B737 300/400/500 Boeing: Power Plant

Boeing
B737−300/400/500
Issue: 1AUG2006
ATA 71−80 Author: GiM

For Training Purposes Only
LTT 2006
Power Plant
EASA Part-66
B1
B737−3 71−80 B1
Training Manual
Revision Identification: For training purposes and internal use only.

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ATA 71..80
POWER PLANT
Page 1
ENGINE B737−300/400/500
GENERAL
72−00
ATA 72 ENGINE
72−00 GENERAL
ENGINE CONSTRUCTION
The CFM56−3 is a high bypass, dual−rotor, axial flow turbofan engine. The two Thrust Rating
rotors are mechanically independent of each other. The CFM 56-3 is a flat-rated engine. The rated thrust can be obtained for a
The N1 rotor system consists of: limited time (takeoff max. 5 min) up to an ambient temperature of 30C.
a integrated fan and 3 stage booster (low pressure compressor − LPC) is At ambient temperatures above 30C the thrust has to be reduced, otherwise
driven by a 4 stage low pressure turbine (LPT). EGT-limit will be exceeded.
The N2 rotor system consists of: Engine Bearings
a single−stage high pressure turbine (HPT) drives the 9 stage high pressure The rotors are supported by five bearings mounted in two engine sumps for
compressor (HPC). lubrication system simplicity.
Air entering the engine is divided into a primary (inner) airstream and a Forward oil sump
secondary (outer) airstream. After the primary airstream has been compressed
includes bearing #1, #2 and #3
by the LPC and HPC, combustion of fuel in the annular combustion chamber
increases the HPC discharge air velocity to drive the high and low pressure Aft oil sump
turbines. includes bearing #4 and #5.
An accessory drive system of the N2 rotor drives engine and airplane
accessory components.
Specifications and Characteristics of the CFM56-3 Family
Engine Models CFM56-3B1 CFM56-3B-2 CFM56-3C-1
Takeoff Thrust (lbs) 18 500 - 20 000 20 000 - 22 000 18 500 - 23 500
Bypass ratio 5.1 - 5 5 - 4.9 5.1 - 4.8
FOR TRAINING PURPOSES ONLY!
Air flow (lbs/sec) 638 - 655 655 - 683 638 - 710

Length (inch/mm) 93 / 2366 93 / 2366 93 / 2366
Fan diameter (inch/mm) 60 / 1524 60 / 1524 60 / 1524
Basic dry weight (lbs) 4 276 4 301 4 301
Certification Redlines
EGT ( C) 930 930 930
N1 (RPM) 5 490 5 490 5 490
N2 (RPM) 15 183 15 183 15 183
Applications B737-300/500 B737-300/400 B737-300/400/500
FRA US/E di 12.02.98 Page 2

ENGINE B737−300/400/500
GENERAL
72−00
Figure 1 Engine Cross-section

POWER PLANT B737−300/400/500
GENERAL
71−00
ENGINE GROUND SAFETY PRECAUTION

General Use a blast fence to deflect the thrust if the engines are operated without
The operation of jet power plants is dangerous. There is a very strong suction sufficient space to decrease the fan and turbine exhaust thrust to zero.
at the front of the engine that can pull persons and unwanted materials into the High temperature exhaust can be found 300 feet from the exhaust nozzle with
air inlet. the correct wind conditions.
Very hot, high speed gases go rearward from the turbine exhaust nozzle. The exhaust temperature near the engine is sufficient to melt bituminous
The fan exhaust at high thrust has very high speed. (asphalt) pavement.
When the thrust reverser is extended, the fan exhaust goes forward while Concrete pavement is recommended.
the turbine exhaust is goes rearward. When an engine is started, fuel that has collected in the turbine exhaust sleeve
can ignite.
Air Inlet
Long flames are blown out of the exhaust nozzle.
Figure shows the hazard areas near the air inlet with dangerous air conditions.
All flammable materials must be kept clear of the exhaust nozzle.
Inlet hazard areas are shown on the left and right fan cowl panels with stripes
WARNING: ALL PERSONS MUST STAY OUT OF THE DANGEROUS
and placards.
AREAS THAT ARE AFT OF THE POWER PLANT. DURING THE
Persons positioned near the power plant during power plant operation must be ENGINE OPERATION, THERE ARE HOT GASES AND HIGH
aware of the hazard areas aft of the inlet cowl lip. SPEED AIR WHICH CAN CAUSE INJURY TO PERSONS AND
This hazard area extends completely around the outer diameter and to the DAMAGE TO EQUIPMENT.
forward end of the power plant.
At idle power, the hazard areas start four feet aft of the inlet cowl lip.
At above idle power, the hazard areas start five feet aft of the inlet cowl lip. Ear protection.
If the surface wind is more than 25 knots, increase the distance of the WARNING: USE EAR PROTECTION WHEN THE ENGINE OPERATES.
hazard area by 20%. THE ENGINES MAKE SUFFICIENT NOISE TO CAUSE DAMAGE
If the ramp surfaces are wet or frozen, make the ramp clean to prevent TO YOUR EARS.
injury to persons. You can temporarily cause your ears to become less sensitive to sound, if
you listen to loud engine noise.
Air Exhaust
You can become permanently deaf if you listen to the engine noise for a
When the engine operates, a large quantity of exhaust comes from the aft end long time.
of the engine.The exhaust is hot and moves at high speed.
Noise can affect the ear mechanism and cause unsteadiness or an inability
There are contamination and bad gases which were pulled into the engine by to walk or stand without reeling.
suction.
When you are near an operating engine, always use ear protection to decrease
There are gases from the fuel that has burned or fuel which has not burned. the quantity of sound energy which reaches your ears.
At high power, the fan and turbine exhaust can blow loose dirt, stones, sand NOTE: The use of cup−type ear protection is recommended.
and other unwanted materials a distance of 300 feet.
The airplane must be parked at an area where injury to persons or damage to
equipment or other airplanes can be prevented.

POWER PLANT B737−300/400/500
GENERAL
71−00
HAZARD AREA PLACARDS
WARNING:
STAND CLEAR OF
HAZARD AREAS WHILE
13 FT
ENGINE IS RUNNING
TO = 50 METER
IDLE = 20 METER
TO = 10 METER
579 METER=TO
RED WARNING STRIPE
30.5 METER=IDLE
RIGHT ENGINE
ENGINE NOISE HAZARD AREA

WARNING: EAR PROTECTION REQUIRED WITHIN THIS AREA

WARNING: PRLONGED EXPOSURE WITHIN THIS AREA OF MORE

THAN SIX MINUTES, EVEN WITH EAR PROTECTION,
LEFT ENGINE CAN CAUSE EAR DAMAGE
R = 4 METER TO
R = 2.7 METER IDLE
1.5 METER =TO INLET COWL LIP

1.2 METER = IDLE
149324
Figure 2 Engine Inlet and Exhaust Hazard Areas

POWER PLANT B737−300/400/500
GENERAL
71−00
ENGINE STARTING AND OPERATING LIMITATIONS.

TAKEOFF Leakage Limits
This is the maximum thrust that can be used and not overboost the engine. The permitted leakage from the engine vents and drains during static and
This thrust can be used for a maximum of 5 minutes. This thrust is to be used operating conditions, with the corrective action, is given in the Engine Vents
only for takeoff. and Drains − Inspection/Check (Ref 71−71−00/601).
MAXIMUM CONTINUOUS Ignition Ground Use Limits

This is the maximum thrust that can be used continuously. The ignition must remain off during all maintenance engine runs, after the
This thrust is only intended for emergency use at the discretion of the captain. engine is started, to minimize the possibility of overtemperature if there is a
compressor stall.
MAXIMUM CLIMB
This is the maximum thrust permitted for normal climb operation. Vibration Guidelines
The maximum engine vibration guideline is 4.0 units on the engine VIBRATION
MAXIMUM CRUISE indicator. If the vibration levels are 4.0 units or more, you must find the cause
This is the maximum thrust permitted for normal cruise operation. for this condition and do a corrective action High Vibration Indication Trouble
Shooting (Ref 71−00−47/101).
IDLE
This is not a specific thrust, but a thrust lever position. The minimum thrust Oil Consumption Limits
applicable for operation on the ground (low idle) or in flight (high idle) is Oil consumption must not be more than a maximum of 0.4 U.S. gallons/hour
controlled by the reset idle solenoid on the main engine control. (1.5 liters/hour).
Overspeed Limits Thrust Reverser Limits
N1 is more than 106% (5,486 rpm) and less than 109% (5,641 rpm), or To prevent the overheating of thrust reverser components, thrust reverser
N2 is more than 105% (15,183 rpm) and less than 106% (15,335 rpm). operation during engine operation must be within these limits: Maximum N1 in
After shutdown, you must do an overspeed inspection reverse (static) − 40%. There is no time limit, if the 40% N1 rpm is not
exceeded.
The engine must be shutdown as soon as possible and removed for these
redline conditions: Inlet Cowl Thermal Anti−Ice (TAI) System Limitations
N1 is more than 109% (5,641 rpm), or Operation of the inlet cowl TAI system above 18 C is not permitted, except as
N2 is more than 106% (15,335 rpm). required during engine run checks. Limit inlet cowl TAI operation to 30 seconds
maximum.
Overtemperature Limits
If the EGT is more than the limits, this is an overtemperature condition. During
engine operation, overtemperature conditions can be anticipated by a fast
increase in fuel flow, high rpm and/or temperature that are more than the limits.
When an overtemperature condition is anticipated or has occurred, the engine
should be cooled and shut down using normal shutdown procedures. You must
avoid emergency shutdown unless it is obvious that continued operation will
result in additional engine damage.
FRA US/T gz 4.3.96 Page 6

POWER PLANT B737−300/400/500
GENERAL
71−00
OPERATING LIMITS
OPERATING CONDITION
*[1] TIME LIMIT EXHAUST GAS TEMP OIL PRESSURE OIL SCAVENGE
(MINUTES) (EGT) C *[7] PSI *[4] TEMP C *[5]
STARTING 2 *[2] 725 *[3] INDICATION 160
LOW IDLE *[6] CONTINUOUS − 13 MINIMUM 160
HIGH IDLE *[6] CONTINUOUS − 13 MINIMUM 160
MAXIMUM CRUISE CONTINUOUS 895 27−75 160
MAXIMUM CLIMB CONTINUOUS 895 27−75 160
MAXIMUM CONTINUOUS CONTINUOUS 895 27−75 160
TAKEOFF 5 *[8] 930 27−87 160
*[1] ROTOR MAXIMUM ALLOWABLE OPERATING SPEED:

N1 − 106% (5486 RPM)
N2 − 105% (15,183 RPM)
*[2] AN ENGINE SHOULD NOT BE PERMITTED TO TAKE LONGER THAN 120 SECONDS TO ACCELERATE FROM START
LEVER ADVANCEMENT (FUEL ON) TO LOW IDLE.
*[3] DO NOT ALLOW STARTING EGT TO EXCEED 725 C. TERMINATE START ATTEMPT IF 725 C IS EXCEEDED,
AND REFER TO 72−00−00 I/C FOR ENGINE OVERTEMPERATURE INSPECTION REQUIREMENTS.
*[4] OIL PRESSURE CAN VARY BETWEEN 13−35 PSI

___
AT LOW IDLE AND 27−87 PSI AT TAKEOFF N1. OIL
PRESSURE
__________________________
IS NOT ADJUSTABLE. OIL PRESSURES BELOW 13 PSI ARE UNSAFE AND REQUIRE ENGINE
SHUTDOWN. REFER TO FIG. 205.
*[5] SCAVENGE OIL TEMPERATURE LIMIT IS 160 C. TRANSIENT SCAVENGE OIL TEMPERATURES ABOVE 160 C
ARE LIMITED TO 165 C MAXIMUM FOR UP TO 15 MINUTES. OPERATION ABOVE 165 C IS NOT PERMITTED.
*[6] LOW AND HIGH IDLE N2 RPM UNDER NO AIRBLEED OR GENERATOR LOADS AS SHOWN IN TRIM TABLES
(REF 71−00−01 MP).
*[7] THE DURATION AND MAGNITUDE OF ALL ENGINE OVERTEMPERATURE CONDITIONS MUST BE RECORDED. IF
EGT LIMITS ARE EXCEEDED, REFER TO 72−00−00 I/C FOR ENGINE OVERTEMPERATURE INSPECTION
REQUIREMENTS.
*[8] IF TAKEOFF POWER IS MAINTAINED FOR MORE THAN 5 MINUTES, RECORD TOTAL OPERATING TIME AT
TAKEOFF POWER AND REFER TO APPROPRIATE INSPECTION REQUIREMENTS IN 72−00−00 I/C, INSPECTION
165672
FOLLOWING ENGINE OPERATION BEYOND LIMITS.
Figure 3 Engine Starting and Operation Limitations .
ENGINE B737−300/400/500
GENERAL
72−00
ENGINE FLANGES, CASES AND FRAMES

Engine flanges
The external flanges of the engine have been assigned letter designations
(from A to U in sequence from FWD to AFT, the letter I, O and Q are not used).
The letter designations are used for flange identification wherever it is
CFM INTERNATIONAL
necessary to be explicit about the flange location.
TURBOREACTEUR CFM56 TURBOFAN
Engine cases N C.T. DGAC M9 FAA TC N
The cases are situated: DGAC AGREMENT FAA
DE PRODUCTION N PO3 PRODUCTION C N
FAN INLET CASE between flange A and J
N D’ORDRE 721 467 SERIAL N
HPC FRONT STATOR CASE between flange L and P
RATED TO MODEL CONFIGURATION IDENTIFIED BELOW
COMBUSTION CASE between flange P and S SERV BUL
POUSSEE POUSSEE TAKE OFF MAX CONT N1
LPT CASE between flange S and T CONFIG DECOL. MAX CONT THRUST THRUST TRIM
(daN) (daN) (lb) (lb)
Engine frames -3C-1 104860 9712 23515 21833 72−804

The two main load carrying cases are called frames. The load from the
rotorsystems and from the other cases are transfered to the frames. The frame
transfers the load to the engine mounts.
Flange J to K FAN FRAME
The fan frame, provides the front handling mounts and is the main forward
support for mounting the engine to the strut.
Flange T to U TURBINE FRAME
The turbine frame, is the major structural assembly at the rear of the INSP. MFD BY
engine. It supports the LPT rotor rear section and provides mounts for CONTR. FAB PAR GE DATE 07.11.98
attaching the rear of the engine to the airplane strut and for ground COMPLY
handling.
Engine name plate ENGINE NAME PLATE

Contains the following engine data:
ENGINE TYP CFM 56−3C−1
COMPLY DATE 11.98
ENGINE SERIAL NO. 721 467
RATING T.O. THRUST (LB) 23515
MANUFACTURED BY GE

ENGINE B737−300/400/500
GENERAL
72−00
TURBINE FRAME FAN FRAME

K J H G F E D C B A
U T S R
P N M L
ENGINE
NAME PLATE
165661
Figure 4 Engine Station
ENGINE B737−300/400/500
GENERAL
72−00
FAN, BOOSTER AND HPC ASSEMBLY

Fan and booster module.
The fan and booster module, consists of a single−stage fan rotor and a
3−stage axial booster, cantilever−mounted at the rear of the fan disk.
The module is comprised of the following major parts:
spinner front and rear cone
fan disk and fan blades
booster spool and booster rotor blades
booster stator vanes.
Fan frame
12 Struts connecting the center hub with the mid box structure.
8 Struts connects the mid box structure with the outer case.
All struts are hollow and some house tubbings.
Strut No. 4 = vent line from oil tank to FWD oil sump
= cable from compressor vibration pick up to connector.
Strut No. 5 = N1 speed sensor
Strut No. 7 = FWD oil sump scavenge line
Strut No. 9 = FWD seal drain tube
Strut No.10 = oil supply to FWD oil sump and transfer gearbox radial drive
shaft.
= radial drive shaft .
High Pressure Compressor (HPC)

The high pressure compressor is a 9-stage, high-speed, axial flow compressor
with Inlet Guide Vanes (IGV).
The IGV’s and the 1st−thru 3rd−stage vanes are variable, the 4th−and
5th−stage vanes are fixed. Actuation of the variable vanes is accomplished with
hydraulically actuated bellcrank assemblies mounted on the front compressor
stator at the 1:30 and 7:30 o’clock positions.
5.th and 9.th stage air are used for the pneumatic system and engine cooling.

ENGINE B737−300/400/500
GENERAL
72−00
FAN FRAME
STRUT
MID BOX STRUCTURE
OUTER CASE
SECONDARY 1
12 STRUTS
AIRFLOW 2
VIBRATION
SENSOR
OIL SUPPLY AND 10 4 CABLE
RADIAL DRIVE SHAFT
CENTER HUB 9 5 PRIMARY

FAN OUTLET
GUIDE VANES AIRFLOW
7
BOOSTER STATOR VANES
FWD SEAL N1 SPEED
DRAIN SENSOR
FAN BLADES SPLITTER
FAIRING
FWD OIL SUMP SCAVENGE
FAN FRAME AND STRUTS
1 2 3 4
IGV
1 2 3 4 5 6 7 8 9
BOOSTER ROTOR BLADES
9TH STAGE
BOOSTER SPOOL
STATOR VANE
FAN DISK
BOOSTER HP COMPRESSOR
104002/ 769859/ 117133
Figure 5 Booster and HPC Schematic

ENGINE B737−300/400/500
GENERAL
72−00
COMBUSTION CHAMBER AND HIGH PRESS. TURB.

Combustion chamber
The combustion case incorporates compressor outlet guide vanes (OGV’s) and
a diffuser for the reduction of combustion chamber sensitivity to compressor
air velocity profile.
The combustion chamber is a short, annular, fabricated structure. The design
of the chamber, along with the low pressure fuel injectors and high intensity air,
produces a more complete fuel−air mixture to provide a uniform combustion
pattern and low thermal stresses. The combustion chamber, contained in the
combustion case, consists of outer and inner cowls, 20 fuel nozzles, dome, and
outer and inner liners.
Twenty primary swirl nozzles and 20 secondary swirl nozzles with venturies
and sleeves are used to provide flame stabilization and mixing of air and fuel.
It incorporates 2 ports (4:00 und 8:00 clock position) for the spark ignitiers.
High Pressure Turbine (HPT)

The HPT nozzle, is a single−stage, air−cooled assembly that mounts in the
combustion case and directs the gas flow from the combustion chamber onto
the blades of the HPT rotor at the optimal angle. The nozzle are internally
cooled by secondary combustion air entering the vane compartments through
inserts in the inner and outer ends of vanes and exiting through the vane
leading and trailing edges.
The HPT rotor, is a single−stage, air−cooled turbine. The HPT rotor drives the
HPC rotor and is directly connected to it by a bolted flange to form what is
essentially a single core rotor.
The blades are internally cooled by a mixture of secondary combustion air and
compressor discharge air that enters through the blade dovetail and exits
through holes in the front sides and trailing edges.
The shroud/nozzle support has a thermal response matched to the rotor to
provide tip clearance control and structural stability. An air cavity between the
shroud/nozzle support and the combustion case directs mixed 5th−and/or
9th−stage high pressure compressor bleed air onto the support and the outer
surface (backside) of the shrouds. This cooling air maintains closer clearances
between the shrouds and the rotor blades. For more detailed information on the
HPT clearance control system, refer to 75−24−00.

ENGINE B737−300/400/500
GENERAL
72−00
FUEL
MANIFOLD
FUEL NOZZLE
HPT HPT 1ST−STAGE

NOZZLE ROTOR LPT NOZZLE
GUIDE BLADE GUIDE
VANE VANE
HPT SHROUD
COMBUSTOR
SWIRL CUP
117134
9TH STAGE
STATOR VANE
Figure 6 Combustion Chamber and HPT

ENGINE B737−300/400/500
GENERAL
72−00
LPT AND FRAME DESCRIPTION

Low Pressure Turbine
The low pressure turbine, consists of the LPT case (which contains the LPT
stator) mounted between the combustion casing and the turbine frame and the
4−stage, axial type LPT rotor, supported by the LPT shaft.
The 1st−stage LPT nozzles direct the core engine exhaust gas onto the
1st−stage LPT blades. An air cavity between the 1st−stage nozzle support and
the combustion case directs 5th−stage high pressure compressor (HPC) bleed
air through the nozzle vanes for cooling. After passing through the vanes, the
air pressurizes and cools the cavity between the aft side of the HPT rotor and
the forward side of the LPT rotor.
The LPT case is cooled by fan air, to minimize the gap between rotor blades
and stator.
Turbine Frame
The turbine frame, is the major structural assembly at the rear of the engine.
The frame, a fabricated structural weldment, consists of a central hub and a
polygonal outer casing, connected through slanted struts. The struts support a
midstream fairing on the forward side and the exhaust plug on the aft side.
The turbine frame consist of:
Inner hub
contains the bearing #4 and #5.
Outer casing
It provides mounts for attaching the rear of the engine to the airplane strut.
Struts
Twelve struts are arranged in a slanted position relative to the hub to

provide the turbine frame with correct bending stiffness. These struts are
hollow and provide passage for the following:
− Aft sump oil scavenge tube (No.5 strut)
− No.4 and 5 bearings oil supply tube
− No.6 strut.)
− Aft sump overboard seal drain tube
− No.7 strut)

ENGINE B737−300/400/500
GENERAL
72−00
ENGINE MOUNTINGPOINTS
OUTER CASING
LPT FRAME
1 STRUT
2
TURBINE FRAME
12
COOLING
AIR TUBE 3
11
INNER HUB
4 4
10
3 FLAME ARRESTOR
2
9
1
5 OIL SCAVENGE TUBE
8 FROM AFT SUMP
7 6
103971
OIL SUPPLY TUBE
TO BEARING NO.4 AND 5
SEAL DRAIN TUBE
LPT ROTOR BLADES TO OVERBOARD
610362
Figure 7 LPT and Frame

ENGINE B737−300/400/500
GENERAL
72−00
ROTOR BEARINGS DESCRIPTION

The rotors are supported by five bearings mounted in two engine sumps for
lubrication system simplicity.
Three bearings are in the FWD sump. Bearing #1, #2 and #3.
Two bearings are in the AFT sump. Bearing #4 and #5.
N1 rotorsystem
The N1 rotorsystem is supported by bearing #1, #2 and #5.
The No. 1 ball bearing is a thrust bearing which carries the axial loads
generated by the low pressure rotor system to the frame.
The No. 2 roller bearing takes the radial loads from the fan and booster
rotor.
The No. 5 roller bearing takes the radial loads from the turbine rotor to the
Turbine Frame.
N2 rotorsystem
The N2 rotorsystem is supported by bearing #3 and #4.
The No. 3 ball bearing is a thrust bearing which carries the axial loads
generated by the high pressure rotor system to the frame.
The No.4 bearing, which takes the high pressure turbine rotor radial loads,
is a roller bearing installed between the HPT rear shaft and the LPT shaft.

ENGINE B737−300/400/500
GENERAL
72−00
N1 BEARING NO. 1 2 5
N2 BEARING NO. 3 4
FWD OIL SUMP AFT OIL SUMP
FAN FRAME TURBINE FRAME
Figure 8 Rotor Bearings

ENGINE B737−300/400/500
GENERAL
72−00
AERODYNAMIC STATIONS
Purpose Engine stations
Flowpath aerodynamic stations have been established to facilitate engine Station 0 AMBIENT
performance assessment and monitoring. The manufacturer uses numerical Station 10 ENGINE INLET
station designations. The station numbers are used as subscripts when
designating different temperatures and pressures, throughout the engine. Secondary airflow
As the CFM56−3 is a high bypass engine, it’s airflow path features a primary Station 12 SECONDARY FLOW INLET
and a secondary airflow; therefore manufacturer differentiates between: Station 1B STAGE 1 FAN DISCHARGE
PRIMARY STATIONS and Station 13 FAN OGV DISCHARGE
SECONDARY STATIONS. Station 15 FAN FRAME DISCHARGE
Primary airflow passes through fan, booster, core engine, HP and LP turbine
and core exhaust nozzle. Secondary airflow passes through the fan outer Primary airflow
portion and exits through the fan discharge duct. Station 20 PRIMARY FLOW INLET
Station 23 LP COMPRESSOR DISCHARGE
Example A:
Station 25 HP COMPRESSOR INLET
Ps 30
Station 30 HP COMPRESSOR DISCHARGE
P = pressure
Station 40 COMBUSTOR DISCHARGE
s = static
Station 41 HP TURBINE INLET
30 = primary station 30 HP Compressor Discharge Pressure (CDP)
Station 48 LP TURBINE INLET
Example B: Station 49.5 STAGE 2 LP TURBINE INLET
T 12 Station 50 LP TURBINE DISCHARGE
T = temperature
12 = secondary station 12 Engine Temperature at secondary flow inlet.
The most prominent temperatures and pressures used on CFM56−3 engines
are:
T 12 = Fan inlet temperature used for PMC.

PS 12 = Fan inlet pressure used for MEC and PMC.
T 20 = Fan inlet temperature used for MEC.
T 25 = High Pressure Compressor Inlet Temperature (CIT) used for
MEC.
T 49.5 = Exhaust Gas Temperatur (EGT) used for cockpit indication.

ENGINE B737−300/400/500
GENERAL
72−00
0 10 20 23 25 30 40 48 50
41 49.5
PRIMARY
AIRFLOW
SECONDARY
AIRFLOW
1oo4004
12 1B 13 15
Figure 9 Engine Stations

ENGINE 737−300/400/500
FAN AND BOOSTER
72−30
72−30 FAN AND BOOSTER

DESCRIPTION Fan blade pair removal/installation
Remove the spinner front and rear cones.
General Turn the fan blade with your hand until the blade is in the 12 o‘clock
There are 38 fan blades that are made with a titanium alloy. The fan blade position.
length is approximately 14.5 inches (368 mm) long. Each blade has a dovetail Mark the fan blade.
base that engages into the matching disk slot. The interlocking mid−span
Move the spacer forward until you can release the retainer.
shrouds provide increased blade assembly stiffness and dampen vibration.
Lift the blade retainer out of the fan disk.
Spinner Front Cone Installation Lower the blade to the disk center to disengage the mid-span shroud.
The front cone is made of Kinel 5504, a light composite material, which will Move the blade forward and out of the dovetail slot to remove the blade.
vibrate to dislodge any ice buildup on the cone. Its aft flange is sized for an
interference fit with the rear cone, onto which it is bolted. Remove the opposite fan blade.
When you install the fan blades, put the heavier spare blade in the location
Spinner Rear Cone Installation of the heavier original blade.
The aft flange of the Spinner Rear Cone is secured to the fan disk and is part
of the fan blade retention arrangement. The outer rim of the flange is provided Fan Blade Configurations
with 38 threaded inserts to accommodate the fan trim balance bolts. Two different fan blade configurations are existing for CFM 56 − 3 engines.
1. The first configuration consists of 25 midspan shroud angle fan blades for
Fan blade CFM 56-3B1 and B-2 engine. A damper has been added under the blade
A dovetail joint radially locks the fan blades into a rotor disk. Each fan blade platform for the B2 model (with CFMI SB 72−494).
has tabs called a mid−span shroud. Blade retainers are used to limit axial 2. The second configuration consists of 37 midspan shroud angle fan blades
movement of the blade. Once the blade has been located in the disk slot and without damper for the CFM-3C-1 and some B2 engines. This configuration
abuts on the booster spool front flange, the blade retainer is pushed upwards improves the vibration behavior of the fan blades in a way that renders
into the lock recess machined in the disk rim. This prevents the blade from dampers and axial stops unnecessary.
moving forward. Spacers are used to limit radial movement of both the blade
and its retainer. The spacer is inserted in the gap left between the blade base WARNING: Do not install fan blades with 25 and 37 midspan shroud on the
same engine otherweise engine failure may occur. Fan blades wi
and the bottom of the disk slot. This positions the blade outwards and also
prevents the blade retainer from dropping down. Axial immobilization of the th 37 midspan shroud have the letter ”N” on the platform.
spacers is achieved when the spinner rear cone is installed. Moment weight Marking and Classification Markings
The moment weight (gram−inches), is the weight of the fan blade multiplied by
the distance ”center of gravity to centre of rotation”.The moment weight is
engraved on the lower side of the fan blade root (e.g. 33 950
gram−inches).Weight and center of gravity of fan blades is different due to
manufacturing tolerances; therefore the fan blades are allocated to 100
classes, with 50 gram−inches difference each.

ENGINE 737−300/400/500
FAN AND BOOSTER
72−30
3 2 FAN BLADE NO. 1 FAN BLADE

4 1
38
37
MID SPAN GAP
SHROUD
ELLIPTICAL
REAR SPINNER
REAR FLANGE OF THE BALANCE

WEIGHT SPACER
ELLIPTICAL REAR SPINNER
DIMPLE BALANCE WEIGHT (38) FAN DISK

MARKS
BLADE DAMPER DAMPER RETAINERS

(WITH CFMI SB 72−494) (WITH CFMI SB 72−494)
ELLIPTICAL
FRONT SPINNER
FRONT FLANGE OF THE 4

ELLIPTICAL REAR SPINNER
FAN
BLADE
CLASSIFICATION 3
1
MARKING
N2 FAN DISK
33951−34000 gram−inch = Cl. 1 2
33901−33950 gram−inch = Cl. 2 DIMPLE
.............to
MOMENTWEIGHT MARK
SPACER
29001−29050 gram-inch = Cl. 100 MARKING
128247 BLADE RETAINER 769864
Figure 10 Spinner and Fan Blade Installation

ENGINE
ee B737−300/400/500
FAN AND BOOSTER
72−31
FAN ROTOR BLADE BLEND LIMITS

General
Damage to the fan blades is allowed to be reworked in certain areas.
When reworking observe the following:
Rework according to given limits.
In certain areas no reworking is allowed.
After reworking a spot−flurescent penetrate inspection is required.
Removing a larger amount of material influences the moment weight of the
blade and may produce an unbalance of the fan.

ENGINE
ee B737−300/400/500
FAN AND BOOSTER
72−31
LEADING 1.0 INCH

EDGE (25.4 mm)
R = 0.67 Inch
AREA D ( 17 mm)
TRAILING
EDGE
AREA C
HARDCOAT
SURFACE
0.34 INCH
LENGTH (8.6 mm)
AREA B
CHORD WIDTH
DISTORTION
(DISPLACEMENT FROM LE)
PLATFORM
0.12 INCH
(3.0 mm)
BLEND REPAIR LIMITS N 32

AREA A 149058
CRITICAL AREAS ROOT AREA
Figure 11 Fan Rotor Blade Blend Limits

ENGINE
ee B737−300/400/500
FAN AND BOOSTER
72−31
FAN TRIM BALANCING

Purpose
Trim balance is required when No. 1 bearing (FAN) or low pressure turbine
(LPT) vibration level , recorded during operation in service, is equal to or more
than 8 mils double amplitude (D.A.) and after fan blade replacement when a
static imbalance correction of 400 g-cm (158 gram-inches) or more has been
required.
Its purpose is to balance the fan rotor and return No. 1 bearing and turbine rear
frame vibration levels to within 2 units AVM or less during the ground
operations for all engine operating speeds.
2 units AVM is the same as 3.5 mils D.A. FAN and 4.0 mils D.A. LPT which is
measured at the turbine rear frame.
General
The trim balance is performed by mounting balance screws of different length
radially in the spinner rear cone, regardless of the location of the prevailing
imbalance (at front or rear of the engine).
For fan trim balance seven balance screws of different length are available.
The following trim balance procedures are described in the maintenance
manual (Chapter 72).
Analyzer procedure and
Three-shot plot procedure
FRA US/T4 gz 20.11.03 Page 24

ENGINE
ee B737−300/400/500
FAN AND BOOSTER
72−31
PO6/P13
MACHINED MARK−INDEX FOR
NO. 1 FAN BLADE PO5/P12
PO# PO# PO#
PO# PO# PO4/P11
PO# PO#
PO# PO3/P10
PO# 2 1 38
3 37
PO# 4 36 PO# PO2/P09
5 35
PO# 6 34 PO#
PO1/P08
PO# 7 33 PO#
8 32 PO7/P14
PO# PO#
9 31
PO# 10 30 PO#
PO# 11 29 PO#
12 ENGINE ROTATION 28
PO# PO#
13 27 PO7 = INITIAL BALANCE SCREWS
PO# PO#
14 26
PO# 15 25 PO#
16 24
17 23 PO# BALANCE SCREW
PO# 18 19 22
PO# 20 21 PO# PO# MARKED ON TOTAL LENGTH WEIGHT M.W.*
PO# PO# SOCKET HEAD
PO# IN. MM GRAMS GR−CM
PO# PO#
PO# PO# PO#
PO7 0.8 20.3 6.6 0.0
C.W. C.C.W. PO1 1.3 33.0 10.0 79
(CLOCKWISE) (COUNTERCLOCKWISE) THREADS

PO2 1.8 45.7 13.4 152
TOTAL
LENGTH PO3 2.3 58.4 16.8 224
(VIEW IN THE AFT DIRECTION) PO4 2.8 71.1 20.2 290
PO5 3.3 83.8 23.6 350
P06 3.8 96.5 27.4 408
* MOMENT WEIGHT RESULT (THE MOMENT WEIGHT OF

EACH SCREW MINUS THE MOMENT WEIGHT OF SCREW PO7)
149309
149325
Figure 12 Balance Screw Specification

FRA US/T4 gz 20.11.03 Page 25
ENGINE
ee B737−300/400/500
FAN AND BOOSTER
72−31
FAN ACOUSTIC PANELS

Purpose
To reduce noise acoustic panels are installed around the fan case.
They are divided into three groups:
fan forward acoustic panel
fan mid acoustic panel
fan aft acoustic panel
Abradable Shroud
The abradable shroud reduces the clearance between fan blade and shroud to
increase the thrust.
Caused by imbalance of the fan the fan blades may contact the surface of the
abradable shroud. It is not unusual that small scratches are found in this area.

ENGINE
ee B737−300/400/500
FAN AND BOOSTER
72−31
FAN MID
ACOUSTIC
PANEL
ABRADABLE
SHROUD
FAN AFT
ACOUSTIC PANEL
FAN OUTLET
GUIDE VANES
INNER SHROUD
1ST−STAGE
STATOR VANES
SPLITTER
FAIRING
FAN FORWARD
ACOUSTIC PANEL
149074
Figure 13 Fan Acoustic Panel

POWER PLANT B737-300/400/500
MOUNTS
71−20
71−21 ENGINE MOUNTS

General
The forward and aft engine mounts support the engine at three points. The
forward mount consists of two attach points on the fan frame, and two thrust
links that attach at the fan frame mid box structure and are secured at a point
on the strut. The aft mount consists of one attach point on the turbine frame.
Forward Engine Mount

The forward engine mount provides suspension of the engine through two
cone bolts attached to fan case fittings bolted to pads on the fan frame. The
left and right cone bolts mate with vibration isolators located on each end of
a cross beam. The cross beam is bolted to fittings on the strut and is
secured to the cone bolts with tension nuts.
Engine thrust is transmitted through two thrust links attached at the forward
ends to thrust link fittings bolted to the fan frame mid box structure at the 10
and 2 o’clock positions. The aft ends of the thrust links are attached to an
evener bar which in turn is connected through bushings and a shoulder bolt
to a thrust fitting attached to the underside of the strut.
A failsafe fitting is provided in the event of a thrust link failure.
Aft Engine Mount

The aft engine mount provides suspension of the engine through a single cone
bolt which is part of an isolator assembly located on the underside of the strut.
Two links connect a hanger fitting to lugs integral with the turbine frame. The
hanger fitting is secured to the cone bolt by a silver plated tension nut.

POWER PLANT B737-300/400/500
MOUNTS
71−20
NACELLE STRUT VIBRATION ISOLATOR NACELLE STRUT
ISOLATOR
CROSSBEAM ASSEMBLY
FAN CASE
FITTING
CONE BOLT CONE BOLT
HANGER
FITTING
FWD
FAN FRAME
TURBINE
FORWARD ENGINE MOUNT FRAME
THRUST LINK
WEDGE SURFACE AFT ENGINE MOUNT

(4 LOCATIONS)
FAN FRAME MID BOX
STRUCTUR
FAIL SAFE FITTING
FAN FRAME THRUST FITTING

FITTING
EVENER BAR
FAN FRAME FITTING THRUST LINK ASSEMBLY
Figure 14 Engine Mounts

ENGINE B737−300/400/500
ACCESSORY DRIVES
72−60
72−60 ACCESSORY DRIVES

ACCESSORY GEARBOX (AGB)
The accessory drive system consists of 2 maintenance modules, the transfer
gearbox and the accessory gearbox.
The transfer gearbox (TGB), provides power transmission between the inlet
gearbox (IGB) and the accessory gearbox (AGB) and includes the following
major parts:
radial drive shaft,
TGB,
and horizontal drive shaft.
The radial drive shaft assembly is installed inside fan frame strut No. 10 and
consists of the radial drive shaft and the shaft mid−length bearing. The TGB is
mounted on the fan frame at the 9 o’clock position and consists of a housing
and a set of 2 bevel gears. The horizontal drive shaft assembly provides power
transmission between the TGB and AGB and consists of a housing, a bevel
gear and a horizontal drive shaft.
The accessory gearbox, is mounted on the fan case, between 6 and 9 o’clock
position. It houses a gear train that reduces and increases the rotational speed
to meet the specific drive requirements of each accessory. Most of the
accessories are installed on the gearbox pads through quick attach/detach
(QAD) provisions.
The AGB housing front face has mounting pads for the following accessories:
N2 control alternator
Starter
VSCF or CSD and AC generator
Hydraulic pump
The AGB housing rear face connects with the horizontal drive shaft housing,
and has mounting pads for the following accessories:
Fuel pump and Main Engine Control
Lubrication unit (1 supply pump and 3 scavenge pumps)

ENGINE B737−300/400/500
ACCESSORY DRIVES
72−60
AGB
TRANSFER
GEARBOX (TGB)
N2 CONTROL
ALTERNATOR
HORIZONTAL
DRIVE SHAFT
COVER
DRIVE PAD
FOR THE FUEL
N2 ROTOR PUMP
STARTER
DRIVE PAD
ACCESSORY
GEARBOX (AGB)
VSCF
OR CSD PAD
HYDRAULIK
PUMP PAD
FWD FWD LUBRICATION UNIT
203532 181699
Figure 15 Accessory Drives

ENGINE B737−300/400/500
ACCESSORY DRIVES
72−60
ACCESSORY DRIVE
Sealol seals or magnetic seals are used to seal the gear box drives.
Sealol seal
Consists of the following parts:
A mating ring (glazed face) with four lugs engaging the four corresponding
slots in the gearshaft ball bearing.
A cover, secured to the bearing housing with nuts, to ensure constant
contact between the glazed face and the static part of the seal.
O−RING
Magnetic seal
Consists of a nonmagnetic seal housing, a magnetic seal with a glazed face,
and a carbon seal held by a magnet on the rotating part. The force of the
magnet maintains constant contact with the magnetic seal glazed seal face.
STATIC ACCESSORY DRIVE

ROTATING PART SHAFT
PART O−RING
NON MAGNETIC
SEAL HOUSING
MAGNETIC
SEAL
RING
GLAZED FACE ACCESSORY DRIVE

CARBON SEAL
(CONTACT FACE) SHAFT
MAGNETIC SEAL

ENGINE B737−300/400/500
ACCESSORY DRIVES
72−60
DRIVE
SEAL
ACCESSORY
DRIVE SHAFT
GLAZED FACE
MATING RING
(ROTATING)
OIL SUPPLY
LUG (4)
ACCESSORY
ACCESSORY GEAR BOX
DRAIN
O−RING
SPLINE
LUBRICATED
CARBON SEAL
(CONTACT FACE)
O−RING
SEAL
HOUSING
O−RING
151614
Figure 16 Accessory Drive and Seal

ENGINE B737−300/400/500
GENERAL
72−00
72−00 INSPECTION / CHECK

ENGINE BORESCOPE INSPECTION
Purpose
The borescope provides a system for visually inspecting the various internal
parts of the engine.
Locations
Borescope locations are provided for inspection of the:
Booster area port SO
High pressure compressor. port SIGV, S1 to S9
Combustion chamber. port S10 to S15
High and low pressure turbine port S17 to S22
Inspection preparation requires removal of borescope plugs in certain areas
and rotation of the engine for checking individual blades. The leading edges of
the fan blades and the trailing edges of the last stage turbine blades can be
inspected without the use of the borescope.
CAUTION: MAKE SURE YOU INSTALL THE CORRECT BORESCOPE
PLUG IN THE CORRECT LOCATION. THE BORESCOPE
PLUG TO THE LPT STAGE 1 AND COMBUSTION CASE HAVE
THE SAME THREAD SIZE. THE STEM OF THE BORESCOPE
PLUG TO THE LPT STAGE 1 NOZZLE WILL BE BURNED
AWAY IF IT IS INSTALLED IN THE BORESCOPE PORT TO
THE COMBUSTION CASE.

ENGINE B737−300/400/500
GENERAL
72−00
S13 S12
S15
S20
FAN
S18 OUTLET
S10
RIGHT GUIDE
SPARK VANES
IGNITER
PORT
S0
S11
LEFT SPARK
IGNITER PORT S2 to S9
S22 S21 S17 S14
LEFT SIDE
S1
ACCESS HOLE
TO SIGV
RIGHT SIDE
COMBUSTOR
BORESCOPE PLUG
(S12 to S15)
LPT STAGE 1 NOZZLE HPC BORESCOPE

BORESCOPE PLUG PLUG (S6 to S9)
(S17 to S18)
Figure 17 Borescope Port Location

OIL B737-300/400/500
GENERAL
79−00
ATA 79 OIL
79−00 GENERAL
ENGINE OIL SYSTEM
General
The engine oil system is a self−contained, centervented and recirculating type through one of three magnetic chip detectors (MCD) in the lubrication unit
system. Each engine has an independant oil system to provide lubrication and and is pumped through the scavenge oil filter to the main oil/fuel heat
cooling for the engine main bearings, radial driveshaft bearings and gears and exchanger. When the scavange oil filter becomes clogged, the flow will
bearings in the transfer gearbox (TGB) and accessory gearbox (AGB). divert through the bypass valve. The bypass valves start to open when
The oil system consist of: the pressure drop reaches 36.3−39.2 psi across the scavenge oil filter. The
clogging indicators pop up before a filter bypass condition. When the
oil storage system,
pressure drop across the scavenge reaches 28−34 psi, the magnets are
oil distribution system and forced apart − the indicator pops up, becoming visible in the glass
oil indicating system inspection bowl. A bimetal spring prevents actuation at low operating
temperatures.
Operation Before returning to the engine oil tank, oil passes through the servo fuel
1. The oil tank provides storage of oil for continuous distribution by the supply heater and enters the main oil/fuel heat exchanger perpendicular to the fuel
system. The four positive displacement pumps are on a single shaft driven flow. A drain is provided at the forward and aft bearing compartment for
by the AGB. Oil flows from the tank to the supply pump in the lubrication possible oil leaking past the stationary air/oil seal. The forward seal drain
unit on the AGB. The oil is pressurized and is pumped through the oil exits through the 8 o’clock fan frame strut. The aft seal drain exits through
supply filter to the main bearings, radial driveshaft and gearboxes. The the 6 o’clock turbine frame strut.
supply pump incorporates a pressure relief valve that diverts the oil flow to 3. The bearing sumps and gearboxes are interconnected to collect oil vapors
a scavenge pump in the event of abnormal operating conditions. The before air/oil separation and venting. The oil tank vent and the TGB/AGB
pressure relief valve opens when the pressure downstream of the supply sump are connected to the forward sump. Vapors from the forward and
pump exceeds 305 psi. When the supply filter becomes clogged, the flow aft sumps pass through rotating air/oil separators into the mainshaft
will divert through the bypass valve. The bypass valves start to open when center vent tube to be vented out the exhaust. The separated oil is
the pressure drop reaches 17.4−20.3 psi across the oil supply filter. The returned to the sumps.
clogging indicators pop up before a filter bypass condition. When the
pressure drop across the supply filter reaches 11.6−14.5 psi, the magnets
are forced apart − the indicator pops up, becoming visible in the glass The oil is cooled in the main oil/fuel heat exchanger. Fuel enters the cylindrical
inspection bowl. A bimetal spring prevents actuation at low operating core through the fuel inlet in the housing. It flows the length of the core through
temperatures. half the core tubes. The fuel flows around a baffle in the core access cover and
returns through the remaining core tubes. The oil circulates around the fuel
2. After distribution, oil is returned to the lubrication unit from three sumps.
tubes in the core, transfering heat to the fuel by convection and
The forward sump services the No. 1, No. 2 and No. 3 main bearings. The
conduction. The cooled oil exists back through the servo fuel heater.
aft sump services the No. 4 and No. 5 main bearings. The gearbox sump
for the AGB also collects oil through an external tube from the TGB. The
lubrication unit contains a scavenge pump for each sump. The oil is drawn

OIL B737-300/400/500
GENERAL
79−00
ENGINE
CENTER
SHAFT
GEARBOX VENT OVERBOARD VENT
LOW PRESS. PRESSURE

SW. 15/12 PSI TRANSMITTER FORWARD AFT
ROTATING AIR/OIL
SEPARATOR SUMP SUMP
LP PT ROTATING AIR/OIL
TRANSFER
SEPARATOR
GEARBOX
FILTER BYPASS
SW. 26/22 PSID
BP OIL
TEMPERATURE
BULB
AGB OIL F
SUPPLY
CHECK OIL SERVO
BYPASS VALVE VALVE SCAVENGE FUEL HEATER
18 PSID AND FILTER
OIL
CLOGGING IND. F SUPPLY BYPASS VALVE 36 PSID
14 PSID FILTER CLOGGING IND. 25 PSID
OIL
SUPPLY
DRIVE PUMP OIL OIL/FUEL PRESS
SCAVENGE HEAT RELIEF
SHAFT PUMPS VALVE
EXCHANGER
130PSID
PRESSURE
RELIEF VALVE
305 PSID
ANTI
ACCESSORY LUBRICATION MAGNETIC CHIP SIPHON SWIRL

GEARBOX UNIT DETECTORS DEVICE
TANK UNIT
LEGEND
OIL SUPPLY SYSTEM
OIL SCAVENGE SYSTEM
VENT SYSTEM OIL TANK

MAGNETIC CHIP
DETECTOR T88624
Figure 18 Oil System Schematic

ENGINE INSTRUMENT B737−300/400/500
31−42
EIS SECONDARY DISPLAY

Engine Oil Indication
For the engine oil system the ElS Secondary Display provides displays of:
OIL PRESS Parameter
The OIL PRESS signal is derived from an engine oil pressure transmitter.
The parameter value is displayed by an LED pointer moving on the dial.
The oil pressure is monitored and if equal to or greater than 13 psi, manual
BITE is inhibited.
The display panel sends the engine oil pressure output signal to the digital
flight data acquisition unit.
Engine Oil Temperature
The oil temperature signal is from a resistive temperature bulb. The OIL
TEMP indicator displays the parameter value in C by an LED pointer
moving on a dial.
Engine Oil Quantity
The engine oil quantity signal is from the engine−mounted oil quantity
transmitter. The signal is processed and displayed in terms of % FULL by
means of a numeric LED digital counter.
The OIL QTY indicator not only displays the engine oil quantity value, but
also displays the fault code if a BITE test fails when initiated from a
recessed BITE button.
BITE/ Operational Test
An unmarked, recessed push switch is located in the bottom of the front
bezel. Operation of this switch will, when both engine oil pressure are below
13 psi, initiate a BITE sequence.
LOW OIL PRESSURE Light (amber)

ON indicates oil pressure <12 psi.
OFF indicates oil pressure >15 psi.
OIL FILTER BYPASS Light (amber)
ON indicates differencial pressure on oil scavange filter >26 psid.

ENGINE INSTRUMENT B737−300/400/500
31−42
TAT − C
PSI
OIL
PRESS
C
OIL
TEMP
P2 - 1 CENTER INSTRUMENT PANEL
%FULL
OIL QTY
START VALVE START VALVE VIB

OPEN OPEN
A A
LOW OIL OIL FILTER LOW OIL OIL FILTER A HYD B
PRESSURE BYPASS PRESSURE BYPASS x1000
A A A A
A PSI
PRESS
LOW OIL PRESSURE %FULL
LIGHT
QTY
RF 88%
OIL FILTER BYPASS
LIGHT BITE
BUTTON
SECONDARY ENGINE/HYDR. DISPLAY
Figure 19 Sec. Display / Engine Oil Indication
OIL B737-300/400/500
GENERAL
79−00
ENGINE OIL INDICATION

LOW OIL PRESSURE Light (amber)
ON indicates oil pressure <12 psi.
OFF indicates oil pressure >15 psi.
OIL FILTER BYPASS Light (amber)

ON indicates oil scavange filter bypass (>26 psid).
Oil Pressure Indicator

Indicates engine oil pressure in psi.
The yellow band is only valid at takeoff thrust.
NOTE: Oil pressure is unregulated and is primarily a function of engine
speed and engine oil temperature.
Oil Temperature Indicator

Indicates engine oil temperature in C, measured after the oil scavenge filter.
A green band shows the normal range. There is a red index mark at 165 C.
Oil Quantity Indicator

Indicates engine oil quantity in US gallons.
Oil Quatity Test Switch

PRESS oil quantity indicators move toward zero during test.

OIL B737-300/400/500
GENERAL
79−00
LOW OIL PRESSURE OIL FILTER BYPASS

LIGHT START VALVE START VALVE
LIGHT
OPEN OPEN A
A
LOW OIL OIL FILTER LOW OIL OIL FILTER
PRESSURE BYPASS PRESSURE BYPASS
A A A AA
60 OIL
80
60 OIL
80 OIL PRESSURE
PRESS PRESS INDICATOR
100 100
40 40
PSI 0 PSI 0
20 20
P2-1 CENTER INSTRUMENT PANEL

200 200
OIL TEMPERATURE
150 OIL 150 OIL
INDICATOR
C C
100 100
−50 −50
TEMP TEMP
50 50
0 0
OIL QUANTITY
TEST SWITCH
0 0 OIL QUANTITY
OIL OIL
QUANTITY QUANTITY
INDICATOR
4 4
1 1
GALLONS GALLONS
3 3
2 2
131874/131878/131884/131881
Figure 20 Engine Oil Indications

OIL B737-300/400/500
GENERAL
79−00
OIL SUMP PHILOSOPHY

Purpose
Booster discharge air is used for pressurization and cooling of the oil sumps.
The pressurization is achieved by a set of labyrinth seals, consisting of an air
seal and an oil seal. The difference of pressure between oil chamber and air
chamber causes the air to enter the oil chamber via the oil seals and therefore
prevents oil leaks. Venting of the air from the sump area is caused by the
difference of pressure between oil sump and ambient. The air is vented
overboard via centre air/oil separator, vent tube and flame arrestor.

OIL B737-300/400/500
GENERAL
79−00
PRESSURIZING PORT
AIR TO CENTER VENT TUBE
AIR SEAL
OIL SEAL
ROTATING AIR/OIL
SEPARATOR
DRAIN
SCAVENGE
Figure 21 Oil Sump Philosophy
OIL B737-300/400/500
GENERAL
79−00
THIS PAGE INTENTIONALLY LEFT BLANK


OIL B737-300/400/500
GENERAL
79−00
No.1 BEARING
SUPPORT
STATIONARY
AIR/OIL SEAL No.2 BEARING
SUPPORT
No.1 BEARING
No.2 BEARING
OIL SUPPLY TUBE

ROTATING
AIR/OIL
FAN SHAFT
SEPARATOR
Figure 22 Forward Sump
OIL B737-300/400/500
DISTRIBUTION
79−20
Filler cap assy. includes:
79−20 DISTRIBUTION − a locking plug assembly, fastened to the filler cap body by a chain.
When the locking handle is lowered, the ball compresses the spring
OIL TANK which applies a force on the seal against the body.
− a strainer and a check valve incorporated in the filler cap body.
Oil Tank
− a check valve which seals the lower filler cap body with oil tank pressure.
The engine oil tank keeps and provides a continuous supply of oil The check valve makes sure no oil leakage occurs while the oil tank is
for distribution. It is found on the lower right side of the fan case. The oil tank pressurized or if the locking plug is not installed correctly.
is a fabricated light alloy weldment envelope with a sealed cast light alloy
cover. It has an external flame−resistant layer and five inner bulkheads to − a sampling tube.
decrease sloshing and strengthen the tank. Oil Scupper with a drain tube to overboard.
Total Volume (Usable Oil + Residual Oil + Air): . . . . . 5,3 USG (20 Liter) Sight glass is given on the outboard side of the tank.The sight gage shows
Oil Capacity (Usable Oil + Residual Oil): . . . . . . . . . . . 4,8 USG (18 Liter) a bright view when the oil level falls below the gage. It shows a black view
when the oil level is higher than the gage. The sight gage does not give an
Usable Oil Capacity: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,6 USG (17 Liter) indication that the oil tank is full or empty.
Engine No. 1 oil tank has 2% less capacity and − The indication of a black view shows that a sufficient quantity of oil is in
Engine No. 2 oil tank has 3% more capacity due to the wing inclination angle. the tank for airplane dispatch (more than 2.5 U.S. gallons, or more than
60% full, as shown on the pilots’ center instrument panel).
The tank includes the following components: − The indication of a bright view shows that there is not a sufficient
Lube supply port, suction tube and screen. quantity of oil in the tank for airplane dispatch and oil servicing is
Oil is drawn from the bottom of the oil tank through a suction tube attached required.
to the tank cover. Oil servicing (Grafvity fill procedure)
Oil quantity transmitter Remove the filler cap to the oil tank. Add engine oil to the fill port of the oil tank
Magnetic drain plug is found at the bottom of the tank. and stop just before the oil level reaches the overflow port. Examine the filler
Antisiphon device cap O-ring and install the filler cap to the oil tank.
Antisiphon device prevents the oil from being siphoned through the oil NOTE: If you fill the oil tank when it is cool (30 minutes from engine
supply when the engine is not operating. The antisiphon device prevents the shutdown), you can fill it too much. This cannot cause damage to the engine,
oil from being siphoned through the oil supply when the engine is not but it can cause an incorrect indication of the oil consumption
operating. After engine shut down, the oil pressure downstream of the rate.
supply pump falls below the oil tank internal pressure. This lets the WARNING: DO NOT REMOVE THE FILLER CAP FOR THE OIL TANK FOR
lubrication unit to be unprimed by air in the oil tank. The oil is forced back FIVE MINUTES AFTER AN ENGINE SHUTDOWN. IF THE
into the oil tank through the antisiphon tube. CHECK VALVE IS, DEFECTIVE HOT OIL CAN COME OUT
Air/oil separator FROM THE OIL TANK AND CAUSE INJURY TO PERSONS.
Return oil discharges tangentially into the air/oil separator where the air is THE OIL IN THE TANK IS HOT AND PRESSURIZED DURING
spun out through the air vent to the forward oil sump. ENGINE OPERATION.

OIL B737-300/400/500
DISTRIBUTION
79−20
VENT TUBE ANTI−SIPHON

TUBE
LUBE
SCAVENGE
TUBE
OIL TANK
LUBE
SUPPLY
LOCKING PLUG TUBE
FILLER CAP ASSY.
OIL QUANTITY
TRANSMITTER
FILLER CAP ASSY.
SCUPPER
SAMPLING TUBE
STRAINER SIGHT GLASS
CHAIN OIL
TANK SCUPPER
DRAIN
BODY TUBE
CHECK VALVE / DIAPHRAGM
FWD
MAGNETIC DRAIN PLUG

203588/235879
Figure 23 Oil Tank
OIL B737-300/400/500
DISTRIBUTION
79−20
OIL TANK ANTISIPHON DEVICE

The antisiphon device is installed to prevent tank drainage due to siphoning
action through the oil-out tube when the engine is shutdown.
The device is integral with the oil tank cover and is located approximately
halfway through the oil-out elbow. It consists of an internal duct connecting an
oil supply line (bypassed from the aft sump feed line) to the oil-out elbow
through a restrictor. Connected to the duct above the restrictor is an internal
line from the upper part of the oil tank.
The funnel-shaped lower end of the tube, protected by a screen, extends down
to the bottom of the tank.
During normal operation, the oil-out line circulates oil to the pressure pump and
pressurized oil (by-passed from the aft sump supply line) flows back to top of
the tank through the internal line.
On engine shutdown, oil pressure downstream of the pressure pump drops.
When the pressure in the internal duct decreases below the tank internal
pressure, air moves up from the top of the tank through the internal line, duct
and restrictor to the oil-out elbow. Injection of air into the elbow unprimes the
system.
OIL TANK VENT

The oil tank vent allows venting of the oil vapor through an oil/air separator.
The lower part of the return cavity accommodates the return tube with its
integral air/oil separator and deflector.
The assembly consists of the return tube extending from the tank cover down
to the bottom of the tank. This tube is long enough to prevent flooding of the
pressure equalizing system under ”negative g” condition. The static air/oil
separator is located in the upper part of the tube. It consists of a helical ramp
(swirler) installed around a hollow center hub.
A deflector, at the lower end of the return tube, prevents oil disturbances in the
vicinity of the oil-out tube.
The air/oil mixture returned to the tank is directed onto the air/oil separator.
Separation of air from the oil particles is accelerated through the swirler. Oil
flows back down to the tank through the return tube and the deflector. Air
moves up the swirler center hub and joins the tank internal air and pressure
equalizing system at the top of the return cavity.

OIL B737-300/400/500
DISTRIBUTION
79−20
AFT SUMP
OIL PRESSURE
SUPPLY
RESTRICTOR
TO FORWARD SUMP
OIL OUT TO
SUPPLY PUMP
OIL SCAVENGE
CAVITY
VENT AIR OIL IN

AFT SUMP OIL
PRESSURE SUPPLY OIL SUCTION
NORMAL OPERATION ENGINE SHUTDOWN
AFT SUMP OIL

PRESSURE SUPPLY STATIC AIR/OIL
SEPARATOR
OIL OUT TO
SUPPLY PUMP OIL OUT TO
SUPPLY PUMP SWIRLER
RESTRICTOR LEGEND:
OIL
TUBE
AIR
SUCTION
TUBE
DEFLECTOR
SUCTION
TUBE
SCREEN ANTI-SLOSHING
SCREEN BULKHEADS
Figure 24 Anti Siphon Device
OIL B737-300/400/500
DISTRIBUTION
79−20
COMPONENTS
Lubrication unit
The lubrication unit is located on the AGB near the bottom of the fan case on
the left side. It contains the following:
Four positive displacement pumps (three scavenge pumps and the supply
pump).
The oil supply filter contains a cleanable filter element, check valve and
bypass valve (18 PSID)with clogging indicator (14 PSID).
Pressure relief valve (305 psid) located on the oil supply pump discharge
side of the unit.
Three magnetic chip detectors (MCD).
Magnetic chip detectors are located at the inlet to the scavenge pumps.
They trap particulates before entering the lubrication unit. Three magnetic
chip detectors are used on the lubrication unit, one on the inlet of each
scavenge pump. Each has a removable magnetic plug and a scavenge
screen.
Oil scavenge filter bypass switch

The oil filter differential pressure switch is a snap−action pressure sensitive
switch. The high pressure side of the switch is connected to the oil inlet side of
the scavenge filter housing. The low pressure side is connected to the
scavenge filter outlet tube. As the scavenge filter becomes clogged, the
pressure differential across the switch increases. When it gets to 25 to 27 psig,
the switch closes to complete the warning light circuit and the warning light for
the oil filter bypass comes on.

OIL B737-300/400/500
DISTRIBUTION
79−20
RED CLOGGING
INDICATOR
GLASS
INSPECTION
BOWL
CLOGGING KNURLED
INDICATOR RETAINING
RING
OIL SUPPLY
FILTER CLOGGING
INDICATOR
BODY
LUBRICATION UNIT
OIL SCAVENGE
FILTER BYPASS
SWITCH
ACCESSORY
GEARBOX
MAGNETIC CHIP
DETECTOR MAGNETIC CHIP DETECTOR RETENTION BAR
AFT SUMP
SCAVENGE TUBE
OIL SUPPLY
TUBE
AGB OIL
FWD SCAVENGE FORWARD SUMP
TUBE SCAVENGE TUBE 103949
Figure 25 Lubrication Unit

OIL B737-300/400/500
DISTRIBUTION
79−20
Scavenge oil filter
The scavenge oil filter is installed in series between the scavenge pump outlet
and the main oil/fuel heat exchanger. It is located just above the lubrication
unit and consists of a replaceable filter cartridge, a bypass valve (ca. 38 PSID)
with clogging indicator (ca. 31 PSID) and a non−return valve.
Oil temperature bulb

The oil temperature bulb is a temperature sensitive resistance
element enclosed in a metal case. The resistance of the element varies with
oil temperature. It is mounted in a boss on the oil scavenge filter
and measures the temperature of the oil leaving the oil scavenge filter.
On airplanes equipped with digital flight recorder using oil system parameters,
the oil temperature bulb consists of a dual resistance element.
Main oil/fuel heat exchanger and servo fuel heater

The main oil/fuel heat exchanger is attached to the fuel pump and the servo
fuel heater. It is located at the 9 o’clock position on the fan case. The main
oil/fuel heat exchanger is a tubular type consisting of the housing, removable
core and core access cover. Both fuel and oil portions of the oil/fuel heat
exchanger contain bypass valves. This permits fuel and/or oil to bypass the
core in the event of a blockage. A drain port is also provided to check for
possible fuel leaks from the core ends into the core housing.

OIL B737-300/400/500
DISTRIBUTION
79−20
CORE ACCESS COVER SERVO FUEL

HEATER
MAIN OIL/FUEL
OIL OUT
HEAT EXCHANGER TUBE
OIL SCAVENGE
MAIN OIL/FUEL FILTER
HEAT EXCHANGER
CLOGGING
INDICATOR
FILTER
HEAD
OIL IN TUBE
OIL OUT TUBE

OIL IN
TUBE
OIL
TEMPERATURE
BULB
FUEL DRAIN TUBE
FUEL PUMP
FWD
FILTER BOWL
FWD
193221/103953
Figure 26 Scavenge Oil Filter a. Main Oil/Fuel Heat Exchanger

OIL B737-300/400/500
DISTRIBUTION
79−20
Oil Pressure Transmitter
The oil pressure transmitter is a variable reluctance type using a pressure
sensitive diaphragm coupled to a transformer. The oil pressure transmitter is
connected to a pressure tap on the forward sump oil supply tube and the TGB
(transfer gear box) vent. It is mounted at the 9:30 o’clock position on the fan
case just below the fuel flow transmitter.
Low oil pressure warning switch
The low oil pressure warning switch is a snap action, pressure−sensitive
switch. It is connected in parallel with the oil pressure transmitter to oil supply
pressure and vent pressure lines. The low oil pressure warning switch is
mounted on a bracket on the fan case just forward of flange K at the 10 o’clock
position.
The low oil pressure warning switch remains open above 15 psig and closes if
the oil pressure drops below 12 psig. When it closes, the warning circuit is
completed and a relay in the engine accessory unit is activate and the low oil
pressure warning light illuminates.
The relay in the engine accessory activate:
Flight data recorder (turn on signal on GRD).
FWD entry light dim circuit.
Passenger address system; voice control (No.1 Eng. only).

OIL B737-300/400/500
DISTRIBUTION
79−20
ELECTRICAL
CONNECTOR
LOW OIL PRESSURE
WARNING SWITCH
−OIL PRESSURE TRANSMITTER

−LOW OIL PRESSURE
WARNING SWITCH
OIL PRESSURE
TRANSMITTER
FORWARD
TEE FITTING
OIL SUPPLY FWD

ELECTRICAL
PRESSURE TUBE
CONNECTOR
VENT PRESSURE TUBE

FROM THE TGB
165868
Figure 27 Oil Press. X-mitter a. Low Oil Press. Warning Switch

OIL B737-300/400/500
DISTRIBUTION
79−20
MAGNETIC CHIP DETECTOR INSPECTION

General Clean the scavenge screen with solvent and flush it with engine oil.
This procedure examines the engine oil for contamination. This procedure
Inspection
contains three tasks.
Permitted (usual) contamination:
Remove the MCD Not many particles on the plug or screen and the particles must be very
Make sure the area around the MCD is clean before you remove it and use short.
very clean containers and equipment. Not permitted (unusual) contamination:
Put a container below the MCD. Large pieces; pieces that can be identified as bearing parts; flat pieces.
If the engine has a retention bar for the MCD’s (ENGINES WITH CFMI SB Pieces of bearing cages; tab washer pieces; a large number of particles and
79−054 OR 79−055), open the retention bar to get access to the MCD’s. long particles.
Install the removal/installation tool for the magnetic plug.
Install the MCD
Push the tool and magnetic plug in while you turn it one quarter
turn counterclockwise and pull down on the tool to remove the MCD. On MCDs with a D−shaped seal, examine the seal for cuts, tears or other
damage. If there is damage to the D−shaped seal, replace the seal.
Release the magnetic plug from the removal/installation tool.
The D−shaped seal does not replace the O−ring. You must install the
Examine the magnetic plug and scavenge screen very carefully for unusual
D−shaped seal and O−ring for a correct seal of the MCD.
or unwanted material (AMM 79−00−00/601).
Make sure the groove on the magnetic plug is clean and install a new
Make sure that you do not change the particles.
O−ring, lubricated with engine oil, in the groove on the magnetic plug.
CAUTION: REMOVE AND INSTALL THE MCD’S ONE AT A TIME TO Install the scavenge screen on the magnetic plug
PREVENT AN ERROR IN IDENTIFICATION OF THE SOURCE
Make sure the spring−loaded pin engages the hole in the scavenge screen.
OF THE MATERIAL ON THE MCD.
Install the MCD removal/installation tool on the magnetic plug.
Clean the MCD Carefully put the MCD into the lubrication unit and make sure the MCD goes
Push the spring−loaded pin that attaches the scavenge screen to the in straight to prevent damage the scavenge screen.
magnetic plug and remove the scavenge screen. Align the bayonet pins with the slots of the bayonet housing on the
Remove and discard the O−ring from the magnetic plug. lubrication unit.
On MCD’s with a D-shaped seal, use the D-shaped seal again. Do not Push the magnetic chip detector in and turn it clockwise one quarter turn
remove the seal unless it is torn, or damaged. The seal must be damaged and make sure the pin moves into the locked position.
to remove it and a fitting tool is necessary to install a new seal. The three plug handles must be aligned and in the locked position.
Be careful when you clean the MCD. If something hits the magnet, damage If the plug has red marks (CFMI SB 79−012), the marks must be seen in the
to the MCD can occur. slots of the bayonet housin
The use of a magnet to remove particles from the magnetic plug is not If the engine has a retention bar for the magnetic chip detectors, move the
recommended it can decrease the magnetic performance. retention bar down until it snaps into its self−locking position.
Remove the particles from the magnetic plug with a clean cloth and a fiber Do the engine oil servicing procedure (AMM 12−13−11/301).
pusher.

OIL B737-300/400/500
DISTRIBUTION
79−20
MAGNETIC PLUG REMOVAL

FORWARD SUMP AND INSTALLATION TOOL
AFT SUMP SCAVENGE
SCAVENGE
TGB/AGB
LUBRICATION
UNIT D−SHAPED SEAL
0−RING
FWD
SEE A SCAVENGE
SCREEN
LOCKING PIN
BAYONET PIN MAGNETIC
PLUG HANDLE
MAGNETIC
SPRING PLUG HANDLE
LOADED LEVER SPRING LOADED
MAGNETIC PLUG
REMOVAL AND PIN
INSTALLATION MAGNETIC PLUG
TOOL
SPRING LOADED
PIN
MAGNETIC ACCEPTABLE (NORMAL) UNACCEPTABLE (ABNORMAL)

PLUG HANDLE ”WHISKERS” ”WHISKERS”
RED MARK
A
131484/180698
Figure 28 Magnetic Chip Detector Inspection
OIL B737-300/400/500
INDICATING
79−30
79−30 INDICATING
LOP AND OIL FILTER BYPASS WARNING SYSTEM
Oil Filter Bypass Warning System Low Oil Pressure Warning System
The oil filter bypass warning system provides an indication in the The low oil pressure warning system provides an indication in the
flight compartment of a clogged scavenge oil filter element and an flight compartment of low engine oil pressure. The system consists of a low
impending filter bypass. The system consists of an oil filter oil pressure warning switch and a low oil pressure warning light.
differential pressure switch and an oil filter bypass warning light for each Low Oil Pressure Switch
engine.
The low oil pressure warning switch is a snap action,
Oil Filter Differential Pressure Switch pressure−sensitive switch. It is connected in parallel with the oil pressure
The oil filter differential pressure switch is a snap−action pressure sensitive transmitter to oil supply pressure and vent pressure lines. The low oil
switch. The high pressure side of the switch is connected to the oil inlet pressure warning switch remains open above 15 psig and closes if the oil
side of the scavenge filter housing. The low pressure side is connected to pressure drops below 12 psig. The low oil pressure warning switch is
the scavenge filter outlet tube. The oil filter differential pressure switch is mounted on a bracket on the fan case just forward of flange K at the 10
attached to a bracket mounted on the lubrication unit. o’clock position.
Oil Filter Bypass Warning Light Low Oil Pressure Warning Light
Two amber oil filter bypass warning lights, one for each engine, are located There are two amber low oil pressure warning lights located on the
on the pilot’s center instrument panel, P2. Lights illuminate to indicate oil pilots center instrument panel, P2, one for each engine. The light
scavenge filter bypass. illuminates when the engine oil pressure drops below a specified limit.
Operation Operation
28 volts dc power is supplied to the oil filter bypass warning system from the 28 volts dc power is supplied to the low oil pressure warning system from the
P6−3 breaker panel. As the scavenge filter becomes clogged, the pressure P6−3 circuit breaker panel. When it closes, the warning circuit is completed and
differential across the switch increases. When it gets to 25 to 27 psig, the the low oil pressure warning light illuminates.
switch closes to complete the warning light circuit and the warning light for the Turn on signal for Digital Flight Data Recorder on GRD.
oil filter bypass comes on.
Auto dim activation of the FWD entry lights in conjunction with the control
NOTE: During the first start of the day or during cold weather starts, the cabine door.
oil pressure can go above the normal range and the oil Passenger address system; voice control (No.1 Eng. only).
filter bypass light can come on. Operate the engine at idle power;
the filter bypass light should go off as the oil warms and
the pressure returns to normal.

OIL B737-300/400/500
INDICATING
79−30
28/16V DC
NC
A
MASTER DIM
SEC 2 A
OIL PRESS. OIL PRESS.
MASTER FROM FILTER FROM FILTER
TEST INLET OUTLET
OIL FILTER
BYPASS
P6 CIRCUIT A
BREAKER ENGINE 1 OIL FILTER OIL SCAVENGE FILTER
PANEL BYPASS LIGHT BYPASS SWITCH
P2−2 CENTER INSTRUMENT PANEL ENGINE 1
28/16V DC
A
MASTER DIM
SEC 5 A
VENT
MASTER FLIGHT DATA PRESSURE OIL SUPPLY
TEST RECORDER FROM TGB PRESSURE
LOW OIL
PRESSURE FWD ENTRY LIGHT
P6 CIRCUIT A DIM CIRCUIT
BREAKER ENGINE 1 LOW OIL PA SYSTEM
PANEL LOW OIL PRESSURE
PRESSURE WARNING LIGHT ENG.1 ONLY WARNING SWITCH
P2−2 CENTER INSTRUMENT PANEL ENGINE ACCESSORY UNIT ENGINE 1

101680/131853
Figure 29 LOP Warning and Filter Bypass Switch Sys. Schematic

OIL B737-300/400/500
INDICATING
79−30
SYSTEM DESCRIPTION (CONFIG. 1)

Engine Oil Pressure Indicating System Engine Oil Temperature Indicating System
The oil pressure indicating system provides visual indication of oil The oil temperature indicating system provides visual indication of
pressure measured in the engine oil distribution system. The system consists oil temperature, measured in the oil scavange system. The system consists of
of oil pressure transmitter and oil pressure indicator on the secondary engine oil temperature bulb and oil temperature indicator on the secondary engine
display. display unit.
Engine Oil Pressure Transmitter Engine Oil Temperature Bulb
The oil pressure transmitter is a variable reluctance type using a pressure The oil temperature bulb is a temperature sensitive resistance
sensitive diaphragm coupled to a transformer. The oil pressure transmitter element enclosed in a metal case. The resistance of the element varies with
is connected to a pressure tap on the forward sump oil supply tube and the oil temperature. It is mounted in a boss on the oil scavenge filter
TGB (transfer gear box) vent. It is mounted at the 9 o’clock position on the and measures the temperature of the oil leaving the oil scavenge filter. On
fan case just below the fuel flow transmitter. airplanes equipped with digital flight data acquisition unit (DFDAU) using oil
Engine Oil Pressure Indicator system parameters, the oil temperature bulb consists of a dual
resistance element.
The engine oil pressure signal is derived from a three wire variable
reluctance transducer. The signal conditioning consists of half wave Engine Oil Temperature Indicator
rectification of the reference and signal voltage. The DC values are The engine oil temperature signal is derived from a resistive temperature
smoothed and routed to an analog to digital converter, via a multiplexer. The bulb. The signal conditionig consists of applying a constant current, from a
digitized values are processed to compute the oil pressure, formatted and internal reference supply, to the resistance probe and applying the voltage
displayed on an LED pointer under the interrupt control of an drop across the resistance probe to a differential amplifier. The amplifier
microprocessor. output is applied to an analog to digital converter, via a mutiplexer. The
The oil pressure is monitored and if equal to or greater than 13 psi, manual digitized values are processed to compute the oil temperature, formatted
BITE is inhibited. Open or short circuit input signal conditiones, or out of and displayed on a LED pointer under the interrupt control of an
range values of oil pressure are signalled by slewing the pointer to zero, microprocessor.
holding the setting for 2 seconds, then “blanking” the display. If the oil Open or short circuit input signal conditiones, or out of range values of oil
pressure returnes to within range, the display automatically indicates the temperature are signalled by slewing the pointer to zero, holding the setting
new value. for 2 seconds, then “blanking” the display. If the oil temperature returnes to
within range, the display automatically indicates the new value.

OIL B737-300/400/500
INDICATING
79−30
Engine Oil Quantity Indicating System
The engine oil quantity indicating system gives a visual indication of the usable
oil quantity in the engine oil tank. The system consists of oil quantity transmitter
and oil quantity LED display on the secondary engine display.
Engine Oil Quantity Transmitter
The oil quantity transmitter is a variable capacitance type. Two concentric
tubes form the plates of the capacitor. A compensator probe is found at the
bottom of the transmitter.
Engine Oil Quantity LED Display
The engine oil quantity signal is derived from a three wire capacitance probe
which can be considered as two separate capacitors. One capacitor is a
variable quantity dependent upon tank quantity, the other can be considered
as a zero oil quantity reference capacitor. The signal conditioning consists
of applying an 8 kHz reference voltage to the zero reference capacitor and a
variable 8 kHz voltage to the other capacitor. A multiplaying digital to analog
converter is used to generate the varible 8 kHz voltage. An microprocessor
successively adjusts the digital input value to the DAC until a detector circuit
indicates equality of currents in each capacitor. The digitized value
represents the ratio of the two capacitors and is used to compute the oil
quantity value. The quantity value is formatted and displayed on a 2−1/2
digit 7 segment LED display under the interrupt control of the
microprocessor.
Open or short circuit input signal conditiones, or out of range values of oil
quantity are signalled by slewing the display indication to zero, holding the
indication for 2 seconds, then displaying “dashes”. If the oil quantity returnes
to within range, the display automatically indicates the new value.

OIL B737-300/400/500
INDICATING
79−30


OIL B737-300/400/500
INDICATING
79−30
VENT
TAT − C PRESSURE
FROM TGB
PSI
28V AC
XFR BUS 2
ENG 2 OIL
OIL
TEMP AND PRESS ENGINE 2
PRESSURE TO DFDAU
AND ACMS OIL PRESS
TRANSMITTER OIL SUPPLY
P6 CIRCUIT BREAKER PRESSURE
PANEL C
OIL
TEMP
115V AC
%FULL TO DFDAU
BUS 2
AND ACMS
C281 OIL QTY
ENG 2 ENGINE 2 OIL
OIL QTY TEMPERATURE BULB
P6 CIRCUIT BREAKER
PANEL
VIB
A HYD B
x1000
PSI
ENGINE
PRESS OIL QUANTITY
COMPENSATOR
%FULL
& TANK UNIT
QTY
RF 88%
BITE
BUTTON
SECONDARY ENGINE/HYDR. DISPLAY
Figure 30 Engine Oil Indicating Sys. Schematic (Config. 1)
OIL B737-300/400/500
INDICATING
79−30
SYSTEM DESCRIPTION (CONFIG. 2)

Oil Temperature Indicating System Oil Pressure Indicating System
The oil temperature indicating system measures the temperature of the engine The oil pressure indicating system provides visual indication of
oil in each engine and provides a visual indication of the oil temperature in the pressure measured in the engine oil distribution system.
flight compartment. The oil pressure indicating system consists of:
The oil temperature indicating system consists of: Oil Pressure Transmitter
Oil Temperature Bulb The oil pressure transmitter is a variable reluctance type using a pressure
The oil temperature bulb is a temperature sensitive resistance sensitive diaphragm coupled to a transformer. The oil pressure transmitter
element enclosed in a metal case. The resistance of the element varies is connected to a pressure tap on the forward sump oil supply tube and the
with oil temperature. It is mounted in a boss on the oil scavenge filter TGB (transfer gear box) vent. It is mounted at the 9:30 o’clock position on
and measures the temperature of the oil leaving the oil scavenge filter. the fan case just below the fuel flow transmitter.
On airplanes equipped with digital flight recorder using oil Oil Pressure Indication
system parameters, the oil temperature bulb consists of a dual Two oil pressure indicators, one for each engine are located on the pilots’
resistance element. center instrument panel, P2. Each indicator is an air tight unit containing a
Oil Temperature Indicator. receiver, motor and gear train. A pointer is attached to the gear train. The
The oil temperature indicator provides a dial/pointer indication of the oil indicator face is calibrated from 0 to 100 psig.
temperature. Two indicators, one for each engine are located on the pilots’ Flight Data Recorder and ACMS are supplied by the indicator.
center instrument panel, P2.
Operation
The oil temperature indicator consists of a stationary coil, a moving coil, a
pointer attached to the moving coil and a dial face graduated from 28 volts ac power is supplied to the oil pressure indicating system from the
−50C to 200C. P6−2 circuit breaker panel. Indicator lighting is 5 volts ac. At the transmitter, oil
pressure acts on the diaphragm which moves an armature between two coils
Operation changing the reluctance. The induced reluctance signal is picked up by the
28 volt ac power is supplied to the oil temperature indicating system from the receiver in the indicator and positions the indicator motor. The pointer, coupled
P6−2 circuit breaker panel. Indicator lighting is 5 volts ac. to the motor through the drive train displays the pressure reading on the dial
Oil temperature is measured by the temperature sensitive resistance element face.
in the oil temperature bulb. The resistance element is one leg of a wheatstone Normal indications:
bridge circuit that controls current flow to the moving coil in the oil temperature − at idle power 25 - 30 psig Oil Pressure
indicator. The moving coil with the attached pointer rotates in proportion to the
− at high power 60 - 70 psig Oil Pressure
applied current.
Note: A leak at the vent pressure tube to the transmitter rises up the oil
Normal indications:
pressure.
− at idle power 80C Oil Temperature
− at high power 90 - 100C Oil Temperature

OIL B737-300/400/500
INDICATING
79−30
28V AC
XFR BUS 2
ENG 2 OIL
TEMP AND
PRESSURE
200
150 OIL TO DFDR
AND ACMS
P6 CIRCUIT BREAKER 100
C
PANEL −50
TEMP
50
0 ENGINE 2 OIL
TEMPERATURE BULB
ENGINE 2 OIL TEMPERATURE ENGINE 2

INDICATOR
28V AC
XFR BUS 2
VENT
ENG 2 PRESSURE
OIL TEMP AND FROM TGB
PRESSURE +V POWER
SUPPLY
P6 CIRCUIT BREAKER
PANEL
80 ENGINE
60 OIL
PRESS OIL PRESS OIL SUPPLY
TRANSMITTER PRESSURE
100
40
PSI 0
20 ENGINE 2
TO DFDR
AND ACMS
ENGINE 2 OIL PRESSURE

INDICATOR 148337/150235
Figure 31 Engine Oil Indicat. Sys. Schematic (Config. 2)

OIL B737-300/400/500
INDICATING
79−30
Oil Quantity Indicating System System test
The oil quantity indicating system gives a visual indication of the usable oil This procedure contains a:
quantity in each engine oil tank. system test for the oil quantity indication system.
The system consists of the: The system test will make sure the system is accurate.
Oil Quantity Transmitter The system test drains the oil tank and adds known quantities of oil to the
The oil quantity transmitter is a variable capacitance type. Two concentric tank. The system test adjusts the full and empty pointer.
tubes form the plates of the capacitor. The inner tube is profiled varying the Calibrate the oil quantity indicator with oil in the tank.
distance between the tubes to make allowances for variations in tank Adjustment of the indicator after the installation is necessary to correct for
cross−sectional area. A compensator probe is found at the bottom of the differences in the tank unit capacitance and for wire capacitance.
transmitter.
Do the indicator adjustment at all oil changes, when you change the
Oil Quantity Indicator indicator and when you change the engine.
The oil quantity indicator consists of an illuminated dial face, a position When calibrated with the above procedure, the oil quantity indicator will show
pointer and an amplifier−bridge assembly. The amplifier−bridge assembly the useable quantity of oil in the tank. Approximately 1−2 quarts of oil are in the
consists of an amplifier, a bridge circuit, a power supply circuit and an engine sump. This oil is not useable by the engine and is not measured by the
indicator motor. Two oil quantity indicators, one for each engine are located indicator system.
on the pilot’s center instrument panel, P2.
Operation
115 volts ac power is supplied to the oil quantity indicating system from the
P6−2 circuit breaker panel. Indicator lighting is 5 volts ac.
The oil quantity transmitter acts as a variable capacitor. The level of oil in the
transmitter tube establishes a dielectric value between the inner and outer
tube. The dielectric value between the tubes determines the capacitance and
establishes an indicator bridge signal. The compensator probe measures the
dielectric constant of the oil such that the capacitance is independant of
temperature or the type of oil used. The differential amplifier picks up the bridge
circuit signal from the power supply and drives the indicator motor and the
attached pointer. The bridge circuit keeps the pointer position and provides for
pointer adjustment.

OIL B737-300/400/500
INDICATING
79−30
115V AC
BUS 2
TO ENGINE 1
C281
ENG 2
ENGINE OIL QTY
OIL QTY
PRESS TO TEST SW
P6 CIRCUIT BREAKER FULL

PANEL ADJ
EMPTY ADJ
A
OIL 0
QUANTITY ENGINE
4
1 OIL QUANTITY
GALLONS LIGHTING
3 COMPENSATOR
2
& TANK UNIT
ENGINE 2 OIL QUANTITY INDICATOR ENGINE 2
329243
Figure 32 Engine Oil Quantity Indicating Sys. Schematic (Config. 2)

ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76−10
ATA 76 ENGINE CONTROLS

76−10 POWER CONTROL
ENGINE CONTROL SYSTEM
General
The engine control system for each engine is divided into three subsystems:
forward thrust control system.
The forward thrust control system consists of a thrust lever assembly
for each engine, connected to each main engine control by control cables,
an engine control drum and a push−pull cable . The forward thrust control
system regulates the engine fuel flow and hence forward thrust.
An engine control drum for each engine is mounted on the forward face of
the front wing spar The drum transmits engine control cable travel to the
push−pull cable by means of a rack and pinion system.
Integrated autothrottle servomechanisms are installed in the throttle control
cable runs. The servomechanisms are located between floor beams at the
aft end of the electronic equipment compartment. In the autothrottle mode,
the system is controlled by the autothrottle computer and the throttle levers
are driven through the servomechanisms (Ref Chapter 22, Auto Flight).
reverse thrust control system.
The reverse thrust control system consists of a reverse thrust lever for each
engine connected to each main engine control by the same control cables,
engine control drum and push−pull cable used to control forward thrust.
However, the reverse thrust control system causes cable travel in the
opposite direction and actuates the thrust reverser. The system regulates
fuel flow to the engine and hence reverse thrust. A lockout mechanism
prevents simultaneous motion of the forward and reverse thrust levers.
start control system.
The start control system consists of a start lever assembly for each engine,
connected to each main engine control by control cables, a start control
drum and a push−pull cable. The start control system energizes the ignition
system and initiates fuel flow to the engine.

POWER CONTROL
76−10
STRUT DRUM
CONTROL BOX
CONTROL
STAND
CONTROL
CABLES
PUSH-PULL CABLES
INTEGRATED
AUTOTHROTTLE MEC FUEL
SERVOMECHANISMS CONTROL BOX
102628
Figure 33 Engine Control System

POWER CONTROL
76−10
ENGINE CONTROL COMPONENTS

Thrust Lever Assembly
Two thrust lever assemblies on the control stand control the forward thrust and forward thrust lever. When the forward thrust lever is more than slightly
reverse thrust of the engines. Each thrust lever assembly consists of a: forward of the idle position, the pawl is not aligned with the lockout hole.
forward thrust lever The web then opposes the force of the control link on the pawl so the
reverse thrust lever cannot be moved more than slightly aft of OFF.
The forward thrust lever, with the reverse thrust lever attached to it, is
concentrically mounted with the thrust control drum. One end of the control reverse thrust detent
link is riveted to the reverse thrust lever and the opposite end is attached to When reverse thrust is increased, a detent contained in the thrust lever is
the thrust control drum. felt. This detent indicates that maximum normal reverse thrust has been
As the thrust lever is advanced from the idle position, the control link rotates commanded. As the reverse thrust lever is returned toward the stow
the thrust control drum to actuate the main engine control to increase thrust. position, another detent is felt. This detent indicates that further motion of
The forward thrust idle position is against an idle stop on the control stand the reverse thrust lever toward stow will cause the thrust reverser to stow.
cover and full forward thrust is obtained before the lever contacts the
Engine Start Lever
forward stop on the control stand cover.
Two engine start levers on the control stand are used to start the engines.
reverse thrust lever
Each lever controls energizing the ignition system and initiating or shutting off
For reverse thrust, the lever assembly movement actuates the thrust fuel flow to the respective engine by switch actuating cams on the start control
reverser before increasing fuel flow. drum. The start lever is provided with a spring−loaded detent catch which may
An autothrottle disconnect switch and an auto−take off and go−around be released by lifting the knob. The detent secures the lever in the CUTOFF
switch is incorporated in the thrust lever assembly (Ref Chapter 22, and IDLE position.
Auto Flight).
pawl assy. Integrated Autothrottle Servomechanism
A lockout mechanism prevents simultaneous actuation of the forward The integrated autothrottle servomechanism is composed of a torque
and reverse thrust levers to assure positive forward or reverse switch mechanism and an actuator assembly.
thrust control. The ability of each lever to move depends on the position The torque switch mechanism consists of input and output quadrants with an
of the other lever. If the forward thrust lever is more than slightly forward of integral cam to operate switches, a mechanism to permit pilot override of the
the idle position, the reverse thrust lever cannot be moved more than a servo drive, a means of generating braking friction to prevent throttle creep in
small travel aft from OFF. If the reverse thrust lever is moved more than a the manual mode, and a support framing with two removable control cable
small travel from OFF with the forward thrust lever on the idle stop, the guards amd locating dowel pins.
forward thrust lever cannot be moved. The lockout between the levers is a The actuator assembly consists of a servo motor with reduction gearing to form
pawl, riveted to the forward thrust lever. The pawl is between the thrust the prime mover, an electromagnetic clutch, a tachometer to provide servo
lever and the control link. When the forward thrust lever is in the idle motor speed signal, and electronic circuitry. The output pinion from the
position, the pawl is aligned with the lockout hole in the web of the control servomotor drives the input shaft of the torque switch mechanism via the
stand thrust lever cover. As the reverse thrust lever is moved from the OFF reduction gearing and the electromagnetic clutch. The electromagnetic clutch
position, the control link forces the pawl into the hole to lock the forward engages the servo drive to the motor output shaft.
thrust lever in the idle position. As the reverse thrust lever is returned to the
OFF positon the control link pushes the pawl from the hole to unlock the

POWER CONTROL
76−10
REVERSE AUTOTHROTTLE
THRUST DISCONNECT
LEVER SWITCH
A PAWL ASSY AUTO−TAKEOFF

AND GO−AROUND
SWITCH
CONTROL
LINK FORWARD TRHUST LEVER
THRUST DRUM
REVERSE START
THRUST LEVER
FWD
FORWARD
FWD THRUST
CONTROL
FUEL VALVE LINK
SHUTOFF
SWITCHES
START
DRUM
TORQUE SWITCH
IGNITION MECHANISM
SWITCHES
THRUST LEVER ASSEMBLY AUTOTHROTTLE

ACTUATOR
CONTROL
PAWL STAND WEB
INTEGRATED AUTOTHROTTLE
SERVOMECHANISM
IDLE STOP
CONTROL LINK
FWD IDLE THRUST LEVER
A PAWL ASSY 104025/101133
Figure 34 Engine Control Components

POWER CONTROL
76−10
Strut Drum Control Box
The engine control drum is mounted on the forward face of the front wing spar.
It receives input for forward or reverse thrust from the thrust control cables
connected to the thrust control drum and thrust lever in the control stand. A
rack and pinion in the engine control drum translates the thrust cable drum
rotation to linear motion in the push−pull cable. The flexible push−pull cable
transmits linear motion to the fuel control box on the main engine control at the
lower left side of the engine. The engine control drum also receives inputs from
the thrust reverser feedback push−pull cables. The thrust reverser feedback
moves an interlock cam to permit thrust increase when the reverser
sleeves approach the commanded position.
MEC Fuel Control Box
A rack and pinion in the engine control drum translates the thrust cable drum
rotation to linear motion in the push−pull cable. The flexible push−pull cable
transmits linear motion to the fuel control box on the main engine control at the
lower left side of the engine.
There are different fuel control boxes between CFM 56-3B1/B2 engines and
CFM 56−3C1 engines installed. Depending on aircraft type the fuel control
boxes are different to limit the max. TO − Thrust.
To avoid wrong installation rack tang and support plate are different.

POWER CONTROL
76−10
THRUST CABLES
THRUST CABLE DRUM
ENGINE CONTROL DRUM
START CABLES
RIG HOLES
UNDER SEAL
INBD RACK TANG 737-300 RACK TANG 737-400 RACK TANG 737-500
FWD
CABLE
DISCONNECT CABLE QUADRANT
THRUST START CONTROL

PUSH−PULL DRUM
CABLE START
THRUST REVERSER START PUSH−PULL CABLE PUSH-PULL CABLE CONTROL
FEEDBACK PUSH−PULL DISCONNECT CABLE
CABLES
STRUT DRUM CONTROL BOX RIG PIN HOLE
R P
0.437 INCHES SHUTOFF

DOWEL PINS OFF CENTER MEC FUEL LEVER
CONTROL BOX
0.250 INCHES
OFF CENTER DOWEL PINS AFT COVER
PLA SYNCHRO
CFM 56−3−B1 CFM 56−3C−1
ENGINE SUPPORT PLATE ENGINE SUPPORT PLATE MEC FUEL CONTROL BOX
326386/204504
Figure 35 Engine Control Components

POWER CONTROL
76−10
ENGINE CONTROL SYSTEM - ADJUSTMENT

General
The engine control rigging are divided into thrust control rigging and start Thrust control push pull cables rigging.
control rigging. − Make sure that the two forward thrust lever are at the idle position.
Equipment − Install the rig pin 3 in the ”P” (part power stop) rig pin hole in the fuel
Rig Pins control box, on both engine.
Protractor − Attach the protractor to the thrust lever for the first engine.
Pull Scale − Move the first thrust lever forward to touch the rig pin in the ”P” hole.
The power lever position must be 30 (+/−1)from the idle stop.
THRUST CONTROL RIGGING − Move the second thrust lever forward to touch the rig pin in the ”P” hole.
The power lever position must be 30 (+/−1)from the idle stop.
Thrust Control Rigging
− If necessary, adjust the turnbarrel on the push−pull cable to get the
are divided into: thrust lever travel.
Thrust control cables rigging (Forward and Aft Loop). − Adjust the turnbarrel on the push−pull cable for the second engine until
NOTE: The forward loop extends from the control stand to the two thrust levers align within 1.52 mm.
the autothrottle servomechanism. The turnbuckles are located
in the electronic compartment.
The aft loop extends from the autothrottle servomechanism to the quadrant
at the strut drum control box.
Turnbuckles for the forward loop are located forward of the autothrottle
servomechanisms.
Turnbuckles for the aft loop are located in the fuselage.
− Make sure that the forward thrust lever is at the idle position.
− Adjust the cables in the forward loop so that rig pin 1 can be freely
inserted in the torque switch mechanism of the autothrottle. If it is

neccessary adjust the forward loop with the turnbuckles in the electronic
equipment bay.
− Adjust the cables in the aft loop so that rig pin 2 can be freely inserted
throught the IDLE hole in the strut drum control box. If it is neccessary
adjust the aft loop with the turnbuckles in the forward cargo
compartment..

POWER CONTROL
76−10
PART POWER (30 TLA)

IDLE (0 TLA)
RIG PIN 1
THRUST
TORQUE SWITCH CONTROL
MECHANISM CABLES
PROTRACTOR
CONTROL STAND
FWD
RIG PIN 2 THRUST CONTROL

PUSH−PULL CABLE
PT PWR RIG PIN HOLE TURNBARREL
(80 PLA) (CABLE ADUSTMENT)
STRUT DRUM DISCONNECT

CONTROL BOX CLAMP
PART POWER
STOP PIN HOLE
IDLE RIG PIN HOLE (92.5 PLA)
(55 PLA)
RIG PIN 3 R P
FWD
AFT COVER
MEC FUEL
CONTROL BOX
204490/152109
Figure 36 Thrust Control Rigging
POWER CONTROL
76−10
START CONTROL RIGGING

Start Control Rigging
The engine start control rigging are divided into:
Start control cables rigging.
− Make sure that the applicable start lever is at the CUTOFF detent and
that the retainer pin on the fuel shutoff quadrant is against the stop plate
of the Fuel Shutoff Assembly
− If it is neccessary adjust the cables with the turnbuckles in the forward
cargo compartment.
Start control push pull cables rigging.
− At the fuel control box, look for a clearance of 0.25 −1.27 mm between
the fuel shutoff lever and the cutoff stop on the MEC.
− If the clearance is not correct, adjust the lower rodend to get the correct
clearance.

POWER CONTROL
76−10
START LEVER
START CONTROL
PUSH−PULL CABLE
CUTOFF DETENT
JAMNUTS
STRUT DRUM
CONTROL BOX
R P
0.25 − 1.27 mm
ROD END
RETAINER FITTING
PIN
STOP FUEL SHUTOFF LEVER
PLATE FUEL CUTOFF STOP
SHUTOFF
ASSEMBLY
AFT COVER
FWD
START DRUM
START CONTROL
PUSH-PULL CABLE
204490
Figure 37 Start Control Rigging
POWER CONTROL
76−10
AUTOTHROTTLE RIGGING ADJUST

Auto Throttle PLA Synchro Test/Adjust
Adjust the power lever angle (PLA) synchro when you replace:
PLA synchro
Engine fuel control box unit
Engine
The rigging adjustment of the PLA synchro is part of the A/T BITE Equipment
and Materials.
Make sure that CDU shows the A/T BITE TEST − RIGGING ADJUST page.
Move the thrust lever to fully forward.
Airplanes with A/T computer −11 and on; The equivalent SYNC (synchro)
values shown are from around zero to around 327.5 degrees.
If necessary adjust the syncro as follow:
− Loosen the mounting clamps on the PLA synchro.
− Turn the synchro body until the CDU display shows 327.5 +/-0.5.
− Retighten the PLA synchro mounting clamps.

POWER CONTROL
76−10
MCDU KEYS INIT

REF
NEXT
MEC FUEL
PERF INIT A / T BITE TEST 1/2 PLA SYNCHRO
PAGE CONTROL BOX
GW/CRZ CG CRZ ALT MOUNTING BOLTS
< CURRENT STATUS
PLAN FUEL CRZ WIND < INFLIGHT FAULTS
MEC FUEL
ZFW TRANS ALT < LRU INTERFACE CONTROL BOX
RIG MARK
< INTERACTIVE
RESERVES (LOCATED ON
6L < ENGINES / RATINGS UNDERSIDE OF
< INDEX TAKE OFF > FLANGE)
< INDEX
MCDU
A / T BITE TEST 2/ 2
INIT / REF INDEX 1/1
< RANGE CHECK

< IDENT NAV DATA > 2L
< POS MSG RECALL > < RIGGING ADJUST
< PERF ALTN DEST > CLAMPING PLATES
< TAKE OFF DATA LINK > 5R
< APPROACH MAINT >
< INDEX
FLANGE INDEX MARK
SYNCHRO GEAR
INDEX MARK
A / T BITE TEST
RIGGING ADJUST
< FMCS MOVE THROTTLES FULLY
3L < DFCS FORWARD ADJUST SYNCHRO
< A/T BODIES UNTIL SYNC / TARGET POWER LEVER
ANGLES MATCH + / - 0.5 DEG ANGLE SYNCHRO
< IRS
THROT 1 SYNC X X X . X DEG
< EFIS
TARGET 3 2 7 . 5 DEG
< INDEX
THROT 2 SYNC X X X . X DEG
TARGET 3 2 7 . 5 DEG
< INDEX
682944/149064
Figure 38 Autothrottle Rigging Adjust

FRA
FRA US
US/T
82gz
hs 6.3.96
16.5.95 Page 79
POWER CONTROL
76−10
MEC FUEL CONTROL BOX

MEC Fuel Control Box problems.
Misalignment of the fuel control box gear and rack has the following result:
Throttle stagger during engine operation. (PMC ON or OFF)
The power differential voltage check is out of limit.
Check of a misassembled fuel control box :
Remove the fuel control box.
Check the index marks of the gear and rack.

POWER CONTROL
76−10
GEAR RACK
INNER MAXIMUM REVERSE

COVER PLATE THRUST POWER INDEX MARKS
STOP
RACK TANG
MEC
RACK TANG
CONTROL
BOX HOUSING POWER LEVER
”R” RIG HOLE
R P
CONTROL BOX
ATTACH BOLTS
(3 LOCATIONS)
MAXIMUM FORWARD
THRUST POWER
STOP
NUT
(2 LOCATIONS)
GEAR
GEAR FORK
BOLT
(2 LOCATIONS)
OUTER
COVER PLATE AUTO THROTTLE
BOLT ROTARY TRANSDUCER
FWD
(4 LOCATIONS)
INDEX MARKS
149328
Figure 39 MEC Fuel Control Box
ENGINE FUEL AND CONTROL B737−300/400/500
FUEL SYSTEM
73−00
ATA 73 ENGINE FUEL AND CONTROL

73−00 GENERAL
GENERAL DESCRIPTION Main Engine Control (MEC)
The MEC is basically a speed governor which senses engine speed (RPM) and
General adjusts the fuel flow as necessary to maintain the desired speed set by the
The fuel distribution system is a hydromechanical system which provides and thrust lever. The main engine control is hydromechanical and operates
controls fuel flow to the engine combustor. using fuel−operated servo valves. The MEC performs the following functions:
The system also powers and schedules: Controls engine speed by metering fuel to the engine fuel nozzles during all
Variable stator vanes modes of operation. Fuel not used by the MEC is returned to the fuel pump
Variable bleed valves downstream of its low pressure element. The MEC also uses fuel from the
fuel pump as a hydraulic medium.
High pressure turbine clearance control system.
Automatically schedules fuel flow to maintain the thrust lever speed setting
To maintain maximum engine performance within: and establishes the maximum safe fuel flow limit under any operating
− stall margin, condition. As conditions vary the limits vary according to predetermined
− rotor speed, acceleration and deceleration schedules. In order for the MEC to determine
− compressor discharge pressure, the schedules, certain parameters such as compressor discharge pressure
(CDP), 9th−stage compressor bleed pressure (CBP), compressor inlet
− turbine temperature limits. temperature (CIT) and core engine speed (N2) must be sensed. The MEC
The fuel cools the engine lubricating oil. senses these parameters and also amplifies and computes them to
establish acceleration and deceleration limits for fuel flow. The computed
Fuel System Description limits are compared with actual fuel flow and are imposed when the limits
Fuel from the aircraft fuel system enters the engine at the fuel pump inlet ( are approached.
35 psi), is pressurized through the low pressure stage of the fuel pump
and flows through the fuel/oil heat exchanger and the fuel filter. Fuel then flows Power Management Control (PMC)
through the high pressure stage of the fuel pump (at takeoff 870 psi) through The power PMC provides an electronic adjustment to the MEC. The PMC
the wash filter, and into the MEC. Some of the fuel is extracted through the provides scheduled corrected fan (N1) speed within preset limits. The PMC is
pump wash filter, heated by the servo fuel heater and supplied to the MEC an analog electronic supervisory control system with limited authority.
to provide clean, ice−free fuel for servo operation. The fuel pump has a higher Primarily, it integrates inputs of N1 fan speed, fan inlet temperature and
fuel flow capacity than the fuel and control system requires, thus the fuel flow is pressure, and power lever angle, and provides signals to the main engine
divided in the MEC into metered flow and bypass flow. The bypass fuel is control (MEC) to modify N1 fan speed for better control of thrust settings.
ported back to the inlet side of the fuel/oil heat exchanger, and metered fuel
from the MEC flows through the pressurizing valve, the fuel flow transmitter, Pressurizing Valve
the fuel manifold, and fuel nozzles into the combustion chamber. The MEC contains a pressurizing valve down stream of the fuel metering valve
to keep system pressure during low flow conditions. This makes sure there is
sufficient fuel pressure for servo operation and fuel metering. It is actuated by
the start lever.
FRA US/T di 13.04.99 Page 82

FUEL SYSTEM
73−00
FLT CONTROL ON
w
INOP MASTER
IRS ENG CAUTION
a
MASTER OVERHEAD
FUEL CAUTION P5
P2 HPTCC VSV/VBV AIR COND
SYSTEM SYSTEM P2
FILTER
BYPASS N2
SCAVENGE
P5 OIL THRUST LEVER
PMC PS 12
T12
N1
SERVO FUEL PMC ON/OFF SWITCH
MAIN/OIL FUEL HEAT
EXCHANGER HEATER
THRUST/REVERS LEVER
RELIEF HEATED FUEL T2
VALVE TO MEC SERVO PS12
26 PSID CONTROLS N2
CIT
TRIM CDP/CBP
COMMAND IDLE RESET SOLENOID
TORQUE MOTOR VBV RESET SOLENOID
PUMP FILTER
RELIEF BYPASS
FILTER 1160 PSID 10 PSID
FUEL
FILTER BYPASS FUEL PRESSURIZING FUEL FLOW
DIFF. PRESS. 15 PSID METERING VALVE TRANSMITTER
SW. 12/10 PSID VALVE
R T
HP−PUMP
TO−870 PSI WASH FILTER
N2 INPUT TO MEC BYPASS START LEVER

VALVE FUEL
FUEL IN NOZZLE
(20)
LP PUMP
FUEL PUMP MAIN ENGINE CONTROL
FUEL FUEL USED

PUSH
USED RESET
203380
Figure 40 Fuel System Schematic

FRA US/T di 13.04.99 Page 83
FUEL DISTRIBUTION
73−11
FUEL DISTRIBUTION DESCRIPTION

Fuel Pump Main Oil/Fuel Heat Exchanger
The fuel pump is located on the accessory gearbox (AGB) aft face between the The main oil/fuel heat exchanger is attached to the fuel pump. It is located at
horizontal drive shaft housing and the lubrication unit at the 8 o’clock position. the 9 o’clock position on the fan case. The main oil/fuel heat exchanger is a
The fuel pump pressurizes and circulates fuel within the fuel system. tubular type consisting of the housing, removable core and core access
The fuel pump contains a LP stage (centrifugal boost stage), that delivers a cover. The fuel portions of the heat exchanger contain a bypass valve. This
boost pressure to the HP stage to avoid pump cavitation. permits fuel to bypass the core in the event of a blockage (>26psid).
The fuel pump contains a HP stage positive displacement type pump (gear
pump). It delivers, for a given number of revolutions, a constant fuel flow
regardless of the discharge pressure.
Fuel Filter
The fuel filter is found between the heat exchanger for fuel/oil and the high
pressure stage of the fuel pump. The fuel filter stops ice and unwanted
particles in the fuel. This is so that they cannot cause damage to the high
pressure stage of the fuel pump and the MEC. If the filter becomes clogged, a
bypass valve releases the fuel to the high pressure stage of the fuel pump.
Fuel Filter Differential Pressure Switch

The fuel filter bypass warning system is provided to warn the flight crew of
impending fuel filter bypass resulting from a clogged fuel filter.
Wash Filter
The wash filter prevents contaminants, larger than 60 microns, from entering
the MEC servo controls. Should the filter clog, the bypass valve relieves the
fuel to the MEC servo controls.
Servo Fuel Heater
The servo fuel heater is attached to the aft side of the fuel/oil heat exchanger,
located between the transfer gearbox and MEC. The servo fuel heater raises
the fuel temperature to prevent ice from entering the control servos inside the
MEC.

FUEL DISTRIBUTION
73−11
FUEL FLOW TRANSMITTER FUEL OUTLET

LINE HP STAGE
RELIEF VALVE
FUEL SUPPLY
INLET LINE
FUEL INLET
MOUNTING FLANGE
FOR ATTACHMENT
SERVO FUEL TO AGB
HEATER
MAIN DRIVE
SHAFT
OIL/FUEL HEAT
EXCHANGER
WASH FILTER
INSIDE
QAD RING OUTLET PORT

TO HEAT EXCH.
RETURN PORT FROM
HEAT EXCHANGER
FUEL PUMP
CDP LINE
QAD RING JACKING BLOCK

USED AS THRUST
MAIN ENGINE PLATE FOR QAD
CONTROL (MEC) RING REMOVAL
INSTALL
A10103
BALL SEAT
WASHER
FUEL OUTLET
PRESSURE LINE
FUEL REMOVE
FILTER
FUEL INLET BOLT INSTALLED

PRESSURE LINE FUEL FILTER DIFFERENTIAL
206222 BACKWARDS THROUGH
116246 CAPTIVE BARREL
PRESSURE SWITCH NUT FOR JACKING
Figure 41 Fuel Pump

FUEL DISTRIBUTION
73−11
MANIFOLDS AND NOZZLES

Fuel Manifold
The fuel manifold is composed of 2 halves with a 3−piece drain manifold. The
fuel manifold is connected to a Y−shaped supply tube at approximately the 5
and 6 o’clock positions. Each connection of the Y has an individual drain tube
that is secured to the fuel manifold by bolts. Each manifold half incorporates 10
fuel nozzle connections. The complete fuel manifold supplies fuel to 20 fuel
nozzles.
Fuel Nozzles
Fuel nozzles are installed into the combustion case at 20 locations. Each
nozzle is connected to a fuel manifold and drain manifold. The fuel nozzles are
numerically identified clockwise beginning just right of 12 o’clock position.
Each nozzle contains:
a primary and a secondary flow path,
a check valve, which closes the primary stage at a pressure < 15−25 psi.
a flow divider valve which opens the secondary Stage >110 psi.
a fuel strainer
The fuel nozzle are identified by colored band:
BLUE band: This nozzles are the standard nozzle. The are installed in all
positions excluding position 7 / 8 and 14 / 15.
BROWN or PURPLE band:
This nozzles are installed in position 7 / 8 and 14 / 15.
This nozzle has 43% more flow.
Drain Manifold
The drain manifold has 15 integral and 5 removable drain tubes and
is connected to each fuel nozzle. The 5 removable drain tubes are to facilitate
borescoping.

FUEL DISTRIBUTION
73−11
20 1
2
19
3
18
FUEL FUEL NOZZLE 4
MANIFOLD 17 POSITION
DRAIN 5
NOZZLE MANIFOLD 16
AFT LOOKING FORWARD
NO. 15 6
POS 15
POS 7
NOZZLE POS 14
NO. 14 POS 8
13
9
12 10
11
116290
180935
LEFT IGNITER PLUG
INLET
STRAINER
LOCATION
AT NOZZLE POSITIONS ALL OTHER NOZZLE POSITION ID COLOR BAND (Only in Parker-
SHROUD Hannifin Fuel Nozzle)
3,6,8,11 & 18 FUEL CONNECTOR
FUEL NOZZLE
MANIFOLD COUPLING SHROUD
DRAIN NUT
FLOW DIVIDER
MANIFOLD VALVE
DRAIN LINE DRAIN LINE

O−RING FUEL SUPPLY NOZZLE TUBE
DRAIN MANIFOLD/ 116292
LINE
LINE CONNECTOR
NOZZLE TIP
116384
Figure 42 Fuel Nozzle Installation

FUEL DISTRIBUTION
73−11
IDLE CONTROL
The idle reset solenoid circuit is separate from the LOW IDLE light circuit and 1 2
provides high and low engine idle. ENGINE
REVERSER REVERSER
LOW IDLE (GRD)
The solenoids, when energized, regulates a lower idle RPM. This is
PMC PMC
accomplished when the airplane is 4 seconds on the ground.
HIGH IDLE (AIR)
ON ON
The solenoids, when deenergized in flight, regulates approximately 10% w w
LOW IDLE
higher idle RPM. INOP INOP
a a
VBV Reset Solenoid

Receives an electrical signal when the reverser is in reverse thrust position.
Opens the VBV‘s 5 wider. LOW IDLE LIGHT (amber)
(Deactivated on ground)
ON−Indicates one or both
Engines are operating
below high idle in flight.

FUEL DISTRIBUTION
73−11
SERVO VBV RESET

FUEL SOLENOID
IDLE RESET HEATER
SOLENOID
INBD
FWD
MEC
LOOKING UP
MEC
FWD
Figure 43 Idle and VBV Reset Solenoid

FUEL DISTRIBUTION
73−11
FUEL FILTER BYPASS WARNING SYSTEM

Purpose
The fuel filter bypass warning system provides an indication of an excessive
pressure differential across the fuel filter.
Physical Description
The fuel filter bypass warning system consist of an:
Fuel Filter Differentail Pressure Switch
The fuel filter differential pressure switch is flange mounted to the fan case
just above the upper drain line support block at the 7 o’clock position. Two
flexible lines are connected between the switch and the fuel filter inlet
pressure port and outlet pressure port on the fuel filter housing.
When blockage in the fuel filter causes the differential pressure to exceed
12.5 psi the pressure switch closes. When the differential pressure
decreases to less than 10 psi, the switch will open.
Filter Bypass Warning Light
Two FILTER BYPASS warning lights, one for each engine, are located on
the fuel module, on the pilot’s forward overhead panel, P5−2.
The FILTER BYPASS warning light and the left and right MASTER
CAUTION lights will illuminate amber when the fuel filter is about to be
bypassed.
NOTE: Illumination of the FILTER BYPASS light does not necessarily
indicate that bypass has occurred since the filter bypass valve
will not open until 15 psig is reached.

FUEL DISTRIBUTION
73−11
MC FUEL
P
28/16V DC A
C313
MASTER DIM
SEC 1 A
ENG 2 FUEL FILTER

BYPASS LIGHT S241 FUEL FILTER
DIFFERENTIAL
PRESSURE SW
ENGINE 2
TEST
R33 MASTER
TEST RELAY FUEL VALVE FUEL VALVE
CLOSED 0 CLOSED
−20 FUEL+20
TEMP FUEL OUTLET
−40 +40 PRESSURE LINE
FUEL
C FILTER
FILTER VALVE FILTER

BYPASS OPEN BYPASS FUEL INLET
PRESSURE LINE FUEL FILTER DIFFERENTIAL
PRESSURE SWITCH
LOAD CONTROL CENTER P5−2 FUEL SYSTEM MODULE
116246 / 118354
Figure 44 Fuel Filter Bypass Warning System Schematic

CONTROLLING
73−20
COMPRESSOR INLET TEMPERATURE (CIT) SENSOR

Purpose
The CIT Sensor is a temperature sensor for the MEC. It responds to the
sensed primary inlet engine air temperature and provides a hydraulic
signal pressure (using fuel as a medium), which is a function of
compressor inlet temperature, to the MEC. SENSING COIL
The MEC uses this hydraulic signal to establish parameters in controlling of:
acceleration/deceleration and engine start fuel flow schedules,
variable stator vane position
and variable bleed valve position.
The sensor is mounted into a port between the 5 and 6 o’clock struts on the fan
frame with the coil projecting into the high pressure compressor (HPC) inlet MOTOR BELLOWS
airstream, just forward of the inlet guide vanes (IGV).
OPERATION
The CIT sensor changes the CIT into a hydraulic signal pressure to the MEC.
SERVO PRESSURE REGULATING VALVE
This pressure actuates a servo system that sets the 3D cam axially.
The compressor inlet temperature (CIT) sensor consists of a guarded, constant
volume, gas filled coil, and a metering valve which controls or meters fuel
across the orifice. The temperature sensing coil has a constant volume;
therefore, the gas pressure inside the coil is proportional to the temperature.
The coil is connected to the sensing bellows so that any change in gas RETURN TO MEC
pressure within the coil changes the force on the feedback bellows and
spring. The feedback bellows force is a result of the fuel pressure inside
the bellows which is controlled by the metering valve. When CIT changes, the EVACUATED
gas pressure inside the sensing bellows varies, thereby opening or closing the REFERENCE BELLOWS
metering valve. The metering valve changes the fuel pressure which alters the
force on the feedback bellows, thus balancing the sensing bellows force. The
differential fuel pressure, thus, is proportional to the temperature at the sensing
CIT SENSOR
coil. This fuel pressure is then used by the MEC as a scheduling parameter.
A decrease in temperature (cold shift) will decrease the pressure signal to
the MEC. The affect is to decrease speed and position the 3D cam to make
sure the VSVs will track on the open side of the schedule. An incorrect CIT
(cold shift) input could cause a compressor stall. A full (cold shift) failure of the
CIT sensor will cause a large drop in hydraulic signal pressure and will move
the VSV schedule to its fail−safe position. The result will be a power loss but
no stall.

CONTROLLING
73−20
FAN FRAME
MID BOX STRUCTURE
CIT SENSOR
P6 FITTING
PRIMARY
CIT SENSOR PB FITTING AIR FLOW
SECONDARY
AIR FLOW
P6 CIT SENSOR
SHROUD DRAIN FITTING COIL GUARD
RAIN SHIELD
PB FITTING
FWD
P6 FITTING
HOUSING
SHROUD DRAIN PB FITTING
Figure 45 CIT Sensor

CONTROLLING
73−20
FAN INLET TEMPERATURE SENSOR (T2 SENSOR)

Functional Description
The T2 temperature sensor, on the inlet cowl at the 10 o’clock position, senses
inlet air temperature. The T2 sending unit is directly above the accessory gear
box (AGB) at the 10 o’clock position. The T2 sending unit provides a hydraulic
signal pressure, which is a function of inlet air temperature, to the MEC using
fuel as a medium. The MEC uses the hydraulic signal to establish parameters
to control low and high idle power schedules. The T2 sensor works the same
as the CIT sensor.

CONTROLLING
73−20
T2 TEMPERATURE
SENSOR HOUSING
T2 TEMPERATURE
SENSOR ELEMENT
T2 ELEMENT INLET
COWL
131876
Figure 46 T2 Sensor
CONTROLLING
73−20
COMPRESSOR BIAS PRESSURE (CBP) SENSOR

The CBP sensor measure the flow rate of 9−stage air of the pneumatic system,
to regulates a constant acceleration time.
The CDP input is biased by a CBP measurement to provide automatic resetting
of the acceleration schedule to maintain rapid acceleration times when airplane
bleed demands are large and provide adequate stall margins when
bleed demands are lower. The CBP signal is obtained from a venturi sensor
put on the CDP extraction port. The pressure measurement from the venturi,
which is a function of the flow rate, is transmitted by tubing to the control
CBP sensor and emposes a bias on the CDP sensor which changes CDP cam
positioning to allow for a higher acceleration rate when airplane bleed rates are
higher.

CONTROLLING
73−20
COMBUSTION
CASE
HIGH PRESSURE
COMPRESSOR (HPC)
BLEED PORT
9TH−STAGE
FLANGE 9TH−STAGE
DUCT
BLEED
BIAS
SENSOR
INNER VENTURI
9th AIR
CBP SENSOR
INNER CBP SENSE PORT

VENTURI
EXIT EXIT VENTURI
VENTURI
COMPRESSOR
BLEED PRESSURE
(CBP) TUBING
TO MEC
CBP PRESSURE TO MEC
BLEED BIAS SENSOR 103880
Figure 47 Bleed Bias Sensor
CONTROLLING
73−20
MEC ADJUSTMENT
The MEC provides for adjustment of the following items:
LOW IDLE adjust
HIGH IDLE adjust
The high idle adjustment is internal in the MEC behind the low idle speed
assembly. When a high idle adjustment is required, the low idle speed
assembly must be removed.
PART POWER adjust
− Move the power trim cover away before you turn the part power trim
screw.
SPECIFIC GRAVITY adjust
If you change to a different fuel type, you must change the specific gravity
position on the MEC.
All the adjustments are located on the bottom side of MEC.
NOTE: All adjustments are made with the engine shut down.

CONTROLLING
73−20
HIGH IDLE SPEED

ADJUSTMENT
LOW IDLE SPEED ADJUSTMENT (INSIDE PORT)
LOW IDLE SPEED

ADJUSTMENT
MEC ASSEMBLY
PREFORMED
FUEL PACKING
CONTROL
TAB SCREW
BOX
POWER TRIM
ADJUSTMENT
SCREW
SPECIFIC (UNDER COVER)
GRAVITY
ADJUSTMENT
156161
MAIN ENGINE CONTROL − BOTTOM VIEW
Figure 48 MEC Adjustment

CONTROLLING
73−20
IDLE CONTROL CIRCUIT

The idle reset solenoid circuit is separate from the LOW IDLE light circuit and
provides high and low engine idle.
LOW IDLE (GRD)
The solenoids, when energized, regulates a lower idle RPM. This is
accomplished when the aircraft is more than 4 seconds on the ground.
HIGH IDLE (AIR)
The solenoids, when deenergized in flight, regulates approximately 10% N2
higher idle RPM.
Low Idle Warning Light

The LOW IDLE warning light is illuminated in the following cases:
Aircraft is in air,
AIR/GRD circuit is failed in GRD
and either thrust lever is set to 9.5 or less.
or:
Aircraft is in air,
Start lever is set to IDLE
and respective engine speed (N1) is less than <25%.

CONTROLLING
73−20
AIR
28V DC 4 SEC
GND SENSING TIME DELAY
ENGINE GND RELAY
IDLE M 528 ENGINE
E11 SHELF ACCESSORY UNIT
CONTROL
P6 LOAD CONTROL
CENTER ENG 1 − IDLE
SOLENOID
MEC
0−9 1/2
ENG 2 − IDLE
SOLENOID
ENG 1 P5 MEC
TLA PANEL
0−9 1/2
ENG 2
TLA CUT CUT
OFF OFF
IDLE IDLE
START ENG 1 START ENG 2

MD&T LEVER LEVER
A GND
MD&T AIR SENSING

A N1<25% N1<25%
RELAY
LOW IDLE AIR
P5 OVERHEAD PANEL E11 SHELF N1 ENG 1 N1 ENG 2
INDICATOR INDICATOR
267506
Figure 49 Idle Control Schematic

MAIN ENGINE CONTROL
73−21
MEC DESCRIPTION
1. Throttle Cam The differential pressure pilot valve can be actuated to open the bypass
Is rotated by the thrust or reverse lever in a clockwise or counter−clockwise valve and bypass more fuel by an overspeed trip coupled to the tachometer
direction (FWD/REV thrust ). Rotation of the cam alters the spring tension of servo system to prevent accidental overspeed (>105.4%−107% N2) of the
the speed governor and therefore influences the position of the flyweights. engine.
The fuel shutoff lever actuates via the ∆P pilot valve, the bypass valve as
2. Speed Governor following:
Monitors actual core engine (N2) speed through engine driven flyweights. CUTOFF Bypass Valve is open
Adjusts and maintains the desired engine speed. IDLE Bypass Valve is in regulating position.
Responds to variations in spring tension and influences via the flyweight
position the governor pilot valve. 6. Bypass Valve
Is controlled by the P pilot valve.
3. Governor Pilot Valve
Returns excess fuel not needed for combustion to the fuel pump boost
Receives a signal from the speed governor and alters via the governor stage inlet.
servo the position of the fuel metering valve.
Can be limited by the limit pilot valve, by altering the servo pressure, e.g. 7. Pressurizing Valve
during rapid acceleration/deceleration. Is controlled by the fuel shut off lever
Allows or blocks fuel flow to the combustion system.
4. Fuel Metering Valve
Is controlled by the speed governor servo and establishes and maintains for 8. T2 Servo
all engine speeds the required fuel flow. Receives from the T2 sensor a fuel pressure signal proportional to fan inlet
The position of the fuel metering valve is passed on to the limiting linkage temperature.
via the fuel valve cam. Passes the signal on to the full throttle cam (3 D cam) and rotates it.
In the closed position there is a minimum fuel flow of 200Kg/h.
9. PS12 Altitude Sensor
5. Delta P Pilot Valve Receives a pressure signal via four static ports located in the fan inlet case.
Changes in the metering valve orifice size change the differential pressure Passes the signal via a servo on to the full throttle cam and shift it axially.
sensed across the orifice. This differential pressure change operates the
bypass valve to bypass more or less fuel if it is necessary to keep a
constant pressure differential across the metering valve.
The differential pressure, is adjusted to provide the correct fuel flow for
different specific gravity fuels by turning the specific gravity screw of the
differential pressure pilot valve. A higher differential pressure is established
for a lower gravity fuel which will cause less fuel to be bypassed. This is
done to supply the engine with more volume of fuel to make sure the same
heat value for a given power command.

MAIN ENGINE CONTROL
73−21
VARIABLE VARIABLE
FIT SENSOR CIT SENSOR STATOR BLEED
T2 T25 VANES VALVES
VSV ACTUATOR VBV

N2 SPEED CDP CBP
PS12 SIGNAL MOTOR
FROM THRUST
REVERSER
T2
SERVO ALTITUDE VBV PILOT VBV RESET
SENSOR TACHO VSV PILOT
VALVE VALVE SOLENOID
GOVERNOR
CDP
SENSOR
P FULL
HPTCC TIMER
THROTTLE
HPTCC AND LOCKOUT
3D CAM VALVE 3 SOLENOID 9 TH
TACHO CDP CIT VALVE STAGE
IDLE RESET PILOT PILOT PILOT
SOLENOID VALVE VALVE VALVE HPTCC
VALVE 2
SERVO SERVO SERVO
LOW/HIGH MOD. N2K HPTCC
IDLE ADJUST. IDLE VALVE 1
CIT/N2 HPTCC
OVERSPEED VALVE 5 TH
3D CAM STAGE
TRIP LEVER
TC VALVE
CAM FROM SERVO
SPEED TRIM FUEL HEATER
FROM PMC PRESSURIZING
TORQUE VALVE
MOTOR CDP
CAM TO FUEL
NOZZLES
PART POWER GOV. SERVO
ADJUST.
LIMIT
FUEL METERING
LINKAGE VALVE
TO PMC
PUMP
POWER P SUPPLY
LEVER PLA GOVERNOR PILOT
LIMIT PILOT
PILOT VALVE BACK TO
RVDT THROTTLE VALVE VALVE PUMP
CAM
SPEED GOVERNOR BYPASS
VALVE
FUEL
SHUTOFF
LEVER
MAIN ENGINE CONTROL
GRAVITY ADJUST.
Figure 50 MEC Schematic

MAIN ENGINE CONTROL
73−21
10. Full Throttle Cam (3D Cam) 14. Speed Trim Torque Motor
The 3D cam position depends by T2 and PS 12 Receives an electrical signal from the power management control (PMC).
Contains on one side a contour for N2 K control which : Influences the power lever input by varying the spring tension of the speed
governor. It‘s active in forward and reverse thrust.
− corrects the N2 command signal from the power lever by varying the
spring tension at the speed governor 15. PLA−Transducer
− enables constant thrust at different ambient conditions An extension of the power lever shaft actuates the rotor of an electrical position
− is active in all steady state conditions. transducer. The power output of this sensor is sent to the power management
has on the other side a contour for modulate idle when ambient conditions control (PMC) as an power lever position.
change
16. Tachometer Pilot Valve
− T2 increase − N2/N1 increase
Receives the actual N2 speed from the N2 tacho governor.
− PS 12 decrease − N2/N1 increase
It is independent from the speed governor system and controls a servo
11. Idle Reset Solenoid which rotates the:
The idle reset solenoid circuit provides high and low engine idle. − 3 D cam
LOW IDLE (GRD) − turbine clearance valve cam
The solenoids, when energized, regulates a lower idle RPM. This is − overspeed trip lever
accomplished when the airplane is 4 seconds on the ground.
17. CIT Pilot Valve
HIGH IDLE (AIR)
Receives from the CIT sensor a fuel pressure signal proportional to the
The solenoids, when deenergized in flight, regulates approximately 10% actual compressor inlet temperature.
higher idle RPM.
It controls a servo which shifts the 3 D cam axially and provides a fuel flow
12. Low/High Idle Adjust limitation for:
Is performed on two separate adjustment screws in accordance with trim − engine start
charts (MM chap.71). − acceleration
Adjustment is carried out when the engine is not running. − deceleration
13. Part Power Adjust 18. 3D Cam
Is necessary to have at a defined thrust lever position (throttles aligned) a Changes its position influenced by CIT and N2.
defined thrust.
It has on one side a contour, which traced by the limiting linkage influences
Alters the spring tension of the speed governor. the fuel flow for acceleration and deceleration.
Correct part power N2 adjustment is checked during engine run up with It has on the other side a contour for controlling the variable stator vanes
rigging pin installed. Adjustment is carried out when the engine is not (VSV’s)
running.

MAIN ENGINE CONTROL
73−21
VARIABLE VARIABLE
T2 T25 VANES VALVES
VSV ACTUATOR VBV

N2 SPEED CDP CBP
PS12 SIGNAL MOTOR
FROM THRUST
REVERSER
T2
GOVERNOR
CDP
SENSOR
P FULL
HPTCC TIMER
THROTTLE
HPTCC AND LOCKOUT
VALVE 2
SERVO SERVO SERVO
CIT/N2 HPTCC
3D CAM STAGE
TRIP LEVER
TC VALVE
CAM FROM SERVO
TORQUE VALVE
MOTOR CDP
CAM TO FUEL
NOZZLES
ADJUST.
LIMIT
FUEL METERING
LINKAGE VALVE
TO PMC
PUMP
POWER P SUPPLY
LIMIT PILOT
PILOT VALVE BACK TO
CAM
VALVE
FUEL
SHUTOFF
LEVER
MAIN ENGINE CONTROL
GRAVITY ADJUST.

MAIN ENGINE CONTROL
73−21
19. Compressor Discharge Pressure (CDP) Sensor 23. Overspeed Trip Lever
Detects the air flow through the compressor and receives the following input The overspeed trip lever is controlled by the tachometer pilot valve servo. If the
signals: N2 RPM is too high (105,4%−107%N2) a signal is given to the P pilot valve
compressor discharge pressure (CDP) which causes:
compressor bleed pressure (CBP) a wider opening of the bypass valve and a decreasing fuel flow.
The sensor converts both pressure signals into a common fuel pressure signal 24. Variable Stator Vane (VSV) Pilot Valve
which is used to control the CDP pilot valve.
The pilot valve controls the position and the track schedule of the VSV’s.
It‘s influenced by the CBP signal. With bleed on the CBP signal increases the It receives an input signal from the 3 D cam and is therefore only based on
CDP signal and improves the acceleration behavior at lower idle RPM’s. CIT and N2 RPM.
20. CDP Pilot Valve It receives a vane position signal via feedback cable.
Receives a fuel pressure signal from the CDP sensor. It controls via a servo The pilot valve controls high pressure fuel, as working pressure for the VSV
the CDP cam. The CD cam gives an input to the limit linkage to control the fuel actuators, to alter the vane position.
flow at:
25. Variable Bleed Valves (VBV) Pilot Valve
engine start
The pilot valve controls the position and track schedule of the VBV’s.
acceleration
It receives as input signal the vane feedback signal and is therefore
It passes a signal via the CDP cam and the limit linkage on to the limit pilot dependent on the vane position.
valve, (only when CDP is too high) to prevent overboosting.
It receives the VBV position via a feedback cable.
21. Limit Linkage The pilot valve controls high pressure fuel as working pressure for the VBV
The limiter linkage limits the fuel flow for acceleration, deceleration and fuel gear motor.
overboost.
26. VBV Reset Solenoid
It passes, only when a limit is reached, a signal on to the limit pilot valve.
Receives an electrical signal when the reverser is in reverse thrust position.
22. Limit Pilot Valve Opens the VBV‘s 5 wider.
The limit pilot valve receives a signal from the limit linkage whenever a limit is 27. Turbine Clearance Valve TC1,TC2 and TC3.
reached. It limits the output signal from the governor pilot valve to the fuel
Their function is to control the HPT clearance control valve with high
metering valve and therefore the fuel flow for:

pressure fuel as the medium. It receive inputs from the TC1 and TC2 valve
acceleration cam, which is controlled by the N2 tacho governor via the tacho pilot valve
deceleration and servo.
The limit pilot valve provides a signal toward close to the fuel metering valve in ON ENGINES WITH THE HPTCC TIMER,
case of a too high CDP signal to prevent overboosting. initiates turbine clearance control timer sequencing by supplying TC3 signal
pressure to the timer when core engine speed reaches a specific rpm during
initial acceleration to takeoff power.

MAIN ENGINE CONTROL
73−21
VARIABLE VARIABLE
T2 T25 VANES VALVES
VSV ACTUATOR VBV

N2 SPEED CDP CBP
PS12 SIGNAL MOTOR
FROM THRUST
REVERSER
T2
GOVERNOR
CDP
SENSOR
P FULL
HPTCC TIMER
THROTTLE
HPTCC AND LOCKOUT
VALVE 2
SERVO SERVO SERVO
CIT/N2 HPTCC
3D CAM STAGE
TRIP LEVER
TC VALVE
CAM FROM SERVO
TORQUE VALVE
MOTOR CDP
CAM TO FUEL
NOZZLES
ADJUST.
LIMIT
FUEL METERING
LINKAGE VALVE
TO PMC
PUMP
POWER P SUPPLY
LIMIT PILOT
PILOT VALVE BACK TO
CAM
VALVE
FUEL
SHUTOFF
LEVER
MAIN ENGINE CONTROL
GRAVITY ADJUST.

FUEL INDICATION
73−30
FUEL FLOW INDICATING SYSTEM (CONF. 1)

Purpose
The fuel flow indicating system is to provide a visual indication of the fuel
consumption rate and fuel consumed for each engine.
System Description
The system consists of a flowmeter transmitter, indicator and a reset switch.
Component Location
The flowmeter transmitter is on the left side of the engine fan case, the
indicator and reset switch are on the primary engine display panel in the flight
compartment.
The fuel flow rate is indicated by graduations around the circular face of the dial
and simultaneously by a digital display LED (Light Emitted Diodes) counter in
the indicator.
The fuel flow indicator displays fuel flow rates over a range of 127 to 5,500
kilograms per hour on indicators in kilograms.
Total fuel consumed is displayed by the same digital display counter when the
FUEL USED switch is pressed.
The RESET FUEL USED switch permits the digital display for the fuel used to
be set back to zero when the switch is pressed.
Operation
The amount of fuel flowing through the transmitter is sensed and the
corresponding signal is sent to the indicator. The indicator displays rate or fuel
used depending on the switch position.

FUEL INDICATION
73−30
28V DC x1000
BAT. BUS
EIS PRI 1 PULL PULL
TO TO
SET SET
N1 N1
FF/FU
ACMS
OUTPUT FUEL
FUEL USED
PUSH RESET
SIGNAL USED
PRIMARY ENGINE PRIMAR ENGINE DISPLAY

DISPLAY
FLIGHT COMPARTMENT
FUEL INLET FUEL

OUTLET
FUEL FLOW
TRANSMITTER
FUEL FLOW FWD

TRANSMITTER
Figure 53 Fuel Flow Indication

FUEL INDICATION
73−30
FUEL FLOW INDICATING SYSTEM (CONF. 2)

Purpose
The fuel flow indicating system gives a visual indication of the fuel flow rate and
fuel used for each engine.
The fuel flow indicating system consist of:
Fuel Flow Transmitter
The rate of fuel flow to each engine is measured by a fuel flow transmitter.
Fuel Flow Indicator
The fuel flow rate is indicated by graduations around the circular face of the
dial and simultaneusly by a digital display LED (Light Emitted Diodes)
counter in the indicator.
The fuel flow indicator displays fuel flow rates of 127 to 5,500 kilograms
per hour on indicators in kilograms.
Total fuel consumed is displayed by the same digital display counter when
the FUEL switch is positioned to USED.
Fuel Flow Switch
The FUEL switch permits the digital display for the fuel used to be set back
to the zero position when the FUEL switch is put in the RESET position.

FUEL INDICATION
73−30
FUEL FLOW SWITCH
6 0 FUEL FLOW
RATE/USED RESET
5 1 RATE
FF
FUEL FLOW X USED
INDICATOR 28V DC 4 2
3 FUEL FLOW SWITCH
FLIGHT COMPARTMENT
FUEL
FUEL INLET
OUTLET
FUEL FLOW
TRANSMITTER
FUEL FLOW FWD

TRANSMITTER
Figure 54 Fuel Flow Indication

FUEL INDICATION
73−31
FUEL FLOW IND. SYST. DESCRIPT. (CONF. 2)

The fuel flow/used indicator gives a continuous indication of fuel flow rate and
fuel used.
To do this, the indicator uses the start and stop pulses from the fuel flow
transmitter.
Primary function of the indicator is to process the time interval between the
start and stop pulses which is proportional to the flow rate and display coarse
and fine indication of FFR using dial pointer.
When the FUEL FLOW switch is positioned to:
RATE
The fuel flow rate is indicated by graduations around the circular face of the
dial and simultaneusly by a digital display LED (Light Emitted Diodes)
counter in the indicator.
USED
Total fuel consumed is displayed by the same digital display counter when
the FUEL switch is positioned to USED.
RESET
The FUEL switch permits the digital display for fuel used to be set back to
zero when the FUEL switch is positioned to RESET.
Secondary functions of the fuel flow indicator are as follows:
Accept an external 28 v dc voltage from a test unit which causes all diodes
in the LED display to illuminate.
Provide a dc voltage proportional to the fuel flow rate indicated by the
indicator pointer to supply the fuel flow data to the data recording and
reporting systems if installed.

Indicate a failure or low voltage of the 28 v dc supply by means of blanking
the LED display and driving the indicator pointer to below the zero scale
mark on the dial.
Indicate excessive servo system error by means of blanking the LED
display.

FUEL INDICATION
73−31
28V DCBUS 2
POWER +V
SUPPLY TEST MASTER TEST
FUEL FLOW 3 4 0 0 LOGIC
IND−2
DISPLAY
LIGHTING DRIVER
P6 LOAD CONTROL CENTER
TIMER/ FUEL USED

COUNTER COUNTER
FUEL FLOW
TRANSMITTER
ENGINE 2 6 0
RATE/USED
5 1
FF
4 X 2
FUEL FLOW 3
DATA 0−5
VDC
TO THE DATA
RECORDING
SYSTEM ENGINE 2 FUEL FLOW INDICATOR

FUEL FLOW
RESET RESET
RATE RATE
USED
USED
FUEL FLOW SWITCH
P2 PILOT’S CENTER INSTRUMENT PANEL
Figure 55 Fuel Flow Indicating System Schematic

FUEL INDICATION
73−31
FUEL FLOW TRANSMITTER

Purpose
The rate of fuel flow to each engine is measured by a fuel flow transmitter
found on each engine on the left side of the fan case just above the transfer
gearbox (TGB).
Description
The fuel flow transmitter uses the angular momentum of a rotor to measure the
mass flow rate. It is made to minimize the drop in fuel pressure across the
transmitter. External power is not necessary.
Fuel goes in the transmitter and flows to a swirl generator. The swirl
generator causes the fuel to swirl around or turn as the fuel goes through the
angled fins. The swirling fuel causes the rotor to turn. The rotor has
two magnets attached to its surface. One magnet on the rotor induces a start
pulse in a coil each time the magnet passes the coil. Fuel then flows to a spring
restrained turbine. The turbine moves radially as the fuel passes through it.
The turbine has a signal blade which protrudes back to the rotor. A stop pulse
is induced each time the second magnet on the spinning rotor passes the
signal blade. The time interval between the start and stop pulses is measured
by the fuel flow indicator and converted to a fuel flow rate.
The resulting fuel flow is displayed on the fuel flow indicator found on the
bottom of the pilots’ center instrument panel.

FUEL INDICATION
73−31
ROTOR SIGNAL TURBINE COLLECTOR

BLADE RING
SWIRL
GENERATOR
DOUBLE SPRING
FINGERS RESTRAINING
SPRING
FUEL FLOW FUEL FLOW TO

FROM MEC FUEL MANIFOLD
N
S
START
MAGNET START
STOP MAGNET STOP COIL
COIL
STOP
COMMON
START
Figure 56 Fuel Flow Transmitter Flow Diagram

POWER MANAGMENT CONTROL PMC
73−21
POWER MANAGMENT CONTROL (PMC)

Purpose
The power management control (PMC) provides an electronic override of the
main engine control (MEC) to set corrected fan speed as a function of power
lever angle (PLA), fan inlet pressure (PS 12) and fan inlet temperature (T 12).
This PMC function frees the flight crew from calculating altitude
and temperature changes and the subsequent thrust lever adjustment.
System Description
The PMC system consists of control switches with indicating lights and with
electrical and pneumatic controls.
General Component Location
The PMC is located on the engine fan case at 2 o’ clock and the indicating
lights and control switches in the flight compartment.
General Operation
With the system activated, the PMC receives engine parameter signals and
modifies the fuel flow in the MEC to obtain the same percentage of rated thrust
of any flight condition for a given power lever angle (PLA).
The PMC provides smooth acceleration, minimizes transient EGT overshoot
and automatically establishes corrected N1 fan speed to obtain flat−rated thrust
within the parameters established to prevent the engine from excessive fan and
core speed.
A separate flight compartment ON/OFF pushbutton switch on the aft overhead
P5 panel controls the PMC and may be used to deactivate the system.
When the PMC switch is on, the white ON light will be illuminated and the
amber INOP light will be extinguished unless there is a failure of the PMC, then
the amber INOP light will illuminate.
If the PMC switch is off, the ON light will be extinguished and the torque trim
motor in the MEC will be disabled in the PMC.

73−21
HSI
VOR/
ILS MASTER FIRE
CAUTION WARN
NAV
ANTI−ICE ENG
HYD OVERHEAD
DOORS AIR COND
RIGHT MASTER CAUTION

AND ANNUNCATOR LIGHTS
1 2
PS 12 ENGINE
ON/OFF REVERSER REVERSER
SIGNAL
T12 TEMPERATURE PMC PMC
SENSOR
N2<46%
ON ON
w LOW IDLE w
PMC FAIL SIGNAL
INOP INOP
a a
N2>46%
P5 PANEL
P6 N2
N1 SPEED PMC
SENSOR
TACH RELAY
FORWARD
THRUST
LEVER
TRIM TORQUE PLA
MOTOR TRANSDUCER
N2 SPEED SENSOR
(CONTROL ALTERNATOR)
MEC
Figure 57 PMC Block Schematic

73−21
COMPONENT FUNCTIONAL DESCRIPTION

PMC Sensor Wiring
The PMC system receives inputs from the various engine parameters. These
inputs are transmitted by the PMC wiring harness.
The wiring harness is located on the left side of the engine fan case.
The wiring harnes transmits N1 speed, N2 speed, fan inlet temperature , power
lever angle and current to the torque trim motor.
T12 Temperature Sensor

The temperature sensor measures the inlet air temperature for the operation of
the PMC. The sensor is located on the inlet cowl at the 2 o’ clock position.
The T12 sensor consists of two components, a sensing element and a housing.
The sensing element is a thermo resistance device. The housing for the
temperature sensing element protects the element and keeps vibration to a
minimum. The sensing element is located in a slot in the housing and forms a
bypass for air flow. Air flow past the housing changes direction to enter the slot.
This prevents foreign objects from entering the slot and damaging the element.
It also uses boundery layer control to ensure that the sensed temperature is
the free stream temperature rather than that of the boundery layer. The
housing is designed to operate over a limited range of angle of attack.
The PMC provides the sensing element a constant current and measures the
voltage, thus the voltage is a function of the temperature.

73−21
PMC
T12 TEMPERATURE
SENSOR
T12 TEMPERATURE SENSOR PS 12

FAN INLET
PRESSURE
LIQUID
CONTAMINANTS
EXIT
SENSING
ELEMENT
EXIT
FLOW
N1 SPEED
SENSOR
PLA
FLOW EFFECTIVE
INLET AREA N2 CONTROL
PROJECTED BOUNDARY LAYER ALTERNATOR
CATCH AREA REMOVAL PASSAGE SPEED SENSOR
FWD AGB
FWD
117199
Figure 58 PMC Component
73−21
PMC SYSTEM DESCRIPTION

N2 Control Alternator Operation
The N2 control alternator speed sensor is used to supply power to the PMC. The basic flat−rated N1 fan speed demand signal is computed as a
AC voltage is supplied to the PMC and converted to constant dc voltage for scheduled function of sensed power lever angle (PLA). The PMC provides
all internal computation. If RPM is > 46% N2 the PMC will be power excitation to and signal demodulation of a rotor position transducer in the
supplied. MEC.
The corrected N1 fan speed set by the power lever position is adjusted as a
PLA (Power Lever Angle) Transducer function of sensed PS12 pressure to give the required altitude bias.
The basic flat−rated N1 speed demand signal is computed as a scheduled Physical N1 fan speed is combined in the PMC with a function of
function of sensed power lever angle. sensed T12 to provide a signal proportional to corrected N1 fan speed.
The PMC provides excitation to and signal demodulation of a rotor position This corrected fan (LP rotor) speed is compared to the computed demand
transducer located in the MEC. speed and torque motor current adjusted to null the error. Input signals for
fan speed (N1), T12 and power demand (PLA) and output signal for the
T12 Sensor
torque motor are transmitted through connector J3.
The T12 temperature sensor, on the inlet cowl at the 2 o’clock
When T12 temperatures are beyond the flat−rated point, the demand
position, senses inlet air temperature which is used as fan−air temperature
corrected speed is reduced to give a calculated maximum gas temperature.
by the PMC.
The computed demand speed from thrust schedule and altitude bias, PS12,
Computes and schedules the corrected N1 fan speed required to maintain a is compared to a computed T12 function and the minimum demand speed
calculated maximum gas temperature above the flat−rated inlet selected for use in the torque motor amplifier.
temperature.
Deactivation
PS 12
A separate flight compartment ON/INOP pushbutton switch on the aft
The PMC has a self−contained pressure transducer which is supplied from overhead P5 panel controls the PMC through connector J4 and may be
the PS12 manifold from the fan inlet. used to deactivate the PMC utilizing the torque motor override signal to the
The corrected N1 speed selected by thrust lever position is adjusted as a MEC. All functions of the PMC remain energized and active except for the
function of sensed PS12 pressure to provide the required altitude bias. output current to the MEC torque motor.
N1 Speed Sensor Sensor or Control Failure

Physical N1 fan speed is sensed from a sawtoothed wheel in the forward A contact closure is provided at J4 that automatically closes if a failure
sump (immediately in front of the No. 2 bearing) and combined in the PMC occurs in the control or in a sensor used by the control. This closure will
with a function of sensed T12 and PS12 to provide a signal proportional to remain until the fault is cleared and PMC switch is reset.
corrected N1 fan speed. In the event of a failure, the PMC warning light, MASTER CAUTION lights,
and ENG annunciator light will illuminate with the PMC switch remaining in
the ON position.

73−21
DISABLE
AC TO DC
CONVERTER
G
AND POWER
ON SUPPLY
N2 CONTROL
ALTERNATOR
OFF
ON
w
T 12 SENSOR
INOP N2<46%
a
MASTER PS 12
DIM BUS
P6 LOAD CONTROL MASTER N2>46%

CENTER CAUTION
P6 N2 PMC INOP
AUTO−
TACH RELAY
THROTTLE
PMC FAIL LIGHT
P5−68 ENGINE MODULE AFT OVHD

PANEL N1 SPEED
SENSOR
PLA XDCR
TORQUE MOTOR
MEC POWER MANAGMENT COMPUTER
ENGINE
Figure 59 PMC System Schematic

ENGINE FUEL AND CONTROL B737/300/400/500
POWER MANAGMENT CONTROL
73−21
PMC GAIN ADJUST

General
Whenever the MEC, PMC or PMC wiring harness is changed, adjustment of AIRPLANE
the gain for for power lever angle is required. The adjustment is made at the ENGINE TYPE PLA VOLTAGE
MODEL
power management control on the lower, aft outboard face of the unit.
CFM56-3-B1 130.0 degrees 7.43 − 7.57 VDC
Equipment 737−300 CFM56-3B-2 130.0 degrees 7.43 − 7.57 VDC
Power Supply-Frequency Unit with digital voltmeter. CFM56-3C-1 120.8 degrees 6.28 − 6.42 VDC
Adjustment / Test 737−400 CFM56-3C-1 130.0 degrees 7.43 − 7.57 VDC

Connect the PMC Power Supply Unit to the PMC connectors J2 and J5
Turn on the power supply. CFM56-3-B1 130.0 degrees 7.43 − 7.57 VDC
737−500
Remove the aft cover on the fuel control box on the MEC. CFM56-3C-1 118.4 degrees 5.98 − 6.12 VDC
Move the forward thrust lever in the forward direction until the MEC power TABLE 1 − PLA VOLTAGE CHECK VALUES
lever touches the maximum forward thrust stop.
NOTE: The thrust control box contains a mechanical stop for specific
airplane models and engine types. AIRPLANE
ENGINE TYPE PLA VOLTAGE
Keep the thrust lever in this position to keep the MEC power lever in MODEL
contact with the stop. CFM56-3-B1 130.0 degrees 7.48 − 7.52 VDC
Measure and make a record of the PLA RVDT voltage. 737−300 CFM56-3B-2 130.0 degrees 7.48 − 7.52 VDC
Make sure the voltage is between the values shown in CFM56-3C-1 120.8 degrees 6.33 − 6.37 VDC
TABLE 1 − PLA VOLTAGE CHECK VALUES.
737−400 CFM56-3C-1 130.0 degrees 7.48 − 7.52 VDC
This voltage is a function of airplane model and engine type.
If the voltage is not in the limit, adjust the PLA transducer gain as follows:
CFM56-3-B1 130.0 degrees 7.48 − 7.52 VDC
Loosen the two screws that attach the adjustment well cover on the PMC. 737−500
CFM56-3C-1 118.4 degrees 6.03 − 6.07 VDC
Use a 7/64 inch (2.8 mm) hex wrench.
TABLE 2 − PLA VOLTAGE SET VALUES

Move the cover in the counterclockwise direction.
Turn the PLA adjustment screw until the voltage on the PMC tester agrees
with the values in TABLE 2 − PLA VOLTAGE SET VALUES.
CAUTION: DO NOT TRY TO TURN THE SLOTTED SCREW HEAD. DO

NOT ADJUST THE NLR ADJUSTMENT. YOU CAN DAMAGE
THE PMC.

ENGINE FUEL AND CONTROL B737/300/400/500
POWER MANAGMENT CONTROL
73−21
PMC TESTER
POWER SUPPLY UNIT
AC POWER 1942 HZ
CONNECTOR CONNECTOR COVER
NLR PLA
J2 CONNECTOR
TO N2 CONTROL
ALTERNATOR
J5 CONNECTOR −
TEST CONNECTION
Figure 60 PMC Gain Adjustment

AIR B737-300/400/500
GENERAL
75−00
ATA 75 AIR
75−00 GENERAL bias sensor system, and, on some engines, the 5th−stage start bleed system.
The VBV system controls airflow quantity to the HPC and the VSV System
controls airflow through the HPC. The bleed bias sensor system monitors
ENGINE AIR SYSTEM 9th−stage HPC bleed rates to provide automatic resetting of the acceleration
schedule, allowing rapid acceleration rates and adequate stall margins as a
General Description function of bleed demands. The 5th−stage start bleed system reduces pressure
The engine air systems are comprised of: in the HPC during start to increase engine stall margin.
Forward and Aft Bearing Sump Pressurizing Operation
Accessory Cooling, Operation of the various air systems is automatic. The compressor bleed and
− Engine External Accessories Cooling, vane control systems and the various cooling and pressurizing air systems are
− High Pressure Turbine Clearance Control System in normal operation during engine operation and require no operator actions.
Compressor Control Turbine Clearance Control
− Variable Stator Vane Actuation System, Clearance control in the CFM56 engine is accomplished by a combination of
− Variable Bleed Valve System, mechanical designs. The system has 3 principle elements: passive structural
− Bleed Bias Sensor System, control, rotor centre cooling, turbine active clearance control.
− 5th−Stage Start Bleed System (On some Engines), The first element, passive structural control, is achieved by the use of
material in the compressor aft case with a low coefficient of thermal
A preferred direction of air circulations is established by means of pressurizing
expansion. This permits maintaining close clearances.
the forward and aft bearing sump labyrinth seals. This pressure exceeds the
internal pressure of the sump. The sumps are vented by the centre vent tube, The second element involves forced cooling of the core engine rotor. The
located inside the low pressure turbine shaft, to prevent overpressure in the use of low pressure booster discharge cooling air, which is a low and
sump. relatively stable temperature source, provides an effective cooling air supply
for both compressor and turbine rotors with a small performance penalty.
Accessory cooling includes engine internal cooling, which uses bleed air from
This cooling results from fixed passages and involves no control devices.
different parts of the engine to cool the high pressure compressor (HPC) disk
The net effect is a reduction in HPC system clearances both during
and spool, the high pressure turbine (HPT) disk, blades and nozzle vanes, and
transient and steady−state operation.

the low pressure turbine (LPT) disk and nozzle vanes; turbine case cooling,
which uses fan discharge air to cool the LPT case; engine external accessories The third element of the system is the automatic control of the tip clearance
cooling, which includes generator cooling (provided by fan discharge air) and between the HPT blades and the stationary tip shrouds. Bleed air from the
ignition leads cooling (provided by booster discharge air); and a HPT clearance 5th and 9th stages of the HPC is used to cool the HPT shroud support
control system, which uses cooling air from the HPC section to optimize HPT structure to optimize blade tip clearances, both transiently and steady−state.
blade clearance, allowing maximum HPT performance. In addition, the low pressure turbine is contained within a rugged, one piece
Compressor control provides engine operational flexibility throughout the casing to maintain concentricity and clearance control. The turbine casing is
engine operating range by controlling airflow to and through the HPC and by cooled so that close clearances can be maintained under all operating
monitoring bleed demands. Compressor control includes the variable stator conditions, in order to maximize LPT efficiency. This cooling air is extracted by
vane (VSV) actuation system, the variable bleed valve (VBV) system, the bleed two air scoops in the fan discharge duct.
FRA US 82 di 18.5.94 Page 124

AIR B737-300/400/500
GENERAL
75−00
5TH−STAGE
HPT−LPT
COOLING
HPT
CLEARANCE
CONTROL
LOW PRESSURE TURBINE

CASE COOLING
CORE COMPARTMENT VENTILATION

SECONDARY FLOW
SUMP VENT AIR
BLEED BIAS
SENSOR 5TH−STAGE AIR
5TH STAGE START 9TH−STAGE AIR
BLEED VALVE
5TH AND 9TH−STAGE AIR MIXTURE
VARIABLE VARIABLE STATOR
BLEED VALVE (12) VANE ACTUATOR (2)
594113
Figure 61 Engine Air Schematic
FRA US 82 di 18.5.94 Page 125
AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
75−30 COMPRESSOR CONTROL

VARIABLE STATOR VANE (VSV) SYSTEM
General VSV Bell Cranck Assembly (2)
The VSV actuation system maintains satisfactory compressor performance Each VSV bellcrank assembly consists of four bellcranks (IGV, stage 1, stage
over a wide range of operating conditions. The system varies the angle of the 2, and stage 3) which are mechanically driven by the VSV actuator through
inlet guide vanes (IGV) and the three stages of variable vanes to connections to the master rod. Adjustable links, consisting of a tie rod and
aerodynamically match the low pressure stages of compression with the high bearing, connect each bellcrank to the actuation rings.
pressure stages. This variation of vane position changes the effective angle at
which air flows across the rotor blades. The angle determines the compression VSV Actuation Rings
characteristics (direction and velocity) for any particular stage of compression. The actuation rings, which are connected by actuation ring connectors at the
By varying the variable vane position in accordance with a predetermined horizontal split−line of the compressor casing, rotate circumferentially about the
schedule as a function of those conditions affecting compressor performance horizontal axis of the compressor. Movement of the rings is transmitted to the
(compressor inlet temperature (CIT) and core engine speed (N2)), the critical individual vanes through vane actuating lever arms.
low pressure stages are automatically realigned to maintain satisfactory airflow
and compressor performance during all engine operating conditions within the VSV Feedback Cable
requirements of the system. A flexible feedback cable, which is attached to the stage 3 bellcrank of the VSV
actuator at the 7:30 o’clock position, transmits a feedback signal to the main
VSV Actuator (2) engine control (MEC) providing actual vane position.
Two VSV actuators are mounted on the high pressure compressor forward
stator case at the 1:30 and 7:30 o’clock positions. Each VSV actuator is
connected through a clevis link and the stage 3 bellcrank to a master rod which
unites the bellcranks to mechanically position the actuation rings which control
VSV angular positions.
The VSV actuators are single−ended, uncushioned hydraulic cylinders, which
are driven in either direction by high pressure fuel (PF). The actuator rod end is
sealed against fuel leakage by dual−stage preformed seals. Fuel, which could
leak past the preformed seals, is drained overboard through the starter air
discharge duct fitting. The piston incorporates a capped preformed packing to
prevent leakage across the piston and controls stroke by internal stops. The
piston rod is ensured of dirt−free operation by means of a wiper which cleans
the rod as it retracts past the dual−stage seals. The rod end is threaded and
fitted with an adjustable extension that includes a clevis for connection to the
VSV bellcrank assembly.

AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
ACTUATOR RIG HOLE

ADJUSTABLE
LINK
MASTER
IGV ROD
BELLCRANK
ACTUATOR
VSV−BELLCRANK ASSEMBLY ROD END
−ACTUATOR VSV
−FEEDBACK CABLE ACTUATOR
FEEDBACK CABLE
CONNECTOR
SCHROUD ROD END
IGV STAGE 1 STAGE 2 STAGE 3 LEVER ARM HP FUEL
VSV DRAIN
ACTUATION HEAD END

RING HP FUEL
CONNECTOR RIGHT VSV
ACTUATOR
ACTUATION RING
LEFT VSV
ACTUATOR
FWD
MAIN ENGINE
CONTROL
LEFT VSV ACTUATOR
VSV BELLCRANK ASSEMBLY VSV FEEDBACK

CABLE
103778/117012
Figure 62 VSV System Components
AIR B737−300/400/500
COMPRESSOR CONTROL
75−30
VSV SYSTEM OPERATION

Operation
The VSV’s are positioned by two VSV actuators which are operated by fuel
pressure from the MEC. In the MEC are a VSV scheduling 3−D cam, which is
positioned by core engine speed (N2) and compressor inlet temperature (CIT)
signals; a VSV feedback mechanism which transmits actual vane position to 35_
the control; and a VSV pilot valve, which is positioned as a result of the FULL CLOSED = 36.7
comparison of the scheduling cam position and the feedback signal.
Changes in N2 rotate the 3−D scheduling cam, while changes in CIT axially 30_
translate the cam. Movement of the cam repositions the pilot valve. The pilot
valve ports high pressure fuel (main fuel pump discharge pressure) to either 25_
the head end or rod end port of the VSV actuators, and vents the end to NOMINAL
bypass pressure. The feedback mechanism in the control repositions the pilot LIMITS
valve to stabilize the actuator signal when the vanes reach the scheduled 20_
HOT
position (for additional information on the VSV feedback system, refer to Fuel
Control, 73−21−00). 15_
High pressure fuel supplied to the head end port of the VSV actuator causes
the piston rod to move aft (extended position), which in turn drives the master
rod to position the inlet guide vane and stage 3 bellcranks upward (or 10_
downward on the right VSV actuator) and the stage 1 and stage 2 bellcranks COLD
downward (or upward on the right VSV actuator). Movement of the bellcranks 5_
is transmitted to the actuation rings and thus to the individual vanes causing
the vanes to close.
0_
High pressure fuel supplied to the rod end port causes the piston rod to move FULL OPEN = 0.5
forward (retracted position), which in turn drives the master rod to position the C1 ONLY = −3
inlet guide vane and stage 3 bellcranks downward (or upward on the right VSV −5_
8 9 10 11 12 13
actuator) and the stage 1 and stage 2 bellcranks upward (or downward on the
right VSV actuator). Movement of the bellcranks is transmitted to the actuating CORRECTED CORE SPEED − RPM X 1000
rings and thus to the individual vanes causing the vanes to open. 60% 70% % RPM 80% 90%
VSV SCHEDULE
FRA US/T 12.3.96 Page 128

AIR B737−300/400/500
COMPRESSOR CONTROL
75−30
RIG PIN HOLES

CLOSED
IGV
CLOSED CLOSED CLOSED
STG 1 STG 2 STG 3
VSV ACTUATOR
HEAD ROD
DRAIN VSV FEEDBACK
CABLE
VSV VSV
CLOSE OPEN
CIT SENSOR HIGH PRESS

FUEL
N2
VSV PILOT FUEL

VALVE RETURN
MAIN ENGINE CONTROL
Figure 63 VSV System Schematic
FRA US/T 12.3.96 Page 129
AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
VARIABLE BLEED VALVE (VBV) SYSTEM

General Description VBV Fuel Gear Motor
The variable bleed valve (VBV) system controls the amount of air that flows The bleed valve fuel gear motor consists of a positive displacement gear motor
through the high pressure compressor (HPC). Some engines have 12 bleed and end−of−stroke stop mechanism. The motor, which is driven by high
valves installed around the fan frame mid box structure. pressure fuel, controls the position of the bleed valves. It consists of two spur
When the bleed valves are open, a portion of the primary air flow from the gears.
booster (low pressure compressor) is permitted to go through the mid box and The motor converts pressurized fuel into rotary shaft power which is driven
into the secondary (fan) air flow. The bleed valves open during low and through the bleed valve stop mechanism to the gear reduction stage of the
transient operations to increase the booster mass flow and to improve booster bleed valve and master ballscrew actuator.
and HPC matching.
Fuel, which could leak past the different sealing provisions, is drained
The VBV system includes the following: overboard through the starter air discharge duct fitting.
A power unit consisting of a fuel powered hydraulic gear motor. Fuel is
supplied from the high pressure pump as scheduled by an external signal. VBV Stop Mechanism
A mechanical transmission system that consists of: The bleed valve stop mechanism is installed inside the fan frame mid box
structure between the bleed valve fuel gear motor and the bleed valve and
− A bleed valve stop mechanism.
master ballscrew actuator at the 9:30 o’clock position.
− A bleed valve and master ballscrew actuator unit consisting of a speed
The function of the bleed valve stop mechanism is to limit the number
reduction gearbox and a ballscrew actuator linked to a bleed valve door.
of revolutions of the bleed valve fuel gear motor to the number of revolutions
− 11 bleed valve and ballscrew actuator units. Each unit has a speed required for a complete cycle (opening−closing) of the VBV doors.
reduction gearbox and a ballscrew actuator linked to a bleed valve door. This limiting function supplies the reference position for installing and adjusting
− A bleed valve main flexible shaft installed between the bleed valve and the VBV actuators.
master ballscrew actuator and the fuel gear motor. The stop mechanism consists of a housing for a hollow screw which is driven
− 11 bleed valve flexible shafts installed between the bleed valve and by the bleed valve fuel gear motor. This hollow screw shaft holds the main
ballscrew actuators. VBV flexible shaft which connects the bleed valve fuel gear motor to the master
A flexible feedback cable to transmit to the MEC the position of the bleed ballscrew actuator. A follower nut translates along the screw and stops the
valve system. rotation of the bleed valve fuel gear motor when it reaches the ends of the
screw threads.
Variable Bleed Valve (12)

VBV Feedback Cable
The bleed valve and master ballscrew actuator transfers the driving input from
the bleed valve fuel gear motor to the ballscrew actuator system. It consists of The VBV feedback reverser arm is mounted on the bleed valve
a speed reduction gearbox and a ballscrew actuator linked to a hinged door. stop mechanism housing. The feedback reverser arm links the feedback rod
The output motion of the first pair of bevel gears is transferred to the other from the master ballscrew actuator to the feedback cable, which is routed
bleed valve and ballscrew actuators by the flexible shafts. Each bleed valve to the MEC. Through this linkage, the MEC constantly monitors the
and ballscrew actuator consists of a bevel gear speed reduction gearbox and a angular position of the VBV doors.
ballscrew unit linked to a hinged door.

AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
BALLSCREW ACTUATOR
FLEXIBLE
SHAFT
MAIN FLEXIBLE
SHAFT
FLEXIBLE SHAFT
A B C VBV DOOR
SEAL
A VARIABLE BLEED VALVE

FLEXIBLE SHAFTS
(11 UNITS)
ATTACHING POINTS TO B VBV FUEL

VBV STOP MECHANISM GEAR MOTOR
FEEDBACK ROD
DRAIN
TUBE
FEEDBACK
CABLE
BLEED VALVE
AND MASTER
BALLSCREW
ACTUATOR FWD VBV CLOSED PORT

TUBE
A
VBV OPEN PORT
TUBE
BLEED VALVE
AND BALLSCREW
ACTUATOR
(11 UNITS) VBV FUEL MAIN FLEXIBLE
B GEAR MOTOR SHAFT
VBV STOP C VBV STOP MECHANISM
C MECHANISM FWD
103738/104001/104000/127069
Figure 64 VBV System Components
AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
VBV KICKER MECHANISM

To improve rain and hail extraction from the compressor into the fan air stream
and to be able to reduce High Idle and the requirement N1 RPM not below 45% FULL CLOSED
with engine start switch in FLT position and Radio Altitude height above 500ft.,
to 32% N1 in inclement weather conditions, the following components have to −5
be modified, replaced or reworked:
The conical spinner is replaced by an elliptical. 0 NOMINAL 0
A cut back splitter fairing is installed.
LIMITS
The inlet guide vane angle is modified. 5
Scoops and slides are installed in the fan compressor case to ease ice and
rain extraction.
10
The VBV door tracking schedule is modified, i.e. the VBV doors are kept
open over a larger range.To achieve this, the VBV door stop mechanism
and the VBV master ballscrew actuator are reworked. 15
VBV System Operation

20
During engine deceleration from 86% N2 RPM to 82% N2 RPM the VBV doors
open approximately 10 degrees. When the engine speed is further reduced, the
VBV feedback cable is blocked by the VBV feedback-cable stop. The MEC 25
receives a false feedback signal and the VBV doors are driven into the full
open position (40 degrees), limited by the VBV stop mechanism
30
During engine acceleration the VBV doors remain in the open position until
82% N2 speed is reached.
Above 82% N2 speed the VBV doors follow the normal schedule, i.e. they 35
begin to close. FULL OPEN 40.2
40
8 9 10 11 12 13
CORRECTED CORE SPEED − RPM X 1000
60% 70% 80%82% 86% 90%

%RPM

AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
SLIDE
DOOR
SCOOP
VBV CLOSED VBV OPEN
FREE LEVER
FEEDBACK
FWD ROD
VBV OPEN
VBV CLOSE
KICKER
STOP
REVERS 10VBV
LEVER POSITION
FAN FRAME
VBV FEEDBACK
CABLE
Figure 65 VBV Kicker Mechanism

AIR B737−300/400/500
COMPRESSOR CONTROL
75−30
VBV SYSTEM OPERATION

Description
The variable bleed valve system performs four primary functions:
Positions the bleed valves in response to a differential fuel pressure through
the fuel gear motor.
Mechanically synchronizes the 12 bleed valves throughout the stroke.
Limits the bleed valve position at the end of each stroke.
Provides feedback of the bleed valve position.
The fuel gear motor is hydraulically activated by pressurized fuel. The MEC
determines the direction and speed of motor rotation. The gear motor drives
the rotary shaft which drives the gear reduction stage of the master ballscrew
actuator through the stop mechanism.
The flexible shafts transmit power from the rotary shaft to the remaining 11
ballscrew actuators. The flexible shafts are supported by ferrules at their
mid−points. The ballscrew actuators reduce shaft speed with bevel−cut gears
and convert rotary motion to linear output.
The actuator output is from a trunnion mount provided on the translating
ballnut. The mount is connected to the bleed valve by a tandem linkage to
provide a rotational movement on the bleed valve pivotal axis. The direction of
the bleed valve rotation is controlled by the fuel gear motor.
The fuel gear motor, actuated by the VBV control valve in the MEC, drives the
system to the commanded (open, closed or modulated) position with the
required power. The VBV feedback mechanism relays the bleed valve position
to the MEC as the system approaches the commanded position.
The VBV control valve is moved towards the null position (or minimum opening
needed to neutralize the bleed valve loads) as the bleed valve approaches the
end of its stroke. This reduces motor speed and allows the motor to engage the
end−of−stroke stops at low impact force.

AIR B737−300/400/500
COMPRESSOR CONTROL
75−30
FAN FRAME
MID BOX STRUCTURE
FAN FRAME
MID BOX STRUCTURE
VBV FEEDBACK ROD INSPECTION HOLE
FUEL GEAR MOTOR & FUEL

STOP MECHANISM RETURN
VBV PILOT
HIGH VALVE
BLEED VALVE AND PRESS
MASTER BALLSCREW FUEL
ACTUATOR
DRAIN
BLEED VALVE
AND BALLSCREW
ACTUATOR
VBV FEEDBACK CABLE

VBV RESET
SOLENOID
FLEXIBLE VSV FEEDBACK CABLE

DRIVESHAFT
(N2/CIT)
Figure 66 VBV System Schematic
AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
VSV FEEDBACK CABLE ADJUSTMENT/TEST

General VSV Feedback Cable Static Rig Check
This procedure gives the necessary data to adjust the feedback cable for the Operate the VSV system to the full open position.
variable stator vane (VSV). This is done after the removal or replacement of Caution: Do not apply more than 300 psi to the system. This can cause
the feedback cable, the left VSV actuator and the main engine control (MEC). damage to engine parts.
Three adjustments are given: Connect the hydraulic cart pump supply and return hoses to the VSV head
a resistance check and rod end tubes.
The resistance check makes sure that the force necessary to move the When the VSV system opens, movement must be smooth without binding
feedback cable is not more than a specified limit. or jumping. The VSV system must start to open at 100 psi and must
a travel check continue until it gets to the stop position. The indication that the system is
at the stop position is a rapid increase in gage pressure. If the stator vanes
The travel check makes sure that the stator vanes can operate through their
do not move, examine the VSV actuators for signs of leakage.
full travel range. It also makes sure that the stator vanes do not move the
MEC internal mechanism more than its full travel range. Apply and hold a pressure of 200−300 psi to the rod end tube.
a static rig check. Apply a tension load of 15−17 pounds in a line with cable centerline axis.
The static rig check makes sure that the feedback signal transmitted to the Keep the load and do a check that the rig pointer is aligned with the notch
MEC is synchronized with the vane position. for the rig plate.
Variable Stator Vane Feedback Cable Adjustment Equipment If the rig pointer and the rig plate notch are not aligned, align the rig pointer
with the rig plate notch as follows:
Pull Scale 0−25 pounds
− Loosen the locking bolt on the feedback cable adjustment bracket.
Fuel hydraulic hand pump with pressure indication
− Turn the adjustment screw to align the rig pointer to the rig plate notch.
FRA US/T DiW Aug.05 Page 136

AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
CORRECT RIG : VSV’S IN THE FULLY OPEN

FAN FRAM POSITION WITH THE CORRECT
STRUT BRACKET VSV CABLE RIG.
MEC FEEDBACK
ARM
RIG NOTCH
ADJUSTABLE
VSV RIG PLATE
RIG POINTER
HEAD END VSV
TUBE ROD END
TUBE
VSV VSV APPLY TENSION

HEAD END ROD END
HOSE HOSE
HEAD PULL SCALE

ROD
LOCKWIRE
SUPPLY AND
RETURN HOSES
VSV OPEN
MAIN ENGINE
CONTROL
MEC FEEDBACK
ARM
VSV CLOSEN
LOCKING
VSV FEEDBACK BOLT
CABLE
HYDRAULIC
HAND PUMP CABLE CABLE ATTACHMENT ADJUSTMENT SCREW
ATTACHMENT BRACKET
BRACKET VSV
FEEDBACK CABLE
OPEN VSV POSITION
651134/131890
Figure 67 VSV Feedback Cable Static Rig
FRA US/T DiW Aug.05 Page 137
AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
VBV FEEDBACK CABLE ADJUSTMENT/TEST

General
This procedure supplies the necessary steps to adjust the feedback cable of
the variable bleed valve (VBV). You must do this procedure after the removal
or replacement of the:
feedback cable
fuel gear motor and stop mechanism assembly of the bleed valve
main engine control (MEC).
Three adjustments are given:
a resistance check
The resistance check makes sure that the force necessary to move the
feedback cable is not more than a specified limit.
a travel check
The travel check makes sure that the VBV doors can operate through their
full travel range (while they do not push the MEC internal mechanism
morethan its usual travel range).
a static rig check.
The static rig check makes sure that the feedback signal transmitted to the
MEC is sychronized with the door position.
VBV Feedback Cable Static Rig Check
Operate the VBV system to the full closed position.
Attach a pull scale to the MEC feedback arm.
Apply a tension load of 15−17 pounds (67−76 N) in a line with the cable
centerline axis.
Keep the load while you do a check that the alignment bar of the feedback
arm is aligned with the rig notch.
If the alignment bar and the rig notch are not aligned, do the steps that
follow:
− Loosen the locking bolt on the adjustment bracket.
− Turn the adjustment screw to align the alignment bar and the rig notch.
FRA US/T DiW Aug. 05 Page 138

AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
FAN FRAM ALIGNMENT BAR

STRUT BRACKET
RIG NOTCH
CORRECT RIG : VBV’S IN THE FULLY CLOSED POSITION
WITH THE CORRECT CABLE RIG
VBV
OPEN TUBE
VBV
OPEN HOSE
VBV
CLOSE TUBE
APPLY TENSION
VBV
CLOSE HOSE PULL SCALE
HEAD ALIGNMENT BAR

ROD
SUPPLY AND RIG

RETURN HOSES NOTCH
MAIN ENGINE VBV OPEN VBV

CONTROL FEEDBACK
CABLE
LOCKING
BOLT VBV CLOSED
CABLE
ATTACHMENT
BRACKET
HYDRAULIC CABLE ATTACHMENT
HAND PUMP VBV
BRACKET
FEEDBACK CABLE
CLOSED VBV POSITION
ADJUSTMENT SCREW
151507/151499
Figure 68 VBV Feedback Cable Static Rig
AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
5TH - STAGE START BLEED SYSTEM

General Description
The 5th−stage start bleed system, which consists of a pneumatically actuated
bleed valve, air diffuser, deflector baffle, and connecting tubing to the start
valve, uses starter air pressure from the start valve to signal the bleed valve to
open and unload four percent of the compressor 5th−stage pressure. This
reduced pressure in the high pressure compressor (HPC) section during start STARTER AIR
will increase engine stall margin at low starting speeds. The bleed air is ducted PRESSURE SIGNAL
through the valve and the air diffuser and dispersed against the deflector baffle 5TH STAGE (OPENING PRESSURE)
which prevents hot air from blowing against the inside of the fan duct cowl. AIR PRESSURE
When the start valve is closed the air pressure signal is cutoff allowing the (CLOSING PRESSURE)
bleed valve to close. The start bleed system has no significant adverse effects
on start time and exhaust gas temperature (EGT).
5th−Stage Start Bleed Valve SLEEVE COARSE
PISTON FILTER
The 5th−stage start bleed valve is located on the left side of the HPC case at
the 11 o’clock position. It is a pneumatically operated, normally closed valve SEAT
which is opened when starter air pressure is applied to the signal port. At
starter cut out, the valves closed by spring force assisted by a 5th−stage
pressure boost. This pressure boost assist will hold the valve shut in the case
of a spring (or valve) failure.
An air diffuser is attached to the exit port of the bleed valve to reduce the 5TH
velocity of the exiting bleed air. The air is discharged against the deflector 5TH STAGE STAGE
AIR TO AIR
baffle. OVERBOARD
DUMP BAFFLE
Operation
During engine start air pressure is ducted to the start valve and the starter is
engaged (start valve open). After start valve opening air pressure is applied to
a pressure sensing port just downstream of the valve which directs air to the
signal port on the start bleed valve, causing it to open. This allows engine core
airflow to exit the HPC for improved stability. Bleed air passes through the SPRING
SEAL
valve, then the diffuser, and is deflected against a baffle where it mixes with
engine compartment air. The air discharges overboard through the gap VALVE SHOWN CLOSED
between the aft end of the fan duct cowl and the exhaust sleeve.
When the starter is disengaged, the start valve closes cutting off the air signal 5TH STAGE START BLEED VALVE
to the bleed valve. Spring pressure aided by a 5th−stage pressure boost
traveling through a small orifice to the spring side of the piston sleeve closes
the bleed valve and holds it shut during normal engine operation. 5TH-STAGE START BLEED VALVE SCHEMATIC

AIR B737-300/400/500
COMPRESSOR CONTROL
75−30
5TH STAGE
START BLEED VALVE
5TH−STAGE
START BLEED
VALVE
AIR DIFFUSER
AIR SIGNAL TUBE
TO ENGINE
START VALVE
METAL
GASKET
AIR SIGNAL
METAL TUBE
V−BAND CLAMP GASKET V−BAND CLAMP
5TH−STAGE
BLEED AIR
DEFLECTOR BAFFLE
INLET AIR TUBE

AIR INLET PORT AIR OUTLET PORT FWD
AIR DIFFUSER
5TH−STAGE START
BLEED VALVE
280391/281098
Figure 69 5TH - Start Bleed Valve
AIR B737-300/400/500
ACCESSORY COOLING
75−20
75−20 ACCESSORY COOLING

ENGINE EXTERNAL ACCESSORIES COOLING
General
Engine external accessories cooling consists of generator cooling and ignition
leads cooling.
Generator Cooling
The generator is cooled by low pressure fan discharge air extracted from an
engine port on the fan frame at the 5 o’clock position. Cooling air is ducted
from the engine port, around the bottom of the fan frame, and to the generator
cooling air inlet duct.
The air flows into the aft end bearing and is circulated inside to cool the stator
and rotor. Part of the cooling air passes through flutes in the rotor, then
impinges on the drive end bearing. The cooling air leaves through the
openings around the generator housing, passes through the exhaust duct, and
is exhausted overboard through the generator cooling air exhaust port in the
left fan cowl panel.
Ignition Leads Cooling
Cooling air for the left and right ignition leads is tapped from low pressure
compressor (booster) discharge air. Booster air is fed to a cooling air tube
mounted to the fan frame mid shroud at the 3 o’clock position.
The tube is routed to the 3 o’clock strut support bracket and is connected to a
fitting, which ducts cooling air under the braided conduit around each lead.
The air is exhausted onto the igniters through the cooling air shroud.

AIR B737-300/400/500
ACCESSORY COOLING
75−20
FAN FRAME
MID SHROUD
SEE A 3 O’CLOCK
STRUT SUPPORT
BRACKET
IGNITION
LEADS
SEE C IGNITION LEADS
COOLING AIR TUBE
FWD
C
SEE B STARTER
INLET
COWL
GENERATOR
FAN INLET
FRAME COWL ACCESSORY
GEARBOX
GENERATOR OIL TANK

COOLING
AIR DUCT GENERATOR
COOLING AIR
DUCT
GENERATOR
COOLING AIR
EXHAUST DUCT
CONSTANT
SPEED
DRIVE
A B
193826/193628
Figure 70 Engine External Accessories Cooling
AIR B737−300/400/500
ACCESSORY COOLING
75−20
HPT CLEARANCE CONTROL SYSTEM

General Description The normal schedule will be interrupted for180 sec. The following cooling air
The high pressure turbine (HPT) clearance control system, uses high pressure schedule will be performed:
compressor (HPC) bleed air to obtain maximum steady−state HPT 0 − 8 sec...........no air
performance and to minimize exhaust gas temperature (EGT) transient 8 − 152 sec........... 5th stage
overshoot during rapid change of engine speed.
152 − 182 sec........... 9th and 5th stage
The system consists of:
>182 sec............9th stage ( normal schedule )
HPT Clearance Control Valve
With the shutdown of the engine ( RPM < 5% N2 ) the timer will reset
HPT Clearance Control Timer (on 56-3C1 and optional on 56−3B-2 engines) automatically.
HPTCC Timer Lockout Solenoid Valve (on 56-3C1 and optional on 56−3B-2 For maintenance high power runs RPM > 94% N2 the timer must be
engines) deactivated.
HPT Schroud Manifold Air Tubes
HPTCC Timer Lockout Solenoid Valve
HPT Clearance Control Valve Depending on the AIR/GRD switching the lockout solenoid valve activates the
The valve consists of two pistons operating two butterfly valves for the 5th and timer.
9th stage bleeds. Valve operation is hydraulic using fuel from the main engine On GRD............deenergized, the timer is activated.
control.
In AIR................energized, the timer is deactivated.
After engine start and with the engine at ground idle power setting, the airflow
to the HPT shroud is from the HPC 9th stage bleed. When the thrust lever is
advanced or retarded to change the core engine speed (N2), the airflow is GRD ENGINE 2
regulated to maintain optimum HPT shroud to blade tip clearance.
28V DC
The airflow selection for various steady−state power settings is: BAT BUS
Idle RPM....................9th Stage
Take Off RPM............ 9th Stage
TCC SOLENOID
Climbe RPM.............. 9th and 5th Stage VALVE
Cruise RPM............... 5th Stage
HPT Clearance Control Timer ENGINE 1

The High Pressure Turbine Clearance Control (HPTCC) timer controls the
28V DC
operation of the HPTCC valve during the first 182 seconds of engine operation BAT BUS
if N2 RPM is 94% or greater during take off condition. The HPTCC solenoid AIR
valve prevents timer operation after take off through an air sensing relay.
R432 TCC SOLENOID
The timer will be activated if: AIR SENSING VALVE
Aircraft on GRD and RELAY E11
N2 RPM >94% HPTCC TIMER CONTROL

AIR B737−300/400/500
ACCESSORY COOLING
75−20
5th-STAGE AIR
HPT-LPT COOLING
AIR TUBE (4)
HPT CLEARANCE HPT CLEARANCE HPT CLEARANCE

CONTROL VALVE CONTROL VALVE CONTROL TIMER
HPT SCHROUD MANIFOLD AND LOCKOUT
AIR TUBE SOLENOID VALVE
9TH−STAGE HPC 5TH−STAGE HPC ELECTRICAL HPTCC TIMER LOCKOUT

BLEED TUBE BLEED AIR PORT CONNECTOR SOLENOID VALVE
RIGHT VSV
ACTUATOR SEAL
AND SHROUD DRAIN HPT CLEARANCE
CONTROL TIMER
HPT CLEARANCE
CONTROL VALVE
HPT CLEARANCE
CONTROL VALVE DRAIN

AND RIGHT VSV
ACTUATOR SEAL
AND SHROUD DRAIN
ACTUATOR VALVE RODS

HPT SCHROUD
MANIFOLD
FUEL TUBES FWD
FROM MEC
179655/593015
Figure 71 HPT Clearance Control Components
ICE AND RAIN PROTECTION B737-300/400/500
AIR INTAKES
30−20
ATA 30 ICE AND RAIN PROTECTION

30−20 AIR INTAKES
INLET COWL THERMAL ANTI-ICING SYSTEM
The function of the system is to maintain ice free inlet cowl surfaces during
flight and ground operations.
The system consists of ducting,
a dual butterfly pressure regulating and shutoff valve,
pressure tap and switch downstream of the valve,
an anti−icing distribution spray ring and
an exhaust port located at the bottom of the nose cowl.
The anti−icing system is located on the right side of the engine. The controls
and indications are in the flight compartment.
General
The inlet cowl anti−icing system is a thermal system using hot bleed air from
the 5th and 9th stages of the high pressure compressor (HPC) section.
The valve is operated by the switch on the P5 panel. A blue light indicates
valve position and an amber light indicates an overpressure condition of 65
psig or an overtemperature condition of 440C in the anti−icing ducting.
A blue light indicates valve position:
OFF . . . . . . . . . . . . . . . . . . . . . . Valve Closed
BRIGHT . . . . . . . . . . . . . . . . . . . Valve Transit
DIM . . . . . . . . . . . . . . . . . . . . . . . Valve Open

AIR INTAKES
30−20
COWL COWL > 440C

ANTI−ICE ANTI−ICE > 65 PSI
COWL VALVE COWL VALVE
OPEN OPEN
ENG
ANTI−ICE
OFF
ON
1 2
PRESSURE OVERHEAT
P5 SWITCH SWITCH
PRECOOLER
ENGINE
BLEED
VALVE
MASTER FIRE HIGH STAGE
CAUTION WARN VALVE INLET COWL
PUSH TO RESET BELL CUTUOT
TAI VALVE
ANTI−ICE ENG PRESSURE SHUTOFF

REGULATOR VALVE
HYD OVERHEAD VALVE
DOORS AIR COND 5TH STAGE
BLEED DISTRIBUTION
MANIFOLD SPRAY RING

P2
9TH STAGE ENGINE
BLEED ANTI-ICE
MANIFOLD VALVE
OVERBOARD
EXHAUST 165902
Figure 72 Inlet Cowl TAI Components

AIR INTAKES
30−20
INLET COWL TAI COMPONENTS

Inlet Cowl Anti−Icing Valve
The purpose of the valve is to provide engine bleed air to maintain ice free inlet
cowl surfaces during flight and ground operations.
The thermal anti−ice (TAI) valve is located at the 1:30 o’clock position (aft
looking forward) on the fan frame.
The valve is air operated and is set to regulate outlet pressure at 50 psi. The
valve is fully open at inlet pressures of 10 to 47 psi. The unit consists of a
normally closed butterfly shutoff valve, a normally open pressure regulator
butterfly valve, a servo pilot valve and associated components which form an
insulated air duct section. If the pressure regulator valve fails to regulate
the pressure, the shutoff valve will maintain the pressure at 70 psi. A manual
override provision is incorporated in the valve for direct mechanical operation
and for locking the valve in a partially open position in the event of system
malfunction. The valve is designed to fail in the closed position.
Pressure Switch
The TAI pressure switch senses pressure from a pressure tap in the
TAI ducting downstream of the valve. The function of the switch is to act as a
check on the operation of the valve to prevent overpressurizaton of the inlet
cowl. The switch is set to activate at 65 PSI, and provides cowl overpressure
warning indication by illuminating an amber COWL ANTI−ICE warning light in
the cockpit.
Overheat Switch
The TAI overheat switch senses temperature in the TAI ducting downstream of
the valve. The switch is set to activate at 440C and will indicate an
overtemperature condition by illuminating the master caution, anti−ice

annunciator lights, and an amber COWL ANTI−ICE warning light in the cockpit.

AIR INTAKES
30−20
TAI PRESSURE
SWITCH
TAI
VALVE
INLET COWL
TAI VALVE
FWD
VALID FOR VALVE P/N 3290662−1

TAI
OVERHEAT
SWITCH
RETAINING RETAINING
SCREW SCREW
HEX SHAFT MID

HEX SHAFT POSITION
PRESSURE REGULATOR MANUAL OVERRIDE SHUTOFF VALVE MANUAL OVERRIDE
Figure 73 Inlet Cowl TAI Components

AIR INTAKES
30−20
INLET COWL TAI VALVE DE-ACTIVATION

MAINTENANCE PROCEDURE (DDPG Dispatch Deviation Procedure Guide)
1. VALVE CLOSED POSITION:
Check valve position indicator to verify valve is closed. Manually position
valve to close and lock, if necessary.
2. VALVE OPEN POSITION:
A. Open fan cowl and thrust reverser.
B. The cowl anti-ice valve consists of a shutoff valve and a pressure
regulator valve. Secure cowl anti-ice valve as follows:
a. Lock pressure regulator in the open position by manually wrenching
flats to OP (open) positionand replace the closed position adjustment
set screw with a locking screw. The torque required to move the
valve butterfly will not exeed 25 in.-lbs.
NOTE: Airplanes with forward mount/thrust reverser hinge
vibration isolators install require the valve clamps to be
loosened and the valve hardware removed. The valve
should then be rotated until the closed position adjustment
setscrew can be removed and replaced with a locking
screw. After the locking screw is installed, the valve must
be realigned and the hardware and clamps reinstalled.
b. Lock shutoff valve in mid-position by manually wrenching flats labe-
led OP-MID-CL to MID (mid) position and insert a quick-release pin
into lock hole in the valve cover. The torque required to move the
valve butterfly will not exceed 25 in.-lbs.
c. Disconnect, cap and stow electrical connector from pressure switch.
C. Secure 9th stage bleed air modulating and shutoff valve by manually
wrenching high stage valve to close position, loosen the position
indicator screw, slide the lock pin up into the recess in the cover plate
and retighten the position indicator screw.
D. Close fan duct cowl and thrust reverser.

AIR INTAKES
30−20
CLOSED POSITION
MANUAL ADJUSTMENT CLOSED
OVERRIDE POSITION
SETSCREW STOP
REMOVE STOWED PIN.
ROTATE HEX TO DESIRED
POSITION. INSERT PIN
IN LOCK POSITION.
LOCK
LOCKING SCREW
MID
OP CL (STOWED)
STOW PRESSURE
REGULATOR
VALVE
LOCKING PIN
(STOWED)
MANUAL DRIVE
AND POSITION
INDICATOR
MANUAL DRIVE
AND POSITION
INDICATOR
OUTLET
PORT
INLET
PORT
FWD
SHUTOFF
VALVE
118231
Figure 74 Inlet Cowl TAI Valve De-Activation

AIR INTAKES
30-20
INLET COWL TAI-SYSTEM TEST

Inlet Cowl Anti-Ice Operational Test with APU Power
This test is necessary after replacement of the inlet cowl anti-ice valve. Do this test of the TAI valve operation:
Open the left thrust reverser half on the applicable engine. CAUTION: DO NOT ALLOW THE COWL TAI VALVE TO BE OPEN FOR
Start the APU and let it become stable. MORE THAN 30 SECONDS. IF THE VALVE IS OPEN FOR
Prepare for the test: MORE THAN 30 SECONDS, THERE CAN BE DAMAGE TO
THE INLET COWL.
Make sure that the BLEED 1, 2, and APU switches on the P5 panel
are OFF. Set the applicable ENG ANTI−ICE switch to ON.
Make sure that the applicable COWL VALVE OPEN light on the P5 panel is Make sure that the COWL VALVE OPEN light comes on bright
off. (this shows that the valve is in transit).
Record the APU EGT after the EGT has become stable. Make sure that the COWL VALVE OPEN light becomes dim and stays on
(this shows that the valve is open).
Set the applicable engine BLEED switch to ON.
Make a record of the APU EGT after it becomes stable.
Disconnect the electrical connector from the bleed air regulator on the
applicable engine. Make sure that the APU EGT is at least 30 C larger than the EGT you
found before you opened the PRSOV.
Pressurize the pneumatic system:
Set the ENG ANTI−ICE switch to OFF.
Set the BLEED APU switch to ON.
Make sure that the COWL VALVE OPEN light comes on bright.
Make sure that the applicable duct pressure pointer on the P5 panel shows
30 to 45 psi. Make sure that the COWL VALVE OPEN light goes off.
Put the pneumatic system to its initial condition:
WARNING: YOU MUST USE A RATCHETING−TYPE SOCKET WRENCH
TO MANUALLY OPEN THE PRSOV. THE PRSOV WILL Remove the wrench from the PRSOV.
SUDDENLY TURN THE WRENCH SOCKET BUT THE Connect the electrical connector to the bleed air regulator.
RATCHET WILL PREVENT MOVEMENT OF THE WRENCH Set the applicable engine BLEED switch to OFF.
HANDLE. IF YOU DO NOT USE A RATCHETING−TYPE
Do the normal APU shutdown procedure.
WRENCH, THE SUDDEN MOVEMENT OF THE PRSOV CAN
CAUSE INJURY TO YOU. Close the left thrust reverser half.

Manually open the PRSOV with a ratcheting type wrench and hold it open.

AIR INTAKES
30-20
L PACK ISOLATION R PACK L PACK ISOLATION R PACK

OFF VALVE VALVE
OFF OFF OFF
AUTO CLOSE AUTO AUTO CLOSE AUTO
HIGH HIGH HIGH HIGH
AUTO AUTO
WING WING WING WING

PACK OPEN PACK PACK OPEN PACK
ANTI ANTI ANTI ANTI
TRIP OFF TRIP OFF TRIP OFF TRIP OFF
ICE ICE ICE ICE
WING−BODY TRIP WING−BODY WING−BODY TRIP WING−BODY
OVERHEAT OVERHEAT OVERHEAT OVERHEAT
BLEED BLEED BLEED BLEED
TRIP OFF TRIP OFF TRIP OFF TRIP OFF
RESET RESET
OFF OFF OFF OFF
ON ON ON ON
1 APU 2 1 APU 2
BLEED BLEED
P5 ALL BLEEDS OFF RECORD APU EGT P5 APU BLEED ON MANUALLY OPEN PRSOV
ENGINE BLEED ON AND HOLD OPEN WITH WRENCH
ISOLATION VALVE OPEN
COWL COWL
ANTI−ICE ANTI−ICE
COWL VALVE COWL VALVE
OPEN OPEN
ENG
ANTI−ICE
OFF
ON
1 2
P5
ENGINE ANTI-ICE ON INLET COWL TAI VALVE OPENS RECORD APU EGT
CHECK COWL VALVE LIGHT
BRIGHT-DIM
Figure 75 Inlet Cowl TAI System-Test

IGNITION B737-300/400/500
GENERAL
74−00
ATA 74 IGNITION
IGNITION SYSTEM
The purpose of the system is to produce a high current electrical spark to ignite
the fuel/air mixture in the engine combustion chamber during starting and to
provide continuous ignition during takeoff, landing and operation in adverse
weather conditions.
The ignition system consists of:
the ignition power supply,
engine ignition control,
2 high energy ignition exciters,
2 spark igniters and
2 triaxial shielded ignition leads.
System Schematic Description
During engine ground start the ignition system is initiated by moving the start
lever to IDLE position, engine igniter selector switch to IGN L, IGN R or BOTH
position and the start switch to GRD position.When the engine is operating the
ignition system is not normally operating.
Continuous or flight start ignition can be selected by the engine start switches.
Ignition for each engine

IGNITION B737-300/400/500
GENERAL
74−00
ENGINE START
OFF OFF
GRD CONT BOTH GRD CONT
FLT FLT
IGN IGN
L R
1 2
ENGINE
IDLE ALF
1
GRD
BAT BUS OFF START LEVER
CONT
ENG 2
FLT CUTOFF
START
VALVE
START DRUM
2
IGNITER PLUG
AC TRANS CUTOFF LEFT
BUS
START LEVER IGNITION
ENG 2 IDLE EXITER
L IGN L IGN SWITCH
L IGN
BOTH
AC STBY R IGN
BUS
ENG 2
R IGN
2
P6−2 CIRCUIT
BREAKER PANEL
ENG IGN SEL SW
CUTOFF RIGHT
START LEVER IGNITION
1 START SYSTEM IDLE
R IGN SWITCH EXITER
ENG START SW
2 ENG 1
P5 FWD OVERHEAD PANEL
Figure 76 Ignition System Schematic

IGNITION B737-300/400/500
GENERAL
74−00
COMPONENT DESCRIPTION
Engine Start Switch
The ignition system for each engine is energized through an engine start
switch, engine igniter selector switch, and start lever actuated switches.
Ignition for each engine for a ground start is initiated by moving the start switch
to GRD position.
Engine start switch
GRD − Opens the starter valve and provides ignition to the selected
igniters when the engine start lever is moved from CUTOF to IDLE.
OFF − No ignition
CONT − Provides ignition to the selected igniters with the engine start lever
in IDLE.
FLT − Provides ignition to both igniters when the engine start lever is in
IDLE. The ignition select switch is bypassed when the engine start
switch is in FLT.
Igniter Selector Switch

IGN L− Selects the left igniter for use on both engines.
BOTH− Selects both igniters for use on both engines.
IGN R− Selects the right igniter for use on both engines.
Ignition Switches
There are two start lever actuated ignition switches for each engine. The
switches are mechanically actuated by the operation of the start levers. Two
cams attached to a drum over which the start lever cable passes actuate the
switches. As the cable is actuated by the start lever, the cam engages a
follower on the switch actuating arm causing the switches to open or

close. One start lever actuated engine fuel shutoff valve switch is provided
for each engine.
A cam attached to the start drum engages the switch follower causing the
switch to open or close.

IGNITION B737-300/400/500
GENERAL
74−00
ENGINE START
ENGINE START LEVERS
LEVER ACTUATED
SWITCHES ACCESS
PANEL
ENGINE START
PANEL
ENGINE START
FWD LEVERS
PILOTS’ CONTROL STAND
PILOTS’ CONTROL STAND
START CONTROL
IGNITION AND FUEL DRUM
SHUTOFF CAMS
ENGINE START
OFF OFF
FLT FLT FUEL
IGN IGN
L R SHUTOFF
SWITCHES
1 2
ENGINE 2
IGNITION SWITCHES
ENGINE START PANEL
IGNITION SELECTOR SWITCH ENGINE 1 FWD

IGNITION SWITCHES
ENGINE START SWITCH
102625/102651
Figure 77 Ignition System Components

IGNITION B737-300/400/500
GENERAL
74−00
Ignition Exiter
The two exciters provide starting and continuous duty ignition on demand.
Each exciter is capable of independent operation and alternate use of ignition
circuits is recommended.
The ignition exciters are mounted on the inlet fan case with resilient shock
mounts at the 2 o’clock position.
The ignition exciter is a capacitor discharge−type exciter. A housing enclose
the exciter and the components are secured mechanically or with silicone
adhesive to the housing. The housing is hermetically sealed to ensure proper
operation under varying environmental conditions.
Two types of exciters are avaible. Both types are unidirectional.
The high energy exciter output is 15−20 kv, with a spark rate of 2 sparks per
second. Energy delivered is 2 joules per spark.
The low energy exciter output is 14−18 kv, with a spark rate of 1 spark per
second. Energy delivered is 1.2 joules per spark.
The ignition exciters operate on 105 to 122 volts ac, 380 to 420 Hz input.
Operation
The ignition exciter consists of an input circuit (filter network and power
transformer), rectifier, storage capacitor, and a discharge circuit. The
alternating current input is rectified and stored in the capacitors. When the
capacitors reach approximately 2850 volts each, a combined voltage of
approximately 5700 volts is discharged. The discharge process repeats at a
rate depending on the charging time of the capacitors.
WARNING: EXCITERS MUST BE DE−ENERGIZED BEFORE WORKING
ON IGNITION SYSTEM. VOLTAGE OUTPUT CAN BE
DANGEROUS AND ELECTRICAL CONTACTS MUST NOT BE
TOUCHED. THE EXCITERS MAY CONTAIN AN ELECTRICAL

CHARGE, EVEN WHEN NOT ENERGIZED.
Ignition Leads
The two ignition leads transmit high energy power from exciters to spark
igniters.
They extend from ignition exciters, down around fan inlet case, inward aft of
the 3 o’clock fan strut and then aft to spark igniters.
The lead from the upper exciter is routed to the left igniter while the lower
exciter lead is routed to the right igniter.

IGNITION B737-300/400/500
GENERAL
74−00
IGNITION
EXCITERS
BOND
JUMPER
UPPER IGNITION
EXCITER
IGNITER PLUG LEFT

UPPER AND LOWER POWER
IGNITION SUPPLY
IGNITION EXCITERS LEAD CABLE
LEFT IGNITION LEAD RIGHT POWER

IGNITION SUPPLY
(TO UPPER IGNITION
LEAD CABLE
EXCITER)
IGNITION
LEAD
3 O’CLOCK CONNECTOR
STRUT
LOWER IGNITION
EXCITER
CLAMP RIGHT IGNITION LEAD

(TO LOWER IGNITION
EXCITER)
IGNITION LEAD
CONNECTORS
Figure 78 Ignition Exciter and Ignition Lead

IGNITION B737-300/400/500
GENERAL
74−00
Ignition Lead (cont.)
The ignition lead has button type contacts, spring loaded elastomeric white
chamfered silicone seals and a two piece cooling shroud which is retained
by a clamp at the spark igniter end of the ignition lead. The spark igniter is
threaded into an igniter bushing at the spark igniter boss on the combustion
case.
The ignition leads are constructed of silicone insulated wire and has sealed
flexible conduit having a copper inner braid and a nickel outer braid. The leads
connect the igniter plugs to the output connectors of the ignition exciters. The
aft ends of the leads, from the 3 o’clock strut support bracket to the igniter
plugs, are cooled by booster discharge air passing through the lead conduit.
Igniter Plug
When charged by a high voltage from the ignition exciters, the two spark
igniters provide an arc to ignite the fuel being injected into the combustor.
They are inserted into bosses at the 4 and 8 o’clock position, aft looking
forward, on the combustion case.
The igniter plug consists of a body, pin electrode, tip electrode, connector
button contacts and ceramic insulation.
The depth of the spark igniter into the combustion chamber is controlled by the
igniter bushing and the spark igniter gasket.
Operation
When the ignition exciter discharges the high voltage pulses through the
ignition lead to the igniter plug, electric arc pulses occur between the electrode
tip and ground pin electrode, and an ionized discharge occurs from the hole in
the shell into the combustion chamber. The hot ion discharge ignites the fuel
injected by the fuel flow nozzle. The electrical pulse discharges continue until
electrical supply to the ignition exciter is discontinued.

CAUTION: WHEN HANDLING THE IGNITION LEADS, TAKE CARE TO
PREVENT DAMAGE TO CONDUITS AND INTERNAL WIRES.
WHEN REMOVING THE IGNITOR PLUG, PRIOR TO
REMOVING THE ATTACHED IGNITION LEAD, ENSURE THE
FIRST CLAMP FROM THE LEAD HAS BEEN LOOSENED OR
REMOVED. THIS WILL PREVENT DAMAGE TO THE
CERAMIC TIP ON THE SPARK IGNITER LEAD.

IGNITION B737-300/400/500
GENERAL
74−00
IGNITION LEAD
INSULATOR
BRAIDED
CONDUIT THREADED
CONNECTOR
COOLING AIR
CONNECTOR
COOLING CERAMIC
SHROUD INSULATION TIP ELECTRODE
WHITE CHAMFERED
SILICONE SEAL
1
CONTACTS
SHELL
SPARK
IGNITER
CAPTIVE GASKET
TIP
PIN
ELECTRODES
IGNITER
BUSHING A PIN TYPE ELECTRODE
COMBUSTION
CASE BOSS SPARK IGNITER
GASKET
1 ON ENGINES WITH CFMI SB 74−009

SEE A BLUE SYMMETRICAL SILICONE SEAL
IGNITION LEAD AND SPARK IGNITER
Figure 79 Spark Igniter

IGNITION B737-300/400/500
SWITCHING
74−30
ENGINE IGNITION CONTROL

General
Ignition for each engine for a ground start is initiated by moving the start lever 4 o’clock position. The BOTH position provides power to the 2 ignition
to IDLE position, engine igniter selector switch to IGN L, IGN R or BOTH exciters to energize the two spark igniters.
position and the start switch to GRD position. Flight ignition
Ignition for one engine igniter is accomplished by moving the start lever to IDLE To initate ignition for an inflight start of an engine which has been shut
position, engine start switch to GND or CONT and engine igniter selector down, check that L IGN and R IGN circuit breakers on the P6−2 circuit
switch to IGN L or IGN R position. breaker panel for the applicable engine are closed. Place the applicable
To initiate ignition for an inflight start of an engine which has been shut down, engine start switch in the FLT position and advance the start lever to the
check that ignition circuit breakers are closed. The start lever is placed in IDLE IDLE detent. After engine startup, the engine start switch is returned to the
detent and the start switch in FLT position. OFF position.
When the ignition system is energized, the ignition exciter produces a high
voltage pulsating current to the spark igniters. The spark produced between
the spark igniters electrodes vaporizes fuel droplets. The fuel−air mixture is
brought to the proper temperature that is required for ignition.
Operation
GRD ignition
To initiate ignition for a ground start of an engine, close L IGN and R IGN
circuit breakers on the P6−2 circuit breaker panel for the applicable engine.
Move the applicable engine start switch located on the pilot’s overhead
panel to the GRD position, engine igniter selector switch to IGN L, IGN R or
BOTH position. Advance the applicable start lever on the pilot’s control
stand to the IDLE detent. This procedure closes the circuit to the selected
ignition exciter where the voltage is stepped−up and directed to the spark
igniters. At starter cutout speed (46,33% RPM N2), power to the ground
start holding solenoid is removed and the start switch returns to the OFF
position automatically.
Continious ignition
To maintain combustion during flight, one or two spark igniter can
be energized by moving the applicable engine start switch to CONT
position and engine igniter selector switch to IGN L, IGN R or BOTH
position and start lever to the IDLE detent. The IGN L position provides
power to the proper ignition exciter to energize the spark igniter located at
the engine 8 o’clock position. The IGN R position provides power to
the proper ignition exciter to energize the spark igniter located at the engine

IGNITION B737-300/400/500
SWITCHING
74−30
ENGINE START
SYSTEM 1
GRD
OFF
1
CONT
FLT
115V AC
STBY BUS
ENGINE 2
R IGN CUTOFF
LEFT IGNITION EXCITER

115V AC IDLE
(UPPER UNIT)
TRANS ENG 2 START LEVER
BUS 2 LEFT IGNITION LEFT IGNITER
SWITCH 8 O’CLOCK
ENGINE 2
CUTOFF POSITION
L IGN
RIGHT IGNITION EXCITER
IDLE (LOWER UNIT)
ENGINE 2 START SWITCH ENG 2 START LEVER RIGHT IGNITER
RIGHT IGNITION 4 O’CLOCK
SWITCH
1 POSITION
L IGN
P8 AFT CONTROL STAND ENGINE NO. 2
BOTH
R IGN ENGINE START
SYSTEM 1
GRD
OFF
CONT
FLT
CUTOFF
115V AC IDLE
STBY BUS ENG 1 START LEVER
LEFT IGNITION INTERNALS
ENGINE 1
115V AC SWITCH SAME AS
R IGN ENGINE IGNITION SWITCH
TRANS ENGINE NO. 2
BUS 1 CUTOFF
ENGINE 1
L IGN
IDLE
ENG 1 START LEVER ENGINE NO. 1
P6−2 LOAD CONTROL CENTER RIGHT IGNITION
ENGINE 1 START SWITCH SWITCH
1 SWITCH MAGNETICALLY HELD IN GROUND
P8 AFT CONTROL STAND START POSITION UNTIL N2 REACHES 46.33% RPM
P5 FORWARD OVERHEAD PANEL
103918
Figure 80 Ignition Control Schematic

IGNITION B737-300/400/500
GENERAL
74−00
ADJUSTMENT / TEST
General
The ignition system test consists of the operation of the engine ignition system
and an operational check of:
spark igniters,
start lever ignition limit switch,
engine igniter selector switch,
engine start switch.
The ignition system test is a normal audible test and you must make sure you
do the test in the sequence provided in the AMM.
WARNING: DO NOT DO A CHECK OF THE IGNITION SYSTEM WHEN

YOU FILL THE AIRPLANE WITH FUEL. MAKE SURE THAT
NO PERSONS OR EQUIPMENT ARE IN THE DANGEROUS
JET WAKE AREA FOR THE GROUND IDLE OF THE
APPLICABLE EGINE.
WARNING: IGNITION VOLTAGE IS VERY DANGEROUS. DO NOT TOUCH
THE IGNITER PLUGS, THE ENERGIZED PART OF THE
IGNITION EXCITER OR LEADS DURING THE OPERATION.
CAUTION: BEFORE YOU TEST THE IGNITION SYSTEM, DRY MOTOR

THE ENGINE TO REMOVE ANY FUEL THAT MAY BE IN THE
ENGINE. FUEL THAT HAS NOT BURNED CAN CAUSE AN
INTERNAL ENGINE FIRE OR A TURBINE EXHAUST AREA
FIRE.
CAUTION: MAKE SURE N2 DOES NOT TURN WHEN YOU DO THE TEST
OF THE IGNITION SYSTEM. IF N2 TURNS, FUEL CAN GO
INTO THE COMBUSTION CHAMBER WHEN THE START
LEVER IS IN THE IDLE POSITION. AN ACCIDENTAL ENGINE
LIGHTUP CAN OCCUR.

IGNITION B737-300/400/500
GENERAL
74−00
ENGINES
START
VALVES
ENG 2 ENG 1 ENGINE START IDLE
OFF OFF
5 3 3 5 5 GRD CONT BOTH GRD CONT START LEVER
FLT IGN IGN FLT
ENGINE NO.2 ENGINE NO.1 L R
IGNITION
RIGHT LEFT RIGHT LEFT CUTOFF
1 2
3 5 5 5 5
P6−2
IGNITION
EXCITERS
SPARK IGNITER
Figure 81 Ignition System Test

STARTING B737-300/400/500
CRANKING
80−10
ATA 80 STARTING
ENGINE STARTING SYSTEM
The engine start system provides the means of rotating the engine N2
compressor on the ground or in flight to an rpm range at which engine start can
be attained.
The start system consists of the pneumatic ducting which is used for air supply
to the pneumatic systems. Branching from the pneumatic manifold are supply
ducts for the starters through start valves.
System components for each engine include:
Engine Start Switch
Engine Start Valve
Start Valve Open Light
Engine Starter
Pneumatic Ducts
Control Circiuts
The air supply for starting the engine can be obtained from the:
auxiliary power unit (APU),
or from an pneumatic ground cart via service connection,
or cross bleed air from an operating engine.
The pack valves and wing thermal anti−ice valves must be closed, the isolation
valve must be open and the pressure regulating and shut−off valve must be
open for cross bleeding.
With the start valve open, air from the pneumatic manifold is supplied to the
starter.

STARTING B737-300/400/500
CRANKING
80−10
RECIRC FAN
AUTO
ENGINE START
OFF
OFF OFF
40 60 GRD CONT BOTH GRD CONT
OVHT
80 FLT IGN IGN FLT
PSI
0 100 L R
TEST
L PACK
R PACK
ISOLATION
OFF VALVE OFF 1 2
AUTO CLOSE AUTO N2 INDICATOR
HIGH AUTO HIGH
WING WING
PACK PACK
ANTI OPEN ANTI
TRIP OFF TRIP OFF
ICE A A ICE
WING−BODY
START VALVE
WING−BODY
TRIP OVERHEAT
OVERHEAT
A A OPEN AGB
BLEED
BLEED
TRIP OFF TRIP OFF ENGINE
A
A
RESET
STARTER
OFF OFF
ON ON
1 APU 2
BLEED
ENGINE START VALVE
FAN
PRECOOLER
CONTROL VALVE
5TH
PRECOOLER
STAGE
5TH STAGE
9TH START BLEED
BLEED AIR PRESS REG STAGE VALVE
ISOLATION & SHUTOFF
VALVE VALVE HIGH STAGE

VALVE
GROUND
APU BLEED PNEUMATIC OVERBOARD
AIR VALVE CONNECTION
AC/PACK WING COWL

TAI ANTI−ICE
APU
103782
Figure 82 Starting System Schematic

STARTING B737-300/400/500
CRANKING
80−10
ENGINE STARTING COMPONENTS

Engine Start Switch
Engine start switches, located on the forward overhead panel control the
engine starting system operation. The start switches are 4−position rotary
switches, located on the forward overhead panel .
The four positions are:
OFF
In this position, the switch will remain as positioned until another selection is
made.
GRD
The switches are momentary in the ground start position. Once a switch is
positioned to ground start, a holding solenoid in the switch is energized and
holds the momentary contacts closed.
The holding solenoid is de−energized when the N2 tachometer indicator
switch opens at cutout speed (46% N2 rpm) and the start switch returns to
OFF position.
CONT
made.
FLT
made.
START VALVE OPEN Light (amber)
ON − Indicates the engine starter valve is open and air is being supplied to the
air driven starter.

STARTING B737-300/400/500
CRANKING
80−10
ENGINE START
OFF OFF
FLT IGN IGN FLT
L R
1 2
ENGINE START ENGINE START SWITCH

MODULE
CENTER INSTRUMENT
PANEL
START VALVE START VALVE

OPEN OPEN
LOW OIL OIL FILTER LOW OIL OIL FILTER

PRESSURE BYPASS PRESSURE BYPASS
103770
Figure 83 Starting System Components

STARTING B737-300/400/500
CRANKING
80−10
Engine Start Valve Start Valve Inlet Pressure Limits
The three−inch diameter start valve is spring loaded closed, solenoid
controlled, pneumatically operated shutoff valve. The valve is located in the
pneumatic duct to the starter. CONTROL CABIN GAGE READING
AIR SOURCE FOR
The start valve can be operated by use of a 3/8” square manual operating drive PNEUMATIC STARTING
if the electrical circuit for the valve becomes inoperative. Access to the start PRIOR TO VALVE AFTER VALVE
valve is obtained through a hole in the left fan cowl. The hole is labeled and OPENING OPEN
indicates the opening and closing instructions for the valve.
NOTE: Communication between ground maintenance personnel and the MINIMUM MINIMUM
flight compartment must be established and maintained. PSIG PSIG
WARNING: A 1/2−INCH VERTICAL STRIP IS PAINTED ON THE ENGINE ONBOARD APU 30.0 20.0
FAN COWL AFT OF THE START VALVE ACCESS PORT. DO
GROUND CART 30.0 20.0
NOT STEP FORWARD OF THIS LINE WHILE ENGINE IS
RUNNING. SERIOUS INJURY OR DEATH COULD RESULT
CROSS BLEED FROM 30.0 20.0
FROM BEING DRAWN INTO THE INLET OF AN OPERATING
OTHER ENGINE
ENGINE.
CAUTION: STARTER MAY BE DAMAGED IF START VALVE IS NOT
The pneumatic starter duty cycles are as follows:
CLOSED WHEN N2 INDICATION SHOWS >52% RPM.
MANUAL OPERATION OF START VALVE WITHOUT AIR The normal duty cycle is
PRESSURE IN INLET DUCT MAY DAMAGE VALVE. two (2) minutes of continuous operation,
then 20 seconds OFF with zero N2,
Engine Starter
followed by two (2) minutes of continuous operation,
The starter is mounted on the forward face of the accessory gearbox at the 8
o’clock position. It is secured to an adapter pad by a V−band coupling and then OFF to zero N2 and allow starter to cool for three (3) minutes.
accurately located by three locator pins on the starter flange.
Extended starter duty cycles and cooling requirements are as follows:
The engine starter converts compressed air pressure into rotational mechanical
For motoring − 15 minutes continuous operation followed by 15 minutes off.
energy sufficient to accelerate the engine to starting speed. The starter is a
lightweight, single stage, axial flow, turbine air motor. Starter re−engagement speeds are as follows:
Operation 0% N2 − recommended
When the valve is open, air is admitted to the starter scroll assembly and is 0−10% N2 − allowable
directed radially inwards through the turbine wheel imparting high speed 10−20% N2 − permissible for purging fuel or to clear a fire.
rotation. The reduction gear train reduces the high speed, low torque of the above 20% N2 − not recommended for any reason.
turbine wheel into low speed, high torque through a pawl and ratchet
engagement mechanism to the output shaft. When the speed of the output
shaft exceeds the speed of the internal gear hub, the clutch mechanism CAUTION: CAUTION: STARTER RE−ENGAGEMENT ABOVE 20% N2
overruns, providing automatic disengagement. CAN RESULT IN STARTER DAMAGE.

STARTING B737-300/400/500
CRANKING
80−10
CONNECTOR
SOLENOID VALVE
ASSEMBLY ACTUATOR
ASSEMBLY
CAUTION:
CLOSE START SYSTEM
MUST BE PRESSURIZED
DURING MANUAL OPERATION
ENGINE
OPEN START VALVE
ENGINE STARTER OVERRIDE

START VALVE ACCESS HOLE
LEFT FAN COWL CONTROL PRESSURE

TO 5TH STAGE
ENGINE STARTER START BLEED VALVE
MANUAL OVERRIDE
CLAMP QAD CLAMP

UNCLAMP HERE TO REMOVE STARTER
STARTER
CLAMP
OIL FILL
RIGHT LEFT SHEAR SECTION

WING WING
ACCESSORY
FULL
GEARBOX
LEFT
ADAPTER
RIGHT
WING WING
FULL
ADD ADD
FULL
FULL ADD
O−RING
OIL DRAIN
O−RING
ADD INSTALLED
HERE
OIL LEVEL VIEW GLASS ALIGNING PINS (3)
MAGNETIC PLUG
103921/327049
Figure 84 Starting System Components

STARTING B737-300/400/500
CRANKING
80−10
ENGINE STARTING OPERATION

28v dc electrical power is supplied to the engine start switch and to the N2 The starter begins rotating the N2 compressor of the engine when compressed
tachometer indicator through the N2 tachometer relay. With the N2 tachometer air is supplied to the starter. Rotation of the N2 compressor establishes airflow
relay energized, the start switch holding solenoid is energized and will hold the through the engine inducing rotation of the N1 compressor. Fuel and ignition
applicable engine start switch in the starting position when it is placed in the are supplied by advancing the start lever to the IDLE detent when the N2
GRD position. Placing the start switch in the GRD position energizes the: compressor has reached 20% N2 rpm. Engine light up occurs shortly after the
engine start solenoid, start lever movement.
opening the start valve At cutout speed >46,33% N2 RPM:
and illuminating the START VALVE OPEN light. the N2 tachometer indicator switch opens.
If the engine bleed air switch is not ”OFF” for engine start as required to N2 tacho relay and start switch holding solenoid are deenergized.
close the pressure regulator and shutoff valve (PRSOV), the engine start start switch returns to the OFF position and the start valve closes.
sense relay will override the ”ON” condition of the engine bleed air switch Closing of the start valve is evidenced by the extinguishing of the START
and close the PRSOV. This allows for maximum bleed air to reach the VALVE OPEN light on the center instrument panel.
engine starter.
The engine bleed valve is controlled again by the engine bleed valve switch.
On airplanes with the engine starter protection interlock (ESPI), when you turn
The N2 tachometer indicator switch closes at 30,43% N2 rpm should the
a start switch to the GRD position and use the APU as the compressed air
engine fail to start. Another starting operation may then be attempted.
source:
The ESPI closes a relay which supplies secondary electrical power and
ground to the APU load control valve.
This makes sure the APU load control valve remains open during an engine
start. This also prevents the duct pressure changes that are caused if the
APU load contol valve opens and closes.

STARTING B737-300/400/500
CRANKING
80−10
NC BLEED AIR
N2 > X % VALVE BLEED AIR
A MD & T CONTROL VALVE
ENG 1 N2 TACH CONTROL
INDICATOR A
ENG START
ENG 1 STARTER VALVE SENSE RELAY
OPEN LIGHT
AIR CONDITIONING ACC UNIT (E3-2)
ENG 1
N2 TACH RLY
CLOSED
NC
OPEN
28V DC OFF
BAT BUS 1 GND CONT
FLT
ENG 1 START 2 STARTER
VALVE AIR DUCT
ENG 1
LEFT IGN ENGINE START
VALVE
P6-2 LOAD CONTROL
CENTER ENG 1
ENGINE 1
AUXILIARY NC
RIGHT IGN NC TO ETC
POWER UNIT
CONTROL GTCP85−129/K
ENGINE 1 START SWITCH APU CONTROL
VALVE APS 2000
P5 OVERHEAD PANEL
ENG 1 START
RELAY
NC
NC
AUXILIARY
1 SWITCH REMAINS IN
POWER UNIT
GROUND START POSITION
CONTROL
UNTIL N2 REACHES > 46.33% RPM
APU BLEED VALVE

2 AIRPLANES WITH ENGINE RELAY
STARTER PROTECTION
INTERLOCK MISC SWITCHING MODULE (E3−2)
B03449
Figure 85 Starting Control Circuit

ENGINE B737−300/400/500
MOTORING
71−00
ATA 71 POWER PLANT

DRY MOTORING
Functional Operation
Dry motor the engine as follows:
Open the circuit breaker for the right and left ignition for the applicable
engine.
Move the applicable start lever to ”IDLE” position.
Open the circuit breaker ”Fuel Shutoff Valve” for the applicable engine.
Move the applicable start lever to ”CUTOFF” position.
Move the AFT fuel boost pump switches to ”ON”.
Position all hydraulic pump switches to ”OFF”.
Put the applicable Start Switch to the ”GRD” position.
WARNING: MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR

OF THE LEADING EDGE FLAPS AND SLATS. IF YOU
MOTOR THE ENGINES IT CAN CAUSE EXTENSION OF THE
LEADING EDGE FLAPS AND SLATS BECAUSE OF
PRESSURIZATION OF HYDRAULIC SYSTEMS A OR B. THIS
CAN CAUSE INJURY TO PERSONS OR DAMAGE TO
EQUIPMENT.
CAUTION: DO NOT OPERATE THE STARTER MORE THAN THE LIMITS.
DAMAGE TO THE STARTER COULD OCCUR.

ENGINE B737−300/400/500
MOTORING
71−00
FUEL SYSTEM
IDLE
ENGINE NO.2 ENGINE NO.1 IDLE
ENG START LEVER SHUTOFF BOOST PUMP SHUTOFF
IGNITION
VIB VALVE CTR TANK VALVE
MON RIGHT LEFT RIGHT LEFT ENG 2 RIGHT ENG 1
START LEVER
3 5 5 5 5 5 10 5
CUTOFF CUTOFF
P6−2 P6−3
LOW LOW LOW LOW

PRESSURE PRESSURE PRESSURE PRESSURE
ENGINE START
AFT FWD FWD AFT OFF OFF
OFF OFF
FUEL FLT FLT
IGN IGN
PUMPS L R
ON ON
1 2 1 2
OVERHEAT OVERHEAT
LOW LOW LOW LOW

PRESSURE PRESSURE PRESSURE PRESSURE
ENGINE 1
ENG 1 ELEC 2 ELEC 1 ENG 2
OFF OFF
STARTER ACCESSORY
VALVE GEARBOX
ON ON
A HYD PUMPS B AIR STARTER
Figure 86 Dry Motoring

ENGINE B737−300/400/500
MOTORING
71−00
WET MOTORING
Functional Operation
Wet motor the engine as follows:
Open the circuit breaker for the right and left ignition for the applicable
engine.
Move the AFT fuel boost pump switches to ”ON”.
Position all hydraulic pump switches to ”OFF”.
Put the applicable Start Switch to the ”GRD” position.
When N2 reaches 20%:
Move the applicable start lever to ”IDLE” position.
Motor the engine for 15 seconds maximum.
Move the applicable start lever to ”CUTOFF” position.
Continue to motor the engine for 60 seconds to purge the engine of the
residual fuel.
Put the applicable Start Switch to the ”OFF” position.
WARNING: MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR

OF THE LEADING EDGE FLAPS AND SLATS. IF YOU
MOTOR THE ENGINES IT CAN CAUSE EXTENSION OF THE
LEADING EDGE FLAPS AND SLATS BECAUSE OF
PRESSURIZATION OF HYDRAULIC SYSTEMS A OR B. THIS
CAN CAUSE INJURY TO PERSONS OR DAMAGE TO
EQUIPMENT.
CAUTION: DO NOT OPERATE THE STARTER MORE THAN THE LIMITS.
DAMAGE TO THE STARTER COULD OCCUR.

ENGINE B737−300/400/500
MOTORING
71−00
OVERHEAT OVERHEAT
ENGINE NO.2 ENGINE NO.1
ENG IGNITION
VIB LOW LOW LOW LOW
MON RIGHT LEFT RIGHT LEFT LOW LOW LOW LOW
PRESSURE PRESSURE PRESSURE PRESSURE PRESSURE PRESSURE PRESSURE PRESSURE
3 5 5 5 5
AFT FWD FWD AFT ENG 1 ELEC 2 ELEC 1 ENG 2
P6−2
OFF OFF
FUEL OFF OFF
PUMPS
ON ON
ON ON
1 2
A HYD PUMPS B
ENGINE START IDLE

OFF OFF IDLE IDLE
CONT BOTH START LEVER
GRD GRD CONT
FLT FLT
IGN IGN
L R START LEVER START LEVER
CUTOFF CUTOFF CUTOFF

1 2
ENGINE 1 OFF
GRD CONT
FLT
STARTER ACCESSORY
GEARBOX 2
VALVE
AIR STARTER
Figure 87 Wet Motoring

POWER PLANT B737−300/400/500
ENGINE DRAINS
71−70
71-70 ENGINE DRAINS

SYSTEM DESCRIPTION
General
The engine vents and drains system collects and discharges fluid leakage
overboard through the starter air discharge duct fitting and a drain hole located
at the approximate bottom centerline of the right fan cowl panel.
There are 18 drains in the system that you can examine. Some of these drains
are in the front drain system or the rear drain system.
In addition, there are drains near the thrust reverser latches, and two fan case
drains. The engine vent and drain system connects to the strut vent and drain
system to discharge overboard all fluids that collect in the service disconnect
box.

POWER PLANT B737−300/400/500
ENGINE DRAINS
71−70
REAR STRUT DRAIN

(2 LOCATIONS) FRONT WING SPAR DRAIN
1. AFT OIL SUMP DRAIN CONDENSATION

STARTER AIR DRAIN HOLE
DISCHARGE SCUPPER
DUCT FITTING (2 LOCATIONS)
2. CSD/GENERATOR FORWARD DRAIN

INTERFACE PAD DRAIN HOLE SCUPPER
(ENGINES WITH CSD) AFT DRAIN
HOLE SCUPPER
(2 LOCATIONS)
FWD RIGHT FAN COWL

OUTER PANEL
STARTER AIR
DISCHARGE
DUCT FITTING
AFT DRAIN HOLE

(2 LOCATIONS)
4. HYDRAULIC PUMP
PAD DRAIN
FORWARD
DRAIN HOLE
5. OIL TANK
SCUPPER DRAIN
3. CSD/VSCF SEAL− FWD
AGB PAD SEAL DRAIN FWD RIGHT FAN COWL
INNER PANEL
FRONT DRAIN SYSTEM 151422/A58068
Figure 88 Front Drain System

POWER PLANT B737−300/400/500
ENGINE DRAINS
71−70


POWER PLANT B737−300/400/500
ENGINE DRAINS
71−70
18
17
16
SEE D 15
14
6. LEFT SERVICE DISCONNECT BOX 13

(STRUT) DRAIN
7. FUEL PUMP PAD DRAIN
8. STARTER PAD DRAIN
9. MEC SHAFT DRAIN
10. MAIN OIL/FUEL HEAT EXCHANGER DRAIN
11. MEC CASING DRAIN
12. FORWARD SUMP DRAIN
13. VBV FUEL GEAR MOTOR SEAL DRAIN

14. LEFT VSV ACTUATOR SEAL AND SHROUD DRAIN
15. CIT SENSOR SHROUD DRAIN
16. HPT CLEARANCE CONTROL VALVE DRAIN AND
FWD 6 12 10 8 7
RIGHT VSV ACTUATOR SEAL AND SHROUD DRAIN 11 9
17. FUEL SUPPLY AND MANIFOLD SHROUD DRAIN
18. RIGHT SERVICE DISCONNECT BOX
(STRUT) DRAIN
D REAR DRAIN SYSTEM
151609
Figure 89 Rear Drain System

POWER PLANT B737−300/400/500
ENGINE DRAINS
71−70
ENGINE VENTS AND DRAINS INSPECTION

General Visual inspection for leakage
Examine the aft sump and the ramp area below the aft sump, immediately
A)
after the engine shutdown for evidence of oil leakage.
This task gives the inspection criteria for fluid leakage from the engine/strut
Examine the underside of fan cowl panels and ramp area for leakage near
drains and the action to stop the leakage if the leackage rates are more than
the forward drain hole scupper and starter air discharge duct fitting. Look for
the limits.
fluid puddles on the ramp.
B) Look for fluid dripping from the forward drain hole scupper. Look for fluid
The leakage rates given in Fig. 602 are the threshold and maximum servicable dripping from the duct fitting for the starter air discharge.
limits and are applicable to static engines and engines that are operated at all If you see fluid leakage, open the fan cowl panels Ref 71−11−02/201).
power settings. Look for wet drain tubes to find the leakage source.
C) For each drain tube that you think is the leakage source, find the leakage
If you find leakage, the amount of the leakage must be measured to find the rate(s).
appropriate action. Compare the leakage rate(s) to the allowable leakage rates in Fig. 602.
If the leakage amount is between zero and threshold limit, no action is
necessary.
If the measured leakage rate is more than the serviceable limit for the
allowable leakage rate, do a corrective action.
If the leakage amount is between the threshold limits and the serviceable
limits, an engine run is recommended to find the fluid type, the leakage
source and a more accurate leakage rate.

POWER PLANT B737−300/400/500
ENGINE DRAINS
71−70
DRAIN ALLOWABLE LEAKAGE

NO.
DRAIN/SOURCE FLUID THRESHOLD SERVICABLE CORRECTIVE ACTION
(FIG.
601) LIMIT LIMIT
1 AFT SUMP OIL OIL WETTED AREA: DO TROUBLESHOOTING FOR HIGH

(FLOODING DRAIN) ANY AMOUNT OR OIL CONSUMPTION 2
LESS THAN
60 CC/HR
(20 DROPS/MIN)
AFTER ENGINE
SHUTDOWN 1
2 CSD/GENERATOR OIL 1 CC/HR 2 CC/HR REPLACE THE CSD

INTERFACE PAD ( 1 DROP / 3 MIN ) ( 1 DROP / 1,5 MIN ) (AMM 24−11−11/401).
(ENGINES WITH
CSD)
3 CSD/VSCF SEAL−AGB PAD SEAL DRAIN − USE THE LIMITS FOR THE APPLICABLE SOURCE.
CSD/VSCF SEAL OIL NONE ALLOWED EXAMINE THE CSD/VSCF OIL
DRAIN SOURCE LEVEL. IF LOW OR REQUIRED
RECENT REPLENISHMENT, REPLACE
THE CSD/VSCF (AMM 24−11−11/
401).
AGB PAD OIL 7 ML/HR 20 ML/HR REPLACE THE AGB SEAL
DRAIN SOURCE (1 CC/9 MIN) (1 CC/3 MIN) (AMM 72−60−00/201). 3
(2 DROPS/MIN) (7 DROPS/MIN)
4 HYDRAULIC PUMP OIL 7 ML/HR 20 ML/HR REPLACE THE AGB SEAL

PAD (1 CC/9 MIN) (1 CC/3 MIN) (AMM 72−60−00/201).
HYDRAULIC REFER TO 29−00−00/601 AND PERFORM LEAKAGE CHECK.

FLUID
5 OILTANK SCUPPER OIL SERVICING SPILLAGE PREVENT SPILLAGE DURING

ONLY SERVICING.
6 LEFT SERVICE FLUID NONE ALLOWED REPAIR/REPLACE THE TUBING/

DISCONNECT BOX FITTINGS IN THE STRUT.
(STRUT)
7 FUEL PUMP AGB OIL 7 ML/HR 20 ML/HR REPLACE THE AGB SEAL
PAD (1 CC/9 MIN) (1 CC/3 MIN) (AMM 72−60−00/201).
FUEL 60 ML/HR 120 ML/HR REPLACE THE FUEL PUMP

(1 CC/MIN) (2 CC/MIN) (AMM 73−11−01/401).
1 PUDDLE IN EXHAUST OR ON GROUND IS ACCEPTABLE
2 NORMAL CONSUMPTION IS LESS THAN 0.1 US GAL. (0.38L) PER HOUR
3 AN OVERSERVICE LIMIT EXTENSION OF 10 CYCLES IS PERMITTED IF THE SEAL DRAIN LINE IS DISCONNECTED
AND THE DRAIN IS SEALED WITH A CAP.
FUEL/HYDRAULIC DRAIN LINES SEALED WITH A CAP CAN RESULT IN UNWANTED MATERIALS IN THE OIL SYSTEM
BECAUSE OF HIGHER FUEL/HYDRAULIC SYSTEM PRESSURE. ONLY THE SPECIFIED DRAIN LINES CAN BE SEALED WITH A CAP.
NOTE:
____ LEAKAGE RATES IN DROPS PER MINUTE ARE BASED ON APPROXIMATELY 20 DROPS PER CUBIC CENTIMETER (CC).
FURTHER INVESTIGATION IS RECOMMENDED DURING AN ENGINE RUN WHEN THRESHOLD LIMIT IS EXCEEDED.
Figure 90 Engine Vents and Drains Allowable Leakage Rates

POWER PLANT B737-300/400/500
COWLING
71−10
71−10 COWLING
ENGINE COWLING
General Thrust Reverser Cowling
The powerplant cowling privides an smooth aerodynamic surface over the The thrust reverser cowling consists of two halves hinged at the top, and
engine and a protective enclosure for the engine mounted components and latched together by five latches at the bottom. The inner and outer ducting
accessories. The cowling interfaces with the egine strut to provide the proper provide a flow path for the fan air exhaust.
aerodynamic blending to reduce drag. Translating sleeves, blocker doors and cascade segments on each thrust
The cowling consists of the: reverