters the fuel and injects it into the FWD - forward
combustor. The engine fuel and control system also sends the HPSOV - high pressure shutoff valve
necessary fuel to the engine air system so the engine operation HPT - high pressure turbine
is efficient and stable. See the engine air system chapter for HPTACC - high pressure turbine active clearance control
more information.(AMM PART I 75) HMU - hydro-mechanical unit
IDG - integrated drive generator
The engine fuel and control system has three subsystems: J - junction
LPT - low pressure turbine
− Fuel distribution LPTACC - low pressure turbine active clearance control
− Fuel control LRU - line replaceable unit
− Fuel indication. LVDT - linear variable differential transformer
N1 - low pressure compressor rotor speed
Abbreviations And Acronyms N2 - high pressure compressor rotor speed
P - pressure
ACS - air conditioning system PDL - portable data loader
ADIRU - air data inertial reference unit PT - total pressure
AGB - accessory gearbox RVDT - rotary variable differential transducer
ASM - autothrottle servo-motor SAC - single annular combustor
A/T - autothrottle
BITE - built-in test equipment
CDU - control display unit
CCDL - cross channel data link
DEU - display electronics unit
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T - temperature
TAT - total air temperature
TBV - transient bleed valve
TGB - transfer gearbox
T/L - thrust lever
TLA - thrust lever angle
TLR - thrust lever angle resolver
T/R - thrust reverser
TRA - thrust resolver angle
VBV - variable bleed valve
VSV - variable stator vane
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ENGINE FUEL AND CONTROL – GENERAL DESCRIPTION
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General the thrust levers are put against the forward stops. The rated
thrust is the maximum thrust the autothrottle will command. The
All engine fuel and control components are on the engine. The strut grounds also give the EEC the engine position.
airplane fuel system supplies fuel to he engine fuel and control
system. The airplane also gives and receives digital and analog Thrust Reverser System
control data to and from the engine fuel and control system. The
engine fuel and control system uses this data to control the The EEC gets thrust reverser translating sleeve position from a
engine and give engine status to other airplane systems. linear variable differential transformer (LVDT). The EEC uses this
data to limit engine thrust while the thrust reverser translating
Electronic Engine Control (EEC) sleeves move. The EEC also commands the engine to idle if it
senses a thrust reverser sleeve is deployed part way in flight.
The EEC controls the engine fuel and control system. Two The EEC sends thrust reverser position to the DEUs for thrust
channels in the EEC use input data to calculate the engine fuel reverser indication on the display units (DUs). See the thrust
and control outputs to operate the engine. reverser section for more information.(AMM PART 178-30)
Airplane Fuel System Aisle Control Stand
The airplane fuel system supplies pressurized fuel from the The EEC uses the thrust lever resolvers (TLRs) on the aisle
center or main tank. The fuel goes from the tank through a boost stand to get thrust resolver angle (TRA). The EEC uses this data
pump and a spar valve before the fuel goes to the engine. See to find the commanded engine thrust. The EEC also sends TRA
the fuel system chapter for more information on the airplane fuel to the autothrottle computer.
system.(AMM PART I 28)
The start levers and fire handle send signals directly to the
Engine Strut HPSOV in the HMU. This lets the flight crew shut down the
engine in normal or emergency situations. The EEC does not
The engine strut has grounds that supply e airplane model data close the HPSOV. See the engine controls chapter for more
to the EEC. The EEC uses this find the maximum certified thrust information on the engine controls in the aisle stand.(AMM PART
for the airplane. This is different from the rated thrust. The I 76)
maximum certified thrust is the thrust the engines will produce if
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In the IDLE position, the start levers send a start signal to the (DUs). These become engine data that shows on the primary
EEC through the DEUs. The start levers also send ignition power and secondary engine displays. See the engine indicating
to the EEC. The EEC operates the engine ignition system. See chapter for more information.(AMM PART I 77)
the ignition chapter for more information.(AMM PART I 74)
The ADIRU sends total and static air pressure and total air
ENG VALVE CLOSED Light temperature data to the EEC through the DEUs. The EEC uses
this data to control engine thrust.
The ENG VALVE CLOSED light shows the position of the
HPSOV. The ENG VALVE CLOSED light comes on bright when The FMC supplies a connection between the CDU and the
the HPSOV is in transit or is not in the commanded position. This DEUs. The FMC also supplies target thrust to the EEC. The CDU
light is on dim when the HPSOV is closed and is commanded shows EEC maintenance data, and sends commands to the EEC
closed. The ENG VALVE CLOSED light is off when the HPSOV to do system BITE tests.
is open and commanded open.
The FDAU collects engine parameter data. It sends this data to
Display Electronics Units (DEUs) the flight data recorder (FDR).
The EEC gets and receives data from these airplane systems Engine Control Light and EEC Switches
and components through the two DEUs:
The EEC sends a signal to the engine control light on the P5 aft
− Engine and fuel indication overhead panel through the DEUs for some faults detected by
− Start lever IDLE or CUTOFF command the EEC. If this light is on, the airplane cannot be dispatched.
− Air data inertial reference unit (ADIRU) 1 and 2 The EEC sends a signal to the EEC ALTN light on the P5 aft
− Flight management computer (FMC) and control display overhead panel if the EEC is in soft or hard alternate modes.
units (CDUs) When the EEC switch is in the off position, the EEC goes to the
− Flight data acquisition unit (FDAU). hard alternate mode. If the ENGINE CONTROL or ALTN light is
on, the MASTER CAUTION lights also come on.
The EEC sends input data from many of the engine sensors to
the DEUs. The DEUs sends some of this data to the display units
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ENGINE FUEL AND CONTROL – DISTRIBUTION – COMPONENT LOCATION
General See the engine oil chapter for more information about the main
oil/fuel heat exchanger. (AMM PART I 79-20)
These are the engine fuel distribution system components:
The BSV is in the core section of the engine. It is at the 6:00
− Fuel nozzle filter position on the high pressure compressor case.
− Fuel pump assembly
− Fuel filter The fuel manifold goes from the fuel nozzle filter, down the left
− IDG oil cooler side of the fan case to the fan support strut at the 6:00 position.
− Servo fuel heater The manifold then goes along the high pressure compressor
− Fuel manifolds case at the 6:00 position. The manifold attaches to the BSV. The
− Fuel nozzles. manifold that supplies the fuel nozzles around the combustion
chamber case, also attach to the BSV.
Component Locations
There are 20 fuel nozzles in the combustion case assembly.
The fuel nozzle filter is near the top of the engine fan case at the
10:00 position.
The fuel pump assembly attaches to the aft face of the accessory
gearbox (AGB) on the left side of the engine fan case.
The fuel filter is a part of the fuel pump assembly.
The IDG oil cooler attaches at the rear of the fan frame at the
7:00 position.
The servo fuel heater attaches to the main oil/fuel heat

exchanger, which attaches to the top of the fuel pump assembly.
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ENGINE FUEL AND CONTROL – DISTRIBUTION – FUNCTIONAL DESCRIPTION
General filter clogs. This filter does not clean fuel that goes to the
combustion chamber. The fuel that goes to the combustion
The fuel pump assembly receives fuel from the airplane fuel chamber goes into the HMU through a different port than the
system. The fuel pump assembly supplies fuel to the servo fuel.
hydromechanical unit (HMU). Fuel manifolds supply metered fuel
to the fuel nozzles. The servo fuel goes through the servo fuel heater. The servo fuel
heater uses engine oil to heat the servo fuel. Servo fuel is heated
Fuel System to make sure any water in the fuel will not freeze in the servo
system. The servo fuel then goes to the servo section of the
The fuel pump assembly has two pumps. There is a low pressure HMU.
pump (LP) that has a centrifugal impeller. There is a high
pressure pump (HP) that uses two constant displacement gears. With EEC control, the HMU supplies fuel to operate the servo
Fuel first goes to the LP pump. From the LP pump, fuel goes to systems, and supplies metered fuel to the manifolds. The high
the IDG oil cooler and then to the engine oil/fuel heat exchanger. pressure shutoff valve (HPSOV) stops the metered fuel flow
The fuel then goes to the fuel filter in the pump assembly. when it closes. The control signal to operate the HPSOV usually
comes from the start lever. The fire handle switch can override
The fuel filter cleans the fuel. A bypass valve opens if the start lever to close the HPSOV.
contamination clogs the fuel filter.
The metered fuel goes from the HMU through the fuel flow
After the fuel filter, fuel goes to the high pressure pump. The HP transmitter and fuel nozzle filter. The metered fuel then goes
pump increases fuel pressure for servo system operation and for through the fuel manifold to the fuel nozzles.
combustion.
From the high pressure pump, fuel goes through a servo wash
filter before it goes to the servo fuel heater. The servo wash filter The EEC uses the fuel flow transmitter signal for engine control
is in the pump assembly. The wash filter cleans fuel that goes to when the FMV position signal is not valid.
the HMU servo section. A bypass valve opens if the servo wash
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ENGINE FUEL AND CONTROL – ENGINE CONTROL – GENERAL DESCRIPTION
Electronic Engine Control
The electronic engine control (EEC) is the main component of

the engine fuel and control system.
Control Display System / Display Electronic Unit 1 or 2
The EEC receives data from many airplane systems through the
common display system display electronic units (DEUs). The
EEC sends engine system data to the airplane. All of this data
goes through DEU 1 or DEU 2.
Autothrottle Computer
The autothrottle computer receives thrust resolver angle (TRA)

and engine maximum thrust rating data from the EEC. The
autothrottle computer uses this data to calculate thrust lever
angles (TLA). The autothrottle computer can operate the thrust
levers. See the autothrottle section for more information on
autothrottle computer control of the thrust levers. (AMM PART I
22-31)
Flight Compartment
Some controls in the flight compartment supply control data

directly to some components on the engine.
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ENGINE FUEL AND CONTROL – ENGINE CONTROL – COMPONENT LOCATION – LEFT SIDE
Engine Left Side
These components of engine fuel and control system are on the

left side of the engine:
- T3 sensor
- PS3 pressure port
- EEC alternator
- PT25 sensor
- Hydromechanical unit (HMU).
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ENGINE FUEL AND CONTROL – ENGINE CONTROL – COMPONENT LOCATION – RIGHT SIDE
Engine Right Side
These components of the engine fuel and control system are on

the right side of the engine:
- EGT wiring harness

- TCC sensor
- Identification (ID) plug
- Engine electronic control (EEC)
- T12 sensor.
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ENGINE FUEL AND CONTROL – ENGINE CONTROL – ELECTRONIC ENGINE CONTROL
General The EEC gets P0 from the ADIRUs and from the P0 pressure
transducers in the EEC. Each EEC channel has a P0 transducer.
The electronic engine control (EEC) is the primary control for the The EEC senses P0 through an open port on the bottom of the
engine. The EEC uses digital and analog signals from the engine EEC. Because the P0 sense port for the EEC is inside the fan
and other airplane systems to control and monitor the engine. cowl, the EEC needs to correct P0 to get ambient pressure.
The EEC sends engine data to other airplane systems.
When the EEC is in normal mode, P0 is used to calculate
EEC Electrical Connections airplane speed for engine thrust management. When the EEC is
in an alternate mode, the EEC uses P0 to estimate PT or to find
There are electrical connectors on the EEC. The EEC uses these an assumed PT.
connectors to receive and send data to the airplane, and engine.
The connectors are J1 to J10. Each EEC channel has a PS3 transducer. The EEC uses PS3 to
prevent high pressure compressor stall or surge and to make
The engine identification plug connects to P11. The identification sure the bleed pressure is above the minimum allowed value. If
plug supplies the EEC with engine configuration data. bleed pressure is below the minimum, the EEC increases the
minimum idle speed. If the compressor is close to stall or surge,
EEC Air Connections the EEC controls the VSV, VBV, and TBV to protect the
compressor. Hard tubes and flexible hoses get PS3 air pressure
The EEC also has air connections. These air connections get air to the PS3 air connection on the bottom of the EEC.
pressures from different places on the engine. The sensors that
change air pressure to a digital signal are part of the EEC. These EEC Cooling
are the air pressure signals:
A ram air inlet supplies air to keep the EEC cool. The ram air
− P0 (outside air static pressure) inlet is on the outside of the inlet cowl, at the 1:00 position.
− PS13 (fan exit static pressure)
− P25 (high pressure compressor inlet pressure)
− PS3 (HPC discharge).
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EEC Installation stays in the dual channel mode. Dual channel mode lets the
active channel use the sense circuits from both channels for
The EEC attaches to the engine fan case at the 2:00 position. engine control. If one channel is not valid, a fault is stored in the
The EEC attaches to the fan case with four shock mounts. The BITE memory. Many of these EEC faults cause the ENGINE
EEC is grounded to the engine with metallic straps CONTROL and MASTER CAUTION lights in the flight deck to
come on. If the ENGINE CONTROL light comes on, you can not
Functional Description dispatch the airplane until you correct the condition that caused
the light. You can see the BITE information on the control display
Each EEC has two computers. Each computer can control the unit (CDU) in the flight deck.
engine. One computer is in active control while the other
computer is in standby. The computers are called channels. One The EEC is usually in the dual channel mode. The EEC goes to
computer is called channel A and the other computer is called single channel mode when the EEC alternator supplies power to
channel B. The two channels communicate through a cross only one channel. The EEC channel with EEC alternator power
channel data link (CCDL). becomes the active channel and the other channel goes to
standby. The standby channel gets power from the airplane
Each EEC channel has driver circuits. A driver circuit changes transfer bus. The EEC also goes to single channel operation
digital command signals to analog signals that go to the engine when the EEC channels can not communicate with each other.
and airplane actuators and solenoids. One EEC channel cannot When the EEC is in single channel operation, the active channel
control the other channels drivers. of the EEC uses only its own sense circuits to control the engine.
Each EEC has sense circuits. A sense circuit reads signals from When both channels operate normally, channels A and B
various sensors on the engine and airplane. The active channel alternate between active channel and standby channel each time
can read input data from either channel A or channel B with the the engine is started. This change of control occurs if N1 was
cross channel data link. The active channel chooses the best more than 76 percent during the previous engine run and the
signal or averages the signals to calculate the value it uses to new active channel has no faults or fewer faults than the new
control the engine. standby channel.
If the active channel is not valid, the standby channel becomes

the active channel. If one EEC channel is not valid, the EEC
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These are the major functions of the EEC: If all sources of a given parameter are not valid, the EEC will use
a default value to operate the engine safely.
− Input signal validation and processing
− Starting, shutdown, and ignition control If the EEC finds that one signal is not valid, it will store a
− Engine power management message in BITE memory.
− Reverse thrust control
− Engine core control Starting, Shutdown, and Ignition Control
− High pressure turbine active clearance control (HPTACC)
and low pressure turbine active clearance control The EEC does enhanced manual starts. An enhanced manual
(LPTACC) start uses the same basic start procedures as for other 737
− BITE models but adds wet start and hot start protection. See the
engine starting section for more information. (AMM PART I 80)
− Flight compartment indication.
The EEC controls the normal engine shutdown when the pilot
Input Signal Validation and Processing
puts the start lever in the cutoff position.
The EEC gets digital and analog signals from the engine and
The EEC controls which ignition system is energized during the
other airplane systems. Some of these signals have more than
start and deenergizes the ignition system for a hot start and wet
one source for the same data. This improves engine reliability
starts. The EEC can also energize the ignition system
because if one data source is inoperative the EEC can use the
automatically if the engine slows incorrectly. See the ignition
other data sources. If the EEC finds that all data sources are
section for more information.(AMM PART I 74)
valid, it uses the best data to control the engine. An example of
this is T495 (low pressure turbine nozzle temperature). This
signal is also called exhaust gas temperature (EGT). Each EEC
channel gets two EGT signals. If all four signals are valid, the
EEC uses the average temperature as the selected EGT. If one
of the signals is out of range, the average of the other three
EGTs is used to control the engine.
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Engine Power Management − N2 speed

− PS3 (HPC static pressure)
The EEC calculates the engine thrust with N1 speed and − Fuel flow.
ambient pressure and temperature conditions. The EEC uses N1
speed to control engine thrust. The flight crew moves the thrust The EECs control these engine systems and components to
levers to command more or less engine thrust. The EEC gets keep engine parameters in limits:
thrust lever angle (TLA) from the thrust lever resolvers. The
resolvers send thrust lever resolver angle (TRA) to the EEC. See − Engine fuel flow
the engine controls section for more information.(AMM PART I − BSV
76) − Variable stator vanes (VSV)
− Variable bleed valve (VBV)
You can see TRA angles in engine BITE input monitoring pages
− Transient bleed valve (TBV).
on the flight deck CDU.
See the engine air system section for more information on VSV,
Reverser Thrust Control
VBV and TBV.(AMM PART I 75)
The EEC uses thrust reverser translating sleeve position to limit
HPTACC and LPTACC Control
reverse thrust until the thrust reversers are deployed. The EEC
energizes the reverse thrust interlock solenoid to keep the
The EEC heats or cools the turbine case to control the high
reverse thrust levers in the deploy position until the thrust
pressure and low pressure turbine tip clearances. See the engine
reversers are deployed. This gives the flight crew an indication of
air system section for more information on VSV, VBV and
when thrust reversers are deployed. See the engine controls
TBV.(AMM PART I 75)
section for more information. (AMM PART I 76)
Engine Core Control
The EEC has hardware and software limits to keep engine

operation safe and satisfactory. The EEC keeps these engine
parameters in limits:
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BITE
The EEC supplies fault data for engine troubleshooting and

maintenance support. You use the control display unit (CDU) in
the flight compartment to do troubleshooting and to do ground
tests on engine systems. You can also use the CDU to monitor
EEC inputs and outputs. BITE data is available through the CDU
on the ground only.
Engine Indication
The EEC supplies data to display electronic units (DEU) 1 and 2

of the common display system (CDS). The CDS display units
(DU) show engine primary and secondary indications.
See the engine indicating chapter for more information on engine

indications.(AMM PART I 77)
An operator can update the EEC software program with the use
of a portable data loader (PDL). Refer to the engine
manufacturer manuals for more information on the use of the
PDL.
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ENGINE FUEL AND CONTROL – ENGINE CONTROL – EEC ELECTRICAL POWER SUPPLY – FUNCTIONAL DESCRIPTION
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Purpose Operation
The EEC alternators are the primary ac power supply for EEC At engine start, the EEC receives transfer bus power. The EEC
operation. The airplane ac transfer buses can also supply power alternator speed logic sensor monitors the speed of the EEC
to the EEC. alternator. When the N2 speed is more than 15 percent and
alternator power quality is in limits, the EEC energizes the
Functional Description transfer relays. The transfer relays disconnect the transfer bus
power supply. The EEC now gets power from the EEC alternator.
The two transfer relays in the EEC let the transfer bus supply ac
power to the EEC. One relay supplies power to channel A, the If one set of alternator windings fail, the transfer relay closes for
other relay supplies power to channel B. that channel. This provides alternate power from the airplane
transfer bus. The other EEC channel continues to receive power
The engine 1 alternate power relay is in junction box J22. This from the alternator if the alternator power is in limits.
relay is controlled by the DEUs. There are two contacts on this
relay, one for channel A, the other for channel B. When If both sets of alternator windings fail, both EEC channels receive
energized, the alternate power relay supplies airplane transfer power from the airplane transfer bus through both EEC transfer
bus power to the EEC through the internal EEC transfer relays. relays.
Any of these conditions cause the DEUs to energize the
alternate power relay: Training Information Point
− Engine start lever set to idle If both EEC channels are normal and power from one EEC
− Engine start switch set to ground (GRD) alternator channel stops, engine control changes to the channel
− Engine start switch set to continuous (CONT) with EEC alternator power and a short term dispatch fault is
− Control display unit (CDU) set to engine) maintenance stored in EEC memory. This fault shows on the CDU engine
pages. maintenance pages. The EEC channel without EEC alternator
power gets power from the airplane transfer bus.
NOTE: The engine 2 alternate power relay is in junction box J24. The
engine 2 alternate power relay operates almost the same as the
engine 1 alternate power relay.
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If the EEC is in single channel operation (the other channel is

inoperative) and EEC alternator power stops for the active
channel, the active channel gets power from the transfer bus and
a no dispatch fault is stored in EEC memory. This fault shows on
the CDU engine maintenance pages. This also causes the
ENGINE CONTROL light on the P5 overhead panel and the
MASTER CAUTION light to come on when the airplane is on the
ground. You must correct this fault before airplane dispatch is
permitted.
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ENGINE FUEL AND CONTROL – ENGINE CONTROL – HMU – FUNCTIONAL DESCRIPTION
General The EEC can fully close the FMV on the ground during engine
start for these conditions:
The electronic engine control (EEC) sends control signals to
servo system in the hydromechanical unit (HMU). The electro- − Exhaust gas temperature is more than the limits for
hydraulic servo valves (EHSVs) in the HMU change these engine start
signals to hydraulic fuel pressure for these components: − Engine goes to idle speed during start, but speed then
decreases below 50% N2 speed and EGT goes above the
− Fuel metering valve (FMV) start limit
− Transient bleed valve (TBV) − EEC senses fuel flow but no EGT for 15 seconds after the
− High pressure turbine active clearance control (HPTACC) start lever is put to idle with TAT more than 2C or 20
valve seconds after the start lever is put to idle if TAT is less
− Low pressure turbine active clearance control (LPTACC) than 2C, (wet start or hung start).
valve
− Variable bleed valves (VBV) The EEC sends a no dispatch signal to the DEUs for these FMV
− Variable stator vanes (VSV). failures:
The high pressure shutoff valve (HPSOV) and mechanical − FMV is not in the correct position
overspeed governor are also in the HMU. The start lever and the
− FMV position signal is out of range on both EEC channels
fire handle control the HPSOV independent of the EEC. When
− FMV position signal is out of range and EEC in single
closed this valve stops fuel flow to the combustor. The
channel operation
mechanical overspeed governor makes sure the N2 rotor does
− Control current to the FMV EHSV is out of range and EEC
not turn too fast.
in single channel operation.
Fuel Metering Valve (FMV)
The EEC controls the FMV with servo fuel pressure from the
FMV EHSV. The FMV resolver sends the position of the FMV
back to the EEC. Fuel flow through the open FMV causes the
high pressure shutoff valve (HPSOV) to open.
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The DEUs energize the ENGINE CONTROL light on the P5 aft HPTACC and LPTACC
overhead panel and the MASTER CAUTION lights when these
conditions occur: The HPTACC and LPTACC EHSVs control the servo fuel
pressure for the HPTACC and LPTACC valve operation. LVDTs
− Airplane is on the ground more than 30 seconds after on these valves send valve position to the EEC.
landing or increasing ground speed is less than 80 knots
− EEC is energized (engine starting, running, or EEC The EEC sends a no dispatch signal to the DEUs for these
energized for maintenance) failures:
− A no dispatch engine fault occurs.
− HPTACC is not in the correct position
Transient Bleed Valve (TBV) − HPTACC position signal is out of range on both EEC
channels
The TBV EHSV controls the flow of servo fuel pressure to the − HPTACC position signal is out of range and EEC in single
TBV. A switch supplies TBV position feedback to the EEC. channel operation
− Control current to the HPTACC EHSV is out of range and
The EEC sends a no dispatch signal to the DEUs for these EEC in single channel operation.
failures:
NOTE: LPTACC failures do not cause the ENGINE CONTROL and
− TBV is not in the correct position MASTER CAUTION lights to come on.
− TBV position signal is out of range on both EEC channels
See the HPTACC section for more information.(AMM PART I 75-
− TBV position signal is out of range and EEC in single
21)
channel operation
− Control current to the TBV EHSV is out of range and EEC
in single channel operation.
See the transient bleed section for more information.(AMM PART

I 75-23)
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VBV and VSV Actuators The EEC causes the FMV to open. Fuel pressure from the open
FMV causes the HPSOV to open.
The VBV and VSV EHSVs control the servo fuel pressure for the
VBV and VSV actuator operation. LVDTs on these actuators The start lever in the CUTOFF position energizes the HPSOV
send valve position to the EEC. solenoid. When HPSOV solenoid is energized, servo fuel closes
the HPSOV. Fuel pressure from the FMV can not open the
The EEC sends a no dispatch signal to the DEUs for these HPSOV when the HPSOV solenoid is energized. The fire handle
failures: switch can also energize the HPSOV solenoid.
− VBV or VSV is not in the correct position When the HPSOV closes, fuel flow to the fuel nozzles stop.
− VBV or VSV position signal is out of range on both EEC
channels The blue ENGINE VALVE CLOSED light, on the fuel control
− VBV or VSV position signal is out of range and EEC in panel, comes on dim when the HPSOV is closed. The light is off
single channel operation when the valve is open. The light is on bright during valve
− Control current to the VBV or VSV EHSV is out of range transition.
and EEC in single channel operation.
Mechanical Overspeed Governor
See the variable stator vane actuation system section for more
A mechanical overspeed governor can prevent an N2 overspeed
information.(AMM PART 175-31)
condition.
See the variable bleed valve doors section for more
When the overspeed governor senses an N2 overspeed
information.(AMM PART I 75-32)
condition, it causes the bypass valve to open more. When the
High Pressure Fuel Shutoff Valve (HPSOV) bypass valve opens more, less fuel goes to the FMV and the fuel
nozzles. This causes the N2 speed to decrease.
The high pressure shutoff valve (HPSOV) lets fuel flow from the
FMV to the fuel nozzles. This is an alternate N2 overspeed protection from the EEC. The
EEC monitors the operation of the overspeed governor during
The start lever sends an open signal to the DEUs when it is in each engine start.
the idle position. The DEU sends the open signal to the EEC.
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ENGINE FUEL AND CONTROL – ENGINE CONTROL – ENGINE CONTROL LIGHT AND EEC SWITCHES
Purpose mode is selected. The white ON in the EEC switch shows when
the switch is not selected.
These engine indications on the engine panel show this engine
control status: The amber ENGINE CONTROL light shows when the EEC
detects an engine failure that does not allow airplane dispatch.
− EEC switch position indication The EEC sends a signal to the DEUs to energize the ENGINE
− EEC switch ALTN light CONTROL light. The ENGINE CONTROL light does not come
− ENGINE CONTROL light. on in flight. The ENGINE CONTROL light comes on when all of
these conditions occur:
The white ON switch position indicator and amber ALTN light are
in the EEC switches. These indications show if the EEC is in the − Airplane is on the ground and the ground speed is less
normal mode or an alternate mode. When the EEC is in an than 30 knots for more than 30 seconds or increasing
alternate mode, it sends a signal to the ALTN light and the light ground speed is less than 80 knots
comes on. − N2 speed is more than 50 percent
− A no dispatch engine fault occurs.
There are two alternate modes, the soft alternate and hard
alternate modes. These modes are also called soft and hard NOTE: The airplane cannot dispatch with this light on.
reversionary modes.
The soft or hard alternate modes are used when the EEC does
not receive valid total air pressure data from both air data inertial When the ENGINE CONTROL light comes on, use the CDU,
reference units (ADIRUs) or the flight crew selects the EEC fault isolation manual (FIM) and the airplane maintenance
switch to the OFF position. See the POWER MANAGEMENT manual (AMM) to find and correct the cause. See the TRAINING
page in this section for information on EEC alternate modes. INFORMATION POINT PAGES of this section for more
information on CDU BITE operation.
The ground or flight crew can put the EEC in the hard alternate
mode by selection of the EEC switch for that engine. The white
ON does not show in the EEC switch when the hard alternate
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ENGINE FUEL AND CONTROL - ENGINE CONTROL - TRAINING INFORMATION POINT - EEC BITE - INDICATIONS
Fault Information channel. The EEC also changes to single channel operation if
the EEC channels can not communicate with each other.
When EEC BITE finds faults, they are stored in BITE memory.
The faults have these 5 dispatch levels: ENGINE CONTROL Light Faults
− ENGINE CONTROL LIGHT ENGINE CONTROL LIGHT faults occur when the EEC finds a
− ALTERNATE MODE LIGHT fault that is a no dispatch condition. When one of these faults
− SHORT TIME occur and the airplane is on the ground, the DEU energizes the
− LONG TIME ENGINE CONTROL light on the engine panel and the MASTER
− ECONOMIC. CAUTION lights. The DEU energizes the ENGINE CONTROL
light when all of these conditions occur:
The EEC stores faults in memory by dispatch level. The EEC
stores up to 10 of each dispatch level for 10 flight legs. The faults − Airplane is on the ground and the ground speed is less
are erased when they are 11 flight legs old. If there are 10 faults than 30 knots for more than 30 seconds or the ground
stored in one dispatch level and a new fault in that dispatch level speed is increasing and is less than 80 knots
occurs, the EEC erases the oldest fault and records the new − N2 speed is more than 50 percent
fault. − EEC BITE found a no dispatch fault.
Faults that occur on the ground are stored in flight leg 0. When Because the EEC is a dual channel engine control, there are five
the airplane takes off, the faults from the last ground run go into groups of ENGINE CONTROL light faults. These are the
flight leg 1. ENGINE CONTROL light fault groups:
Dual/Single Channel Operation − Faults that cause an ENGINE CONTROL light if they
occur in either channel A or channel B
The EEC operates in either dual channel mode or single channel − Faults that cause an ENGINE CONTROL light only if a
mode. During normal conditions, the EEC operates in dual fault from this group occurs in both channels or if one fault
channel mode. If the EEC alternator can not give power to one occurs in the active channel while the EEC is in single
EEC channel, the EEC changes to single channel operation. The channel operation
channel that receives power from the EEC alternator is the active
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There are 11 possible ALTN light faults. See the Minimum

− Faults that cause an ENGINE CONTROL light only if the Equipment List for requirements to dispatch with the ALTN light
same fault occurs on both channels or if one of the faults on.
occur while the EEC is in single channel operation
− EGT indication faults that cause an ENGINE CONTROL SHORT TIME Faults
light if more than two EGT faults occur in both channels or
if one of the faults occur while the EEC is in single SHORT TIME faults occur when the EEC finds a fault condition
channel operation (there are four EGT signals) that you must correct in a short time. A SHORT TIME fault can
− While in single channel operation both thrust reverser half be deferred for 150 flight hours from the time the EEC BITE was
position signals are out of range. last monitored. For example, if you monitor the FMC CDU for
engine faults every 70 hours, and find a new SHORT TIME fault,
The EEC finds a no dispatch fault when the engine control you may defer the new fault for 80 hours. Or, if you monitor the
system is in the applicable condition and an ENGINE CONTROL FMC CDU every 150 flight hours and find a SHORT TIME fault,
fault for that condition occurs. For example, if one EGT signal you must correct the fault before the airplane can fly. These
fault for channel A occurs while the engine is in dual channel faults do not cause an indication in the flight compartment.
operation, the EEC does not find a no dispatch fault and the fault
is stored as a LONG TIME fault. However, if one EGT signal fault There are three groups of these faults. These are the SHORT
occurs on channel A and the EEC is in single channel operation TIME fault groups:
with channel A active, the EEC finds a no dispatch fault.
− Faults that are SHORT TIME faults if any fault from this
Alternate (ALTN) Light Faults group occurs in one channel while in dual channel
operation or if one fault occurs in the standby channel
Alternate (ALTN) faults occur and the ALTN light and MASTER
while in single channel operation
CAUTION lights come on when one of these conditions occur:
− Thrust reverser position signals out of range for a left and
− EEC is in soft alternate mode for 15 seconds a right thrust reverser while in dual channel operation or
− EEC in hard alternate mode both thrust reverser signals out of range on the standby
− EEC switch on the P5-68 panel is put to OFF (this puts channel while in single channel operation
the EEC to hard alternate mode).
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− Faults that are SHORT TIME faults if any fault from this Training Information Point
group occurs while in dual channel operation or single
channel operation. You use the fault isolation manual (FIM) to interpret engine faults
that show on the CDU.
LONG TIME Faults
You can defer a LONG TIME fault for approximately 500 flight
hours from the time the EEC BITE was last monitored. These
faults do not cause an indication in the flight compartment.
For example, the remaining flight hours (T) = 500 flight hours -
S/2, where S/2 is one half the scheduled maintenance interval
your airline uses to check the EEC BITE.
If your airline looks for EEC faults every 70 flight hours, S/2 = 35.
If you airline looks for EEC faults every 150 flight hours, S/2 =
75.
ECONOMIC Faults
ECONOMIC faults occur when the EEC finds a fault condition

that does not have a set deferral time but should be corrected at
operator convenience. These faults detect conditions that may
make the engine operation less efficient. These faults do not
cause an indication in the flight compartment.
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ENGINE FUEL AND CONTROL – ENGINE CONTROL – TRAINING INFORMATION POINT – EEC BITE – MAIN MENU
General MAIN MENU
The EEC BITE shows on the control display unit (CDU). These are the 5 EEC BITE functions you can do from the MAIN
MENU page:
To see the EEC BITE data or do engine ground tests, select
ENGINES on the MAINT BITE INDEX page. - RECENT FAULTS
- FAULT HISTORY
ENGINE/EXCEED BITE INDEX Paae - IDENT/CONFIG
- GROUND TESTS
The ENGINE/EXCEED BITE INDEX page lets you select the - INPUT MONITORING.
ENGINE 1 or 2, or EXCEEDANCES.
You can use the above EEC functions when the airplane is on
If you want to do engine BITE for engine 1, select ENGINE 1. If the ground. You cannot do EEC BITE in flight. To use the
channel A can not get data from channel B and channel B can GROUND TEST function, N2 must be less than 5 percent and
not get data from channel A, the CDU uses channel B only to do the start lever must be in the CUTOFF position. To use the
EEC BITE. To do engine BITE for engine 1 with EEC channel A, RECENT FAULTS or FAULT HISTORY functions, N2 must be
select ENGINE 1 CH A ONLY. less than 5 percent.
You do engine 2 BITE the same as engine 1.
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ENGINE FUEL AND CONTROL – FUEL INDICATING – GENERAL DESCRIPTION
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Purpose switch is usually in the center or RATE position. A spring sets the
switch back to RATE from the other two positions. These are the
The fuel indicating system supplies data for these indications: three positions of the fuel flow indication control switch:
- Fuel flow rate - RESET
- Fuel used - RATE
- High pressure shutoff valve (HPSOV) position - USED.
- Fuel filter bypass.
The RATE position is the usual switch position and shows the
Fuel Indicating System Comoonents fuel flow indication.
These are some of the fuel indicating system components: The USED position changes from the usual fuel flow indication to
the quantity of fuel used since the counter was set to zero. The
- Fuel flow transmitter fuel used only shows on the digital display. The analog indication
- Fuel flow indication control switch does not show in used. The used indication goes back to the
- Fuel filter differential switch digital and analog rate indication 10 seconds after the indication
- High pressure shutoff valve (HPSOV). control switch goes back to RATE.
The fuel flow transmitter supplies fuel flow data through the EEC The RESET position sets the fuel used display digital counter to
to the DEUs. The EECs calculate the fuel flow rate and the DEUs zero.
calculate fuel used. The fuel flow data shows on the engine
display. The engine display usually shows on the upper center NOTE: The counter also sets to zero when you remove electrical power
display unit (DU). from, then again connect power to the DEUs.
The fuel flow indication control switch is on the engine display The EEC monitors a fuel filter differential pressure switch on the
control panel in the flight compartment. This switch controls the engine. The switch measures the difference between the filter
operation of the fuel flow rate and fuel used indications in the inlet pressure and outlet pressure. If the pressure difference
engine display on the display unit. The engine display control becomes too large, a bypass signal goes through the EEC to the
panel is on the P2-2 center main panel. The fuel flow indication CDS/DEUs.
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The DEUs cause the amber FILTER BYPASS light to come on.
The blue ENGINE VALVE CLOSED light shows the position of

the HPSOV. With the valve closed, the light is on dim. With the
valve open, the light is off. The light is on bright when the actual
and commanded positions of the valve do not agree.
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ENGINE AIR – INTRODUCTION
Purpose EGT - exhaust gas temperature

MU - hydromechanical unit
The engine air system has these control functions: HPC - high pressure compressor
HPT - high pressure turbine
- Turbine clearance HPTACC - high pressure turbine active clearance control
- Compressor airflow. LPC - low pressure compressor
LPT - low pressure turbine
Turbine Clearance Control LPTACC - low pressure turbine active clearance control
LVDT - linear variable differential transformer
The engine air system adjusts the clearances between the high PO - aircraft static air pressure
pressure turbine (HPT) blades and shroud and the low pressure PT - aircraft total air pressure
turbine (LPT) blades and shroud. Usually, the engine air system RVDT - rotary variable differential transformer
decreases the clearance between the rotors and the turbine TAT - aircraft total air temperature
case. This helps the engine use less fuel. The engine air system TBV - transient bleed valve
also increases the clearance between the high pressure turbine TRA - thrust lever resolver angle
blades and shroud during some power conditions. This makes T3 - compressor discharge air temperature
sure the HPT blades tips do not rub against the case. T25 - HPC inlet air temperature
VBV - variable bleed valve
Compressor Airflow Control VSV - variable stator vanes
TCC - turbine case support temperature
The engine air system adjusts the low pressure compressor
(LPC) and the high pressure compressor (HPC) air flows for all
power conditions. These adjustments prevent an engine stall.
ADIRU - air data inertial reference unit

DEU - display electronic unit
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ENGINE AIR – GENERAL DESCRIPTION
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General - Low pressure turbine active clearance control (LPTACC)

- Transient bleed valve (TBV).
The electronic engine control (EEC) receives airplane system
data from the display electronic units (DEUs). The EEC uses this The HPTACC system sends HPC 4th-stage and 9th-stage air to
data to control the engine air system. The EEC changes the the high pressure turbine (HPT) shroud support. The air flows
bleed airflows to change the turbine blade tips clearances. The through an HPTACC valve.
EEC also controls compressor airflows to prevent stall. The EEC
operates the air valves and the actuators through the The LPTACC system sends fan discharge air to the low pressure
hydromechanical unit (HMU). HMU servo fuel pressure moves turbine (LPT) case. The air flows through the LPTACC valve.
the valves and the actuators.
The TBV sends HPC 9th stage air to the low pressure turbine
The engine air system has these subsystems: stage 1 nozzles for these two conditions:
- Turbine clearance control - Engine start

- Compressor airflow control. - Engine acceleration.
See the engine and fuel control chapter for more information on The TBV prevents HPC stall during start and acceleration.
the EEC.(AMM PART I 73)
Turbine Clearance Control
The engine air system controls turbine tip clearance when it

controls the amount of cooling air that goes onto the turbine
case. Turbine blade tip clearances decrease when the turbine
case is cooled.
These are the turbine clearance control sub-systems:
- High pressure turbine active clearance control (HPTACC)
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Compressor Airflow Control
These are the compressor airflow control subsystems:
- Variable stator vanes (VSVs)

- Variable bleed valve (VBV).
The VSV system controls the high pressure compressor (HPC)

airflow. The VSV system makes sure the correct quantity of air
flows through to the HPC which prevents HPC stall. The VSV
system controls the HPC inlet guide vanes and the variable
stator vanes of the HPC. The first three stages of the HPC have
variable stator vanes.
The VBV system controls the low pressure compressor (LPC)

discharge airflow. There are 12 variable bleed valves that let
some LPC discharge air bypass the engine and mix with the fan
discharge air. This airflow prevents LPC stall during fast
deceleration. The VBVs also keep water out of the HPC and
prevent foreign object damage (FOD) during low speed operation
and during reverse thrust operation.
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ENGINE AIR – FUNCTIONAL DESCRIPTION
High Pressure Turbine Active Clearance Control (HPTACC) The EEC calculates the commanded VSV position as a function
of the engine and airplane data. The airplane data usually comes
The EEC calculates commanded high pressure turbine clearance from the ADIRUs through the DEUs. The EEC controls the two
as a function of engine and P0 (altitude) data. P0 is the ambient VSV actuators to modulate the amount of air that goes through
pressure. P0 data usually comes from the ADIRUs through the the HPC. The EEC sends a command signal to the HMU. The
display electronic units (DEUs). The HPTACC valve controls the HMU sends servo fuel pressure to move the two actuators. The
amount of HPC 9th stage and 4th stage air that goes to the HPT actuators mechanically connect with the stator vanes. Two
shroud support. The EEC sends a command signal to the HMU. LVDTs send the position data of the actuators to the EEC for
The HMU sends servo fuel pressure to move the actuator in the closed-loop control.
HPTACC valve. Two linear variable differential transducers
(LVDTs) send the actuator position data to the EEC for closed- Variable Bleed Valve (VBV)
loop control.
The EEC calculates the commanded VBV position as a function
See the engine fuel and control section for more information on of engine speed and airplane data. The airplane data usually
how the EEC gets P0 pressure. (AMM PART I 73-21) comes from the ADIRUs through the DEUs. The VBVs control
the amount of LPC discharge air that goes into the fan discharge
Low Pressure Turbine Active Clearance Control (LPTACC) airflow. The EEC sends a command signal to the HMU. The
The EEC calculates the commanded low pressure turbine blade HMU sends servo fuel pressure to move the two actuators. The
tip clearance as a function of engine and airplane data. The actuators mechanically connect with the bleed valves. Two
airplane data usually comes from the ADIRUs through the DEUs. LVDTs send the position of the actuators to the EEC for closed-
The LPTACC valve controls the amount of fan discharge air that loop control.
goes to the LPT case. The EEC sends a command signal to the Transient Bleed Valve (TBV)
HMU. The HMU sends servo fuel pressure to move the actuator
in the LPTACC valve. Two rotary variable differential transducers The EEC calculates the commanded TBV position as a function
(RVDTs) send the valve position data to the EEC for closed-loop of N2 and if the engine is in start or acceleration. The TBV
control. discharges HPC 9th stage air to the LPT stage 1 nozzles. The
EEC sends a command signal to the HMU. The HMU sends
Variable Stator Vanes (VSVs) servo fuel pressure to move the actuator. Two LVDTs send the
valve position data to the EEC for closed-loop control.
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ENGINE AIR – HPTACC – COMPONENT LOCATION
Component Location
The HPTACC system components are on the right side of the

engine HPT case. These are the HPTACC system components:
- HPTACC valve (3:00 position)

- 9th stage bleed air duct (2:00 position)
- HPTACC manifold.
The HPTACC manifold starts aft of the HPTACC valve, and goes
around the HPT case. The HPTACC manifold connects to the
HPT shroud support through ports at the 6:00 position and the
12:00 position.
You open the right fan cowl and thrust reverser to get access to
the HPTACC system components.
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ENGINE AIR – LPTACC – COMPONENT LOCATION
Component Location
These components of the LPTACC system are on the right side

of the engine high pressure compressor (HPC) case:
- LPTACC valve (4:00 position)

- LPTACC air duct (4:00 position).
Air enters the LPTACC intake port in the fan duct. The intake
port is at the 4:00 position on the inner wall of the fan duct aft of
the fan. The LPTACC valve connects to the intake port. The
LPTACC valve connects to the intake port. The LPTACC air duct
connects the LPTACC valve to the LPTACC manifolds. /the
LPTACC manifolds surround the low pressure turbine (LPT)
case.
You open the right fan cowl and thrust reverser to get access to
the LPTACC system components.
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ENGINE AIR – VSV – COMPONENT LOCATION
Component Location
These components of the variable stator vane (VSV) system are

on the right side of the engine on the high pressure compressor
(HPC) case at the 2:00 position:
- VSV actuator
- Bellcranck assembly
These components of the VSV system are on the left side of the
engine on the HPC case at the 8:00 position:
- VSV actuator
- Bellcranck assembly
These components of the VSV system are around and inside the
HPC case:
− Actuation rings (4)

− HPC inlet guide vanes (not shown)
− HPC stator vanes stage 1 (not shown)
You open the fan cowls and thrust reversers to get access to the
VSV system components.
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ENGINE AIR – VBV – COMPONENT LOCATION
Component Location
The right variable bleed valve (VBV) actuator is on the rear face
of the fan frame at the 4:00 position.
The left VBV actuator is on the rear face of the fan frame at the
10:00 position.
These components are in the fan frame:
- VBV door (12)

- Actuation ring (not shown)
- Bellcranck (12).
You open the two fan cowls and thrust reverser cowls to get
access to the VBV system components.
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ENGINE AIR – TRANSIENT BLEED VALVE (TBV) – COMPONENT LOCATION
Component Location
These transient bleed valve (TBV) system components are on

the high pressure turbine (HPT) case:
- Transient bleed valve (6:00 position)

- TBV manifold (5:00 position)
You open the two fan duct cowls and thrust reverser cowls to get
access to the TBV system components.
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ENGINE OIL – INTRODUCTION
Purpose
The engine oil system supplies oil to lubricate, cool, and clean
the engine bearings and gears. The engine oil system has these
subsystems:
- Storage
- Distribution
- Indicating.
AGB - accessory gear box

AMM - airplane maintenance manual
CDS/DEU - common display system/ display electronic units
psid - pound-per-square-inch differential
TGB - transfer gear box
T/P sensor - temperature/pressure sensor
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ENGINE OIL – GENERAL DESCRIPTION
General The scavenge circuit takes the oil from the engine. Oil first flows
through the lubrication unit. The lubrication unit also scavenges
The engine oil system has these subsystems: the oil. The oil goes to the scavenge oil filter and then to the
servo fuel heater. The oil goes from the servo fuel heater to the
- Storage main oil/fuel heat exchanger and then back to the servo fuel
- Distribution heater. Then the oil flows back to the oil tank.
- Indicating.
The vent circuit balances the internal air pressures in the oil
Storaae system. Externally, a vent line connects the engine to the oil
tank. Unwanted air pressure goes out of the oil tank through the
The oil storage system keeps sufficient oil for a continuous vent line.
supply to the oil distribution circuit. The oil storage system lets
you do an oil level check and to fill the oil system. Indication
The oil storage system holds oil in the oil tank. The oil quantity indicating system sends this data to the display
electronic units (DEUs):
Distribution
- Scavenge oil filter bypass indication
The oil distribution system has these circuits: - Low oil pressure indication
- Oil pressure
- Supply - Oil temperature
- Scavenge - Oil quantity.
- Vent.
The supply circuit sends oil to lubricate the engine bearings and
gears. Oil from the tank goes to the lubrication unit through an
anti-leakage valve. The lubrication unit pressurizes and filters the
oil. The oil then goes to the engine.
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ENGINE OIL – STORAGE – OIL TANK
General A drain plug at the bottom of the oil tank lets you drain it.
These are the functions of the engine oil tank: The engine oil tank holds approximately 21 US quarts (20.2
liters). The oil tank for engine 2 can hold more oil than engine 1.
- Contains the engine oil This is because of the dihedral of the wings.
- Removes the air from the scavenge oil
- Lets you do an oil level check and fill the oil system. Training Information Point
Component Location You remove the oil quantity transmitter separately from the oil
tank.
The engine oil tank is on the fan case, at the 3:00 position. You
do the oil level check and you fill the oil tank through the oil tank See the oil indicating section for more information on the oil
access door. The oil tank access door is on the side of the right quantity transmitter.(AMM PART 179-30)
fan cowl. You can also open the right fan cowl to get access to
the oil tank.
Physical Description
The oil tank has a oil level sight gage, a gravity fill port, and
pressure servicing fill ports.
You use the oil level sight gage on the oil tank to make a visual
check of the engine oil quantity. The oil level sight gage is on the
front of the oil tank.
You use the oil tank gravity fill port to fill the oil tank. The gravity
fill port is on the right of the oil tank. The oil filler cap has a
locking handle. The oil that falls during servicing collects into the
oil scupper. The oil scupper connects to a drain line.
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ENGINE OIL – STORAGE – TRAINING INFORMATION POINTS – SERVICING
General SHUTDOWN. IF THE CHECK VALVE IS

DEFECTIVE, HOT OIL CAN SPRAY FROM THE
You must do an oil level check and fill the engine oil tank for any OIL TANK AND CAUSE INJURY TO PERSONS.
of these conditions: THE OIL IN THE TANK IS HOT AND
PRESSURIZED DURING ENGINE OPERATION.
- Normal servicing
- After replacement of an oil system component WARNING:YOU MUST FULLY CLEAN YOUR SKIN IF YOU
- Engine oil change. TOUCH THE OIL. REMOVE OIL SOAKED
CLOTHES IMMEDIATELY. IF THE OIL TOUCHES
Engine Oil Level YOUR SKIN FOR A LONG TIME, IT COULD
CAUSE DERMATITIS.
CAUTION: DO THE ENGINE REPLENISH PROCEDURE
BEFORE THE OIL TANK BECOMES COOL (30 CAUTION: DO NOT SERVICE THE OIL TANK WITH OIL
MINUTES FROM THE ENGINE SHUTDOWN). IF BRANDS THAT ARE NOT APPROVED. FLUSH
TANK IS COOL, YOU CAN FILL IT TOO MUCH AND REPLACE THE OIL IMMEDIATELY WITH
AND CAUSE AN INCORRECT INDICATION OF THE CORRECT ENGINE OIL IF BRANDS OF OIL
THE OIL CONSUMPTION RATE. THAT ARE NOT APPROVED ARE USED.
Open the oil tank access door to get access to the sight glass. CAUTION: IMMEDIATELY CLEAN THE PAINTED SURFACES
ON WHICH THE OIL FALLS. THE OIL WILL PUT
You can also monitor the engine oil level from the flight STAINS ON CLOTHES AND CAN MAKE PAINT
compartment. To do that, read the oil quantity indication on the SOFT.
center upper display unit (P2).
Add the engine oil into the gravity fill port until the oil level gets to
See the oil indicating section for more information on the oil the full indication on the sight glass. When the oil level is at the
quantity indicating system.(AMM PART I 79-30) full indication on the sight glass, the oil tank is full.
WARNING:DO NOT REMOVE THE FILLER CAP OF THE OIL Refer to part II of the AMM for more information on the approved
TANK FOR FIVE MINUTES AFTER AN ENGINE types or brands of oil.
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ENGINE OIL – DISTRIBUTION – COMPONENT LOCATIONS
Component Locations
These components of the engine oil distribution system are on

the left side, and at the bottom of the fan case:
− Lubrification unit (7:00 position)

− Main oil / fuel heat exchanger (9:00 position)
− Oil scavenge filter assembly (8:00 position)
− Anti-leakage valve (6:00 position)
The oil supply filter and the three chip detectors are in the
lubrification unit.
You open the left fan cowl to get access to the components of
the engine oil distribution system.
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ENGINE OIL – INDICATING – GENERAL DESCRIPTION
General
The engine oil indicating system supplies oil system data to the
display electronic units (DEUs). The engine display on the P2
center instrument panel shows this data:
- Oil quantity
- Oil pressure
- Oil temperature
- Oil scavenge filter condition.
These components monitor the oil system:
- Oil quantity transmitter

- Oil pressure transmitter
- Oil temperature sensor
- Scavenge oil filter clogging transmitter.
The oil quantity transmitter sends the oil quantity data directly to
the CDS/DEUs.
The three other components send data to the DEU through the
EEC.
The temperature/pressure (T/P) sensor assembly contains the oil

pressure transmitter and the oil temperature sensor.
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IGNITION – INTRODUCTION
General
The ignition systems supply electrical sparks in the combustion

chamber for combustion. Each engine has two ignition systems
that operate independently. The ignition system usually operates
manually. However, the ignition systems operate automatically
when the electronic engine control (EEC) sees a possible engine
flameout condition.
You use ignition during these times:
- Ground start
- Takeoff and landings
- In-flight (during heavy turbulence or bad weather) In-flight
start.
CDS - common di sp lay system

CONT - continuous
EEC - electronic ,engine control
FLT - flight
FMC - flight management computer
GRD - ground
IGN - ignition
L - Left
R – right
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IGNITION – GENERAL DESCRIPTION
General systems receive 115v ac from ac transfer bus 1 and the ac

standby bus.
These components control ignition:
- Start levers
- Start switches
- Ignition selector switch
- Electronic engine control (EEC).
The start lever controls ignition system power to the EEC. The
start switch and the ignition selector switch supply inputs to the
EEC. The EEC uses these inputs to supply power to the ignition
exciters. The ignition exciters supply power to the spark igniters.
The engine starting system also uses the switch positions for
control.
See the engine starting chapter for more information.(AMM

PART 180)
Electrical Power
The EEC has internal switches that control the 115v ac to the
ignition exciters. The ignition exciters change the 115v ac input
to a dc voltage of approximately 15,000 to 20,000v for the spark
igniters. The spark igniters give a spark for combustion.
The ignition systems of engine 2 receive ac power from ac

transfer bus 2 and the ac standby bus. The engine 1 ignition
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IGNITION – ENGINE COMPONENT LOCATION
General
Each engine has a right and a left ignition system. These are the
components of each ignition system:
- Ignition exciter
- Ignition lead
- Air manifold
- Spark igniter.
Component Locations
The ignition exciters are on the right side, lower portion, of the
fan case.
The ignition leads go from the ignition exciters to the spark

igniters on the right and left sides of the engine.
The air manifold goes around the ignition leads. The air manifold
starts in the 6:00 strut and goes to the igniters.
The spark igniters are just forward of the fuel manifold, at the
4:00 position and the 8:00 position.
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IGNITION – FLIGHT COMPARTMENT COMPONENT LOCATIONS
General
These components which control the ignition system are in the

flight compartment:
- Engine start switches

- Ignition selector switch
- Start levers.
Component Locations
The ignition selector switch and engine start switches are on the
forward overhead panel (P5).
The start levers are on the control stand.
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IGNITION – OPERATION
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General
Engine Start Switch
These are the flight compartment controls you use to operate the
engine ignition: There are four engine start switch selection positions:
- Start lever - GRD (ground start)

- Ignition selector switch - OFF
- Engine start switch. - CONT (continuous ignition)
- FLT (flight).
Start Lever
Enqine Start Switch Position (GRD)
The start lever controls ignition electrical power to the EEC. The
EEC receives 115v ac power for ignition when the start lever is in The engine starter engages and turns the engine when you put
the idle position. the engine start switch to the GRD position. You supply ignition
and fuel to the engine combustor when you move the start lever
Ignition Selector Switch to the idle position.
There are three ignition selector switch positions: You use the GRD position to start the engine on the ground.
- IGN L (Left spark igniter) See the engine starting chapter for more informatlon. (AMM
- IGN R (right spark igniter) PART I 80)
- BOTH (both spark igniters).
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Enqine Start Switch Position (OFF)
Usually the igniters do not operate when the start switch is in the
OFF position. However, the EEC turns on the ignition system
automatically if the EEC sees a possible engine flameout
condition. See the functional description page in this section for
more information about this function.
Enqine Start Switch Position (CONT)
The flight crew may turn the engine start switch to the CONT
position at these times:
- Takeoff
- Approach
- Landing
- Bad Weather.
The spark igniters, as selected by the ignition selector switch,

turn on and operate continuously when the switch is in this
position.
Enqine Start Switch Position (FLT)
Both spark igniters operate continuously when you turn the

engine start switch to FLT position. The EEC does not use the
ignition selector switch position information.
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IGNITION – TRAINING INFORMATION POINT
General
The control display unit (CDU) helps you do troubleshooting of

the ignition system.
You can also use the CDU to do a ground test of the ignition
system.
See the engine indicating chapter for more information.(AMM

PART I 77)
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ENGINE STARTING – INTRODUCTION
General
The engine starting system uses pneumatic power to turn the

engine's N2 rotor during a start or motor procedure. Pneumatic
power comes from one of these sources:
- APU
- Pneumatic ground equipment
- Opposite engine.
These components control the engine start system:
- Flight compartment switches

- Display electronics unit (DEU)
- Electronic engine control (EEC).
The engine starting system operates on the ground and in flight.
Abbreviations & Acronyms
AGB - engine accessory gearbox

ALF - aft looking forward
AMM - airplane maintenance manual
FMCS - flight management computer system
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ENGINE STARTING – GENERAL DESCRIPTION
General The CONT position supplies continuous ignition.
The engine starting system uses these airplane and engine See the engine ignition chapter for more information on the
systems or components: ignition system.(AMM PART I 74)
- Pneumatic power Start Valve and Starter

- Electrical power
- Flight compartment switches The start valve opens to supply power to the starter. Usually, this
- Engine fuel control system valve opens when you put the engine start switch to the GRD
- Engine control system. position. The start valve position shows on the engine display.
- Common display system (CDS). You can manually open the valve.
Engine Start Switch The starter turns the engine N2 rotor through the engine
accessory gearbox (AGB).
You put the engine start switch to the GRD position to turn the
engine with the starter. The switch automatically moves to the The EEC protects the engine during start. The EEC shuts off fuel
OFF position at starter cutout. supply to the engine when it finds the engine parameters are out
of limits during a start.
When electrical and pneumatic power is available, this happens
when you put the switch to the GRD position: Display Electronics Units (DEUs)
- Electronic engine control (EEC) receives a start signal The DEUs are components of the common display system
- APU receives an engine start signal (CDS). The DEUs monitor N2 and let the engine start switch go
- Start valve opens and the pneumatic starter turns the back to the OFF position at starter cutout.
engine.
The crew uses the FLT position to start the engine in flight when
the starter is not necessary.
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ENGINE STARTING – COMPONENT LOCATIONS – ENGINE
General Start Valve
The engine starting system has these components on the left The start valve is above the starter on the fan case.
side of the engine:
Starter
- Pneumatic starter ducts
- Start valve The starter is on the forward face of the engine accessory
- Starter. gearbox (AGB) at the 8:00 position.
You open the left fan cowl to get access to these components.
The electronic engine control (EEC) is on the right side of the

engine fan case at the 2:00 position, aft looking forward (ALF).
You open the right fan cowl to get access to the EEC.
Pneumatic Starter Ducts
There are two pneumatic starter duct assemblies.
The upper assembly has two tubes and two flexible joints. One
end connects to a pneumatic duct at the strut. The other end
attaches to the start valve. The assembly attaches to the fan
case.
The lower assembly has one tube. The assembly connects to the
start valve and to the starter. The assembly attaches to the fan
case.
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ENGINE STARTING – COMPONENT LOCATIONS – FLIGHT COMPARTMENT AND EE COMPARTMENT
Flight Compartment
The engine start switches and the ignition selector switch are on
the P5 forward overhead panel.
The upper center display unit is on the P2 main panel center.

The engine parameters usually show on this display. The
parameters can also show on the lower center display unit.
The engine start levers are on the control stand, aft of the thrust
levers.
Electrical Equipment Compartment
The display electronics units (DEU)s are on the E3 rack.
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ENGINE STARTING – FUNCTIONAL DESCRIPTION
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ENGINE STARTING – FUNCTIONAL DESCRIPTION
Starting Control See the engine fuel and control chapter for more information.
(AMM PART I 73) See the ignition chapter for more information.
Electrical power for engine starting control comes from the (AMM PART I 74)
battery bus. The engine start switch and the DEUs control the
starting system. Starter Cutout
Indication At approximately 55 percent N2, this occurs:
The DEUs use input data to show engine parameters and start − The DEUs remove the electrical ground for the start
valve position on the common display system (CDS). switch solenoid
− The engine start switch goes to the OFF position
Start Switch − The start valve solenoid deenergizes and the valve
closes.
These occur when you put the engine start switch to the GRD
position when electrical and pneumatic power are available: Engine Wet Start
− The EEC receives an engine start signal The EEC stops the engine start if the EGT does not increase in
− The APU electronic control unit receives a signal to open 15 seconds after you move the engine start lever to the idle
the APU inlet guide vanes position. The EEC stops fuel flow and turns off ignition. You can
− The start valve solenoid energizes and the valve opens find a fault message on the control display unit (CDU). See the
− The starter clutch engages and the engine N2 rotor turns TRAINING INFORMATION POINT page in this section for more
− A solenoid in the P5 panel energizes to hold the switch in information.
the GRD position.
Engine Hot Start
Fuel and Ignition
The EGT digital display flashes when the EEC sees a possible
You move the engine start lever to the idle position to add fuel hot start. If the EGT starting limit is exceeded, the EEC
and ignition during the start. immediately stops fuel flow and ignition. The EGT digital display
continues to flash until you move the engine start lever to the
cutoff position. This system operates on the ground only.
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ENGINE STARTING – TRAINING INFORMATION POINT
General
You can use the control display units (CDUs) to troubleshoot

problems when the engine does not start.
The EEC keeps maintenance messages in its non-volatile

memory. The EEC keeps a message during an engine start if the
EGT does not increase in 15 seconds after you move the start
lever to the idle position. You use the CDU to see this message.
See the engine indicating chapter for more information about

engine troubleshooting with the CDU.(AMM PART I 77)
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ENGINE STARTING – OPERATION
General - Look for start valve open indication

- Monitor N2
These are the flight compartment controls you use to start the - Make sure oil pressure increases
engine: - Speak with ground personnel to make sure N1 begins to
turn counterclockwise
- Engine start switches - Move the engine start lever to the idle position (forward) at
- Ignition select switch a minimum of 25 percent N2
- Engine start levers. - Make sure fuel flow is in limits
- Make sure EGT increases
Pneumatic power must be available to start the engine on the - Monitor EGT and N2 increase until starter cutout at 55
ground. percent N2
- Make sure engine start switch goes back to the OFF
You must monitor these engine parameters during engine position at 55 percent N2
starting: - Monitor all engine parameters as engine speed increases
to idle.
- N2
- Oil pressure Training Information Point
- N1
- Fuel flow Usually, only one igniter is necessary for starting. You should
- EGT. use a different igniter selection for each start.
Engine Start
This is a summary of the engine start procedure:
- Follow safety procedures and airplane and engine

limitations
- Set the ignition select switch to IGN L or IGN R
- Put the engine start switch to the GRD position
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ENGINE EXHAUST SYSTEM – INTRODUCTION
Purpose P - panel
prox - proximity
The engine exhaust system controls the direction of the engine REF - reference
exhaust gases. RLY - relay
RTO - rejected take off
The engine exhaust system has these sub-systems: S - seconds
seq - sequence
- Turbine exhaust SL - sync lock
- Thrust reverser (T/R). stby - standby
SW - switch
Abbreviations and Acronyms sync - synchronizing
sys - system
A/T - autothrottle T/R - thrust reverser
DCV - directional control valve
EAU - engine accessory unit
ELEC - electrical
ENG - eng i ne
FCC - flight control computer
GND - ground
HIV - hydraulic isolation valve
INBD - inboard
ind - indication
ISV - isolation valve
LVDT - linear variable differential transformer
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ENGINE EXHAUST SYSTEM – GENERAL DESCRIPTION
General Each T/R has a left and right half. Each half has a translating
sleeve which moves aft (deploy position) for reverse thrust. The
The engine exhaust system controls the direction of the turbine two sleeves work independently from each other. Fan air exhaust
exhaust gases and the fan air exhaust gases. goes out radially and forward when the translating sleeves are in
the deploy position.
Turbine Exhaust System
Four hinges attach each T/R half to the strut. You must
The turbine exhaust system supplies an exit for the engine deactivate the thrust reverser before you open a T/R half.
exhaust gases. This exit increases the velocity of the exhaust Latches are at the bottom of the two halves. The latches keep
gases. This increases engine thrust. the two halves together.
The major components of the turbine exhaust system are the

exhaust nozzle and the exhaust plug.
Thrust Reverser System
The thrust reverser (T/R) system changes the direction of the fan
air exhaust to help create reverse thrust. The flight crew uses
reverse thrust to slow the airplane after landing or during a
rejected takeoff (RTO). The turbine exhaust airflow direction
does not change during reverse thrust. The T/R system has a
electro-hydraulic control system and an indicating system.
The T/R system has two thrust reversers. T/R 1 is the thrust
reverser for engine 1 (left). T/R 2 is the thrust reverser for engine
2 (right).
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TURBINE EXHAUST SYSTEM – GENERAL DESCRIPTION
General
The turbine exhaust system uses a nozzle and a plug to control

the direction of the turbine exhaust gases.
Components
These are the turbine exhaust system components:
- Plug
- Nozzle.
Physical Description
The exhaust nozzle controls the outer edge of the turbine

exhaust flow. The nozzle attaches to the engine turbine case.
The exhaust plug controls the inner edge of the turbine exhaust
flow.The plug attaches to the engine turbine case.
The plug and the nozzle are made of nickel alloy.
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THRUST REVERSER – THRUST REVERSER OPENING ACTUATOR
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Purpose Functional Description
You use the T/R opening actuator to open the T/R cowl (half). Fluid from the hand pump causes the T/R opening actuator rod
Each engine has two T/R opening actuators. Each actuator to extend and open the T/R cowl. As the actuator approaches the
opens its cowl to approximately 45 from the closed position. full extend position, the lock collar goes into the lock position. A
red band on the rod shows when the collar in the lock position.
Location
Fluid goes from the opening actuator back to the hand pump
Each T/R opening actuator is on the forward face of its T/R cowl. when you close the T/R cowl.
The upper end of the T/R opening actuator attaches to the T/R
cowl. The lower end attaches to the engine fan frame extension Operation
ring. You open the fan cowls to get access to the T/R opening
actuators. There are two procedures to open the T/Rs. The pump
procedure is the best. You use the manual procedure only if no
Physical Description pump is available.
The T/R opening actuator has these components: You usually use a hand pump to operate the T/R opening
actuator. As the rod extends, the T/R cowl opens and the lock
- Hydraulic piston housing collar moves into the lock position. You can see and hear the
- Rod lock collar move to the lock position. The red band confirms the
- Lock collar mechanism lock collar position. Refer to the pump procedure in the airplane
- Inlet fitting maintenance manual (AMM).
- Internal snubber assembly.
The AMM also has the manual open and closing procedure. with
The rod extends approximately 12 inches (30.5 cm). The inlet the manual procedure, you lift and move the cowl up until the
fitting permits you to connect a hand pump necessary to operate actuator lock goes into the lock position.
the actuator.
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Training Information Point OPENING SYSTEM FOR THE THRUST

REVERSER CAN HAVE A FAILURE IN LARGE
The leading edge flaps can extend and damage the T/R cowls WINDS WHICH CAN CAUSE INJURY TO
(halves) when they are in the open (maintenance) position. PERSONS AND DAMAGE TO EQUIPMENT.
Follow the AMM procedures to prevent the leading edge flap
operation before you open the T/Rs. WARNING:IF YOU USE THE MANUAL PROCEDURE TO
OPEN THE THRUST REVERSER AGAIN AND
An actuator safety lock is usually put around the T/R opening AGAIN, THE HYDRAULIC FLUID FOR THE
actuatorls rod after the T/R cowl is open. The actuator safety lock POWER OPENING SYSTEM CAN DECREASE.
is a safety device and backs up the lock collar if it fails. Two THIS WILL DECREASE THE SNUBBING
quick release pins hold the actuator safety lock around the T/R ACTION.IF THE HYDRAULIC FLUID IN THE
opening actuator rod. POWER OPENING SYSTEM DECREASES, THE
REVERSER HALF CAN CLOSE TOO FAST. THIS
You use a hold open fitting (special tool) to keep the T/R halves CAN CAUSE INJURY TO PERSONS AND
open during an engine change. This fitting holds the T/R halves DAMAGE TO EQUIPMENT.
at approximately 45 degrees open. The outboard T/R halves can
open more than 45 degrees. A hold open rod can keep these T/R CAUTION: MAKE SURE THE ADFACENT FAN COWL PANEL
halves open at 55 degrees. Refer to the AMM for procedures. IS FULLY OPEN BEFORE YOU OPEN THE
REVERSER HALF. IF THE ADJACENT FAN COWL
WARNING:MAKE SURE YOU DO THE DEACTIVATION PANEL IS NOT FULLY OPEN, YOU CAN DAMAGE
PROCEDURE FOR THE THRUST REVERSER. IF IT WHEN YOU OPEN THE REVERSER HALF.
THE THRUST REVERSER IS NOT LOCKED, IT
CAN ACCIDENTALLY OPERATE AND CAUSE CAUTION: DO NOT CAUSE THE THRUST REVERSER
INJURY TO PERSONS AND DAMAGE TO SLEEVE TO MOVE TO THE DEPLOYED
EQUIPMENT. POSITION WHEN THE THRUST REVERSER IS
OPEN. THIS CAN CAUSE DAMAGE TO THE
WARNING:DO NOT OPERATE THE OPENING SYSTEM FOR TRANSLATING SLEEVE AND THE LEADING
THE THRUST REVERSER IF THE WIND EDGE FLAP.
VELOCITY IS MORE THAN 40 KNOTS. THE
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THRUST REVERSER – TENSION LATCHES
Purpose
The tension latches hold the T/R halves together.
General
There are six tension latches for each T/R. Numbers identify
each latch. Latch number one is the latch most forward. Latch
number six is the latch most aft. All latches are interchangeable.
Location
All tension latches are at the bottom of the T/R halves. The latch
handles and mechanisms are on the left T/R half. The latch
keeper pins are on the right T/R half.
Always open the latches in order from aft (No.6) to forward

(No.1).
Always close the latches in order from forward (No.1) to aft

(No.6).
You use the latch lever tool (special tool) to help bring the T/R
halves together. This makes it easy to close the tension latches.
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THRUST REVERSER – DEACTIVATION FOR FLIGHT DISPATCH – TRAINING INFORMATION POINTS
General
Each T/R translating sleeve has two deactivation points. You

install two pins at these points to deactivate the T/R for airplane
dispatch.
Each translating sleeve has two holes at the deactivation points.

Rubber plugs are usually in these holes. You remove these plugs
before you install the pins. The pins are usually in the fly away
kit.
The pins mechanically connect the translating sleeve structure to

the stable cascade support ring. This prevents the movement of
the T/R sleeve.
Be sure to follow the thrust reverser deactivation for flight

dispatch procedure found in the airplane maintenance manual
(AMM).
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THRUST REVERSER CONTROL SYSTEM – GENERAL DESCRIPTION
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General sync lock to manually move the T/R translating sleeves for
maintenance operations.
The thrust reverser control system controls hydraulic power and
electrical power to deploy and stow the thrust reverser (T/R) The engine accessory unit (EAU) has the electrical circuits
translating sleeves. The system uses 24/28v dc electrical power necessary for stow operation. The EAU also uses input from
and reverse thrust lever position for control. sleeve proximity sensors for auto-restow logic.
You can deploy the thrust reversers when the airplane is less The reverser thrust levers operate switches on the autothrottle
than 10 feet (3 meters) from the ground. The flight control switch packs. These switches control signals to these
computers (FCC) and a radio altimeter operated relay supply components:
airplane altitude information. An air sensing relay supplies the
air/ground logic. The fire handle must be down for the control - EAU
system to use the electrical power. - Sync locks
- Control valve module.
Each T/R control valve module controls hydraulic power to
deploy or stow their T/R. Each module contains the electrical and Deploy Operation
hydraulic components necessary to control the hydraulic flow to
the T/R hydraulic actuators. There are two T/R control valve This happens when you raise the reverse thrust lever to deploy a
modules on the airplane, one for each T/R. T/R:
Sync shafts on each translating sleeve make sure the sleeve's - Switches in the autothrottle switch pack move to energize
three actuators operate at the same speed. The actuators can the sync lock and an arm signal goes through the T/R
operate only if the shaft is free to turn. control valve module
- The T/R control switch moves and a deploy signal goes
A sync lock connects to the bottom hydraulic actuator on each through the T/R control valve module
T/R half. The sync lock must unlock for the sync shafts to turn. - The T/R control valve module sends hydraulic fluid to the
During normal T/R operation, the sync locks energize to unlock. actuators to move the translating sleeves aft.
The sync lock is also a manual drive mechanism. You use the
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See the engine controls chapter for more information about the - The EAU receives input from a proximity sensor on a
thrust lever interlock system.(AMM PART I 76) sleeve that the sleeve is not in the stow or locked position,
and
A flight control computer (FCC) or one of two relays in the nose - The engine's reverse thrust lever for that T/R is in the
wheel well area (J22, J24) supply an electrical ground necessary stow position.
to deploy the T/Rs. Deploy hydraulic power can not go to the T/R
if the air/ground or altitude conditions are not met. The EAU use proximity sensors for the auto-restbw logic. The
auto-restow circuits usually operate for 10 seconds during
Stow Operation normal T/R stow operation.
This happens when you lower the reverse thrust lever back to
the stow position:
- The T/R control switch removes the deploy signal to the

T/R control valve module
- The engine accessory unit (EAU) auto-restow circuits test
- Switches in the autothrottle switch pack move to send an
arm signal and a stow signal through the EAU to the T/R
control valve module
- The T/R control valve module sends hydraulic fluid to the
actuators to move the translating sleeves back to the stow
position.
- The sync locks go to the lock position after 18 seconds.
Auto-Restow
The EAU uses internal logic (auto-restow) to tell the T/R control
valve module to stow the T/R anytime these conditions happen:
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THRUST REVERSER CONTROL SYSTEM – COMPONENT LOCATIONS
General
The thrust reverser (T/R) control components are at these areas

of the airplane:
- Upper and lower control stand

- EE compartment
- T/R halves
- Main gear wheel well.
The graphic shows the general location of the control system

components.
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THRUST REVERSER CONTROL SYSTEM – FUNCTIONAL DESCRIPTION – DEPLOY/STOW HYDRAULIC FLOW
General − Hydraulic power is made available at the directional

control valve (DCV)
The T/R control valve modules control hydraulic power to the − Hydraulic fluid goes through the open manual shutoff
hydraulic actuators for T/R deploy and stow operations. valve to the rod side of the T/R actuators.
Hydraulic system A supplies hydraulic power for T/R 1. System B The deploy solenoid energizes after the sync lock receives a
supplies hydraulic power for T/R 2. The standby system supplies signal to unlock. See the deploy control functional description for
backup hydraulic power through the shuttle valves if system A or more information.
system B fails. See the shuttle valve page in this section for more
information. This happens when the deploy solenoid energizes and hydraulic
power is available to the T/R control valve module:
The graphic shows T/R 1 operation. T/R 2 operation is almost
the same. − The hydraulic control valve adjacent to the deploy
solenoid moves against its spring and hydraulic fluid flows
Deploy through the valve to the DCV
− The DCV moves to the deploy position (up)
The arm and deploy solenoids energize when you raise the − Hydraulic fluid flows through the DCV to the head side
reverse thrust lever. See T/R CONTROL - FUNCTIONAL and the rod side of the T/R actuator pistons
DESCRIPTION - DEPLOY CONTROL in this section for more − Each locking actuator's mechanism disengages.
information about the electrical circuit.
The hydraulic pressure on both sides of each actuator piston are
This happens when the arm solenoid energizes and hydraulic equal but the surface area of the head side is larger than the rod
power is available to the T/R control valve module: side. The larger force on the head side causes the actuator
pistons to extend.
− The hydraulic control valve adjacent to the arm solenoid
moves against its spring and hydraulic fluid flows through As the actuators extend, the fluid on the rod side of the actuators
the valve to the hydraulic isolation valve (HIV) goes to the manual shutoff valve and mixes with the fluid which
− The HIV moves to the arm position (up) goes to the head side.
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Stow − Hydraulic pressure at the head side goes low as the fluid
returns to the airplane hydraulic systems through the
The arm and stow solenoids temporarily energize when you manual shutoff valve and the DCV
return the reverse thrust lever to the stow position. The deploy − The hydraulic pressure at the rod side cause the actuators
solenoid de-energizes and the hydraulic control valve adjacent to to retract and stow the T/R.
it returns to its normal position. See T/R CONTROL -
FUNCTIONAL DESCRIPTION - STOW CONTROL for more Manual Shutoff Valve
information about the electrical circuit.
The manual shutoff valve is normally open. You close it
These are the effects when the arm solenoid remains energized whenever you do maintenance on or around the T/Rs.
and hydraulic power is available to the T/R control valve module:
See CONTROL VALVE MODULE, in this section for more
− The hydraulic control valve adjacent to the arm solenoid information about the T/R control valve module and the manual
stays against its spring shutoff valve handle.
− Hydraulic fluid keeps the HIV in the arm position
− Hydraulic power stays available at the directional control One Way Flow Restrictors
valve (DCV)
The one-way restrictors restrict the mass flow rate of hydraulic
− Hydraulic system pressure stays high at the rod side of
fluid to the T/R hydraulic actuators. They permit free hydraulic
the T/R actuators.
flow from the T/R hydraulic actuators. This prevents a possible
This happens when the stow solenoid energizes: hydraulic pressure build up across the head of the actuators
when the T/Rs are not in operation.
− The hydraulic control valve adjacent to the stow solenoid
moves against its spring and hydraulic fluid flows through Internal Valve Position Sensors
the valve to the DCV
The EAU uses the position sensors on the DCV and The HIV for
− The DCV moves from the deploy position to the stow fault detection. See the EAU page in this section for more
position (down)
information.
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There is no hydraulic return to the standby system for T/R 1.

There is a transfer of hydraulic fluid from the standby system to
system A during stow if the standby system deploys the T/R.
There is no similar transfer of hydraulic fluid for T/R 2 operation.
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THRUST REVERSER CONTROL SYSTEM – EAU – TRAINING INFORMATION POINT
General The EAU also has a light for each component input. If a
component has a failure, then its light will stay on at the end of
The EAU face has a set of lights and switches for each T/R. A the BITE. These lights are red.
placard near the bottom the EAU supplies BITE instructions.
This is a brief summary of the BITE procedure:
T/R Control System Troubleshooting
- You push and hold the T/R DEPLOY FAULTS button
The EAU BITE helps you do trouble-shooting of the T/R control (switch) to see deploy faults or
system. The EAU monitors these component inputs from each - Push and hold the T/R STOW FAULTS button (switch) to
T/R: see stow faults
- All lights come on for a test
- Left and right sleeve stow proximity sensors - Lights which stay on show faults
- Left and right sleeve lock proximity sensors - The green NO FAULTS DETECTED light comes on if
- Hydraulic isolation valve (HIV) position (inside the T/R there are no faults found
control valve module) - You release the button (switch)
- Directional control valve (DCV) position (inside the T/R - Lights that stayed on to show faults go out.
control valve module)
- Voltage at both sync locks. You use the FAULT RESET buttons (switches) to erase the EAU
fault memory. Deploy faults are reset onlywhen the T/R is in the
The EAU identifies a fault if an input is incorrect for the thrust deploy position. Refer to the procedures in chapter 78, part two
reverser command. For example, a sync lock may not receive of the airplane maintenance manuaL (AMM) when you use the
electrical power after the pilot commands a deploy operation. EAU BITE.
The T/R DEPLOY FAULTS light comes on if a fault happens The fault memory will erase when the T/R operates 5 times with
during a deploy operation. The T/R STOW FAULTS light comes no faults.
on if a fault happens during a stow operation or after a stow
operation. Both lights are red. The EAU FAULT light comes on if there is an internal EAU
failure.
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THRUST REVERSER INDICATING SYSTEM – GENERAL DESCRIPTION
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General Each T/R translating sleeve has one linear variable differential
transformer (LVDT). The LVDT gives sleeve position data to the
The thrust reverser (T/R) indicating system supplies T/R engine electronic control (EEC).
translating sleeve position data to the common display system
(CDS). The REV message comes on as an indication of The EEC and the display electronics units (DEUs) contain the
translating sleeve position. logic necessary to operate the REV message. The EEC supplies
a signal on an ARINC 429 bus to each display electronics unit
The T/R indicating system uses the REVERSER lights to show (DEU). The DEUs then show the message on the correct display
T/R control system component failure. unit.
The T/R indicating system can also bring on the ENGINE REVERSER Lights
CONTROL light to show T/R indicating system component
failure. Each T/R has an amber REVERSER light on the engine panel.
There is one light for each T/R. Master caution comes on after a
You use the CDU to see T/R indicating system component failure time delay whenever a REVERSER light comes on. The
data. REVERSER light can come on in flight.
REV Messages The REVERSER lights come on for 10.5 seconds during a
normaL T/R stow operation. A REVERSER light stays on if a T/R
The REV messages show just above the engine N1 indicators on control system component fails during the stow. The light stays
the CDS. One message shows for each T/R. on until the stow failure goes away.
The message shows in amber when one or both sleeves of a T/R The REVERSER light comes on immediately during a deploy if a
are between 10 to 90 percent of the travel to the deploy position. T/R control system component fails. The light stays on until you
The message shows in green anytime both sleeves of a T/R are fix the deploy problem and reset the engine accessory unit
more than 90 percent of the travel to the deploy position. (EAU).
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The REVERSER light comes on when any of these T/R control - The left translating sleeve position signal (from the LVDT)
system component's do not operate correctly for a stow or is not in range
deploy operation: - The right translating sleeve position signal (from the
LVDT) is not in range
- Proximity sensor (2 each T/R sleeve ) - The left translating sleeve position signals (from the
- Sync lock LVDT) do not agree
- Directional control valve (DCV) inside the T/R control - The right translating sleeve position signals (from the
vaLve module LVDT) do not agree.
- Hydraulic isolation valve (HIV) inside the T/R control valve
module. Control Display Unit (CDU)
The engine accessory unit (EAU) contains the logic necessary to You can see LVDT real time data and failure messages on the
identify T/R control system component failures. The EAU control display unit (CDU). See the engine indicating chapter for
controls the REVERSER lights. more information about how the CDU helps you do trouble-
shooting.(AMM PART I 77)
ENGINE CONTROL Light
Each engine has an amber ENGINE CONTROL light on the

engine panel. This light comes on when a serious failure of an
engine or the T/R LVDT happens. You should not dispatch the
airplane with an ENGINE CONTROL light on. Master caution
also comes on with this light.
The T/R indicating system uses input from the LVDTs to control
the ENGINE CONTROL light. An ENGINE CONTROL light
comes on when any two of these conditions are true for a T/R:
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THRUST REVERSER INDICATING SYSTEM – TRAINING INFORMATION POINT
General Real Time Data
You use the control display units (CDUs) to do troubleshooting You use the CDU to see this real time data for any LVDT:
of the linear variable differential transformer (LVDT). The CDU
shows real time data or failure codes. - Sleeve position in percent travel to deploy position
(usually average of channel A and channel B)
See the engine indicating chapter for more information about - sleeve position in percent travel to the deploy position for
other engine maintenance messages that the CDU shows.(AMM the EEC channel you select
PART I 77) - EEC channel A and B LVDT voltage data.
Failure Data
The EEC records a LVDT failure when any of these happen for
more than 5 seconds:
- LVDT input to EEC is out of range

- EEC channel A and B see that sleeve is 10 percent to the
deploy position and forward thrust levers are forward of
the idle position.
- The value of the difference between the T/R sleeve ls
position signals on EEC channel A and B is greater than
12 percent.
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Linhas aéreas Inteligentes

THIS MANUAL HAS BEEN PREPARED FOR AIRPLANES SYSTEM

FUEL SYSTEM – INTRODUCTION ....................................................................................................................................................................... 28-00-00.............. 02

FUEL STORAGE – GENERAL DESCRIPTION ..................................................................................................................................................... 28-10-00.............. 08

PRESSURE FUELING SYSTEM – GENERAL DESCRIPTION ............................................................................................................................ 28-21-00.............. 14

DEFUEL – OPERATION ........................................................................................................................................................................................ 28-26-00.............. 24

ENGINE FUEL FEED – GENERAL DESCRIPTION .............................................................................................................................................. 28-22-00.............. 26

APU FUEL FEED – GENERAL DESCRIPTION..................................................................................................................................................... 28-25-00.............. 36

FUEL INDICATING – GENERAL DESCRIPTION.................................................................................................................................................. 28-41-00.............. 40

FUEL SYSTEM – INTRODUCTION

The fuel system has these primary purposes:

- Stores fuel for use by engines and APU

The fuel system has these subsystems:

Abbreviations and Acronyms

APU - auxiliary power unit

FUEL SYSTEM – GENERAL DESCRIPTION

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FUEL SYSTEM – GENERAL DESCRIPTION

The surge tanks collect fuel overflow only.

FUEL SYSTEM – GENERAL DESCRIPTION

Fuel Quantity Indicating System

The fuel quantity indicating system (FQIS) shows fuel weight of

Total fuel weight shows in the flight management computer

Fuel Temperature Indicating System

Main tank 1 fuel temperature shows oh the fuel control panel.

FUEL STORAGE – GENERAL DESCRIPTION

Fuel Tank Arrangement

These are the fuel tanks:

The capacity of main tank 1 is 8,630 lbs (3,915 kgs). The

The capacity of each surge tank is 235 lbs (107 kgs).

FUEL STORAGE – FUEL VENT SYSTEM

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FUEL STORAGE – FUEL VENT SYSTEM

Drains let fuel in the vent system return to the tanks.

FUEL STORAGE – FUEL VENT SYSTEM

The pressure relief valve prevents damage to the wing structure

PRESSURE FUELING SYSTEM – GENERAL DESCRIPTION

General - External power on electrical system buses

PRESSURE FUELING SYSTEM – P15 FUELING PANEL

Training Information Point

PRESSURE FUELING SYSTEM – FUELING MANIFOLD

General Defuel Port

The fueling receptacle supplies a connection for the fueling hose.

Fueling Manifold Body

The fueling manifold body supplies fuel from the fueling

Fueling Check Valve

The fueling check valves permit fueling receptacle manifold

PRESSURE FUELING SYSTEM – FUNCTIONAL DESCRIPTION – POWER AND CONTROL

General Fueling Valve Closed Control

Fueling Valve Open Light - On

PRESSURE FUELING SYSTEM – OPERATION

Fueling placards, with instructions for fueling, are on the fueling

Training Information Point

CAUTION: DO NOT USE WIDE CUT FUEL WHEN IT IS NOT

General Suction Defuel

ENGINE FUEL FEED – GENERAL DESCRIPTION

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ENGINE FUEL FEED – GENERAL DESCRIPTION

General Center Tank Boost Pump Indication

- Center tank boost pumps Fuel Boost Pump Indication

ENGINE FUEL FEED – GENERAL DESCRIPTION

Fuel Spar Valve Battery

Engine Fuel Spar Valve Indication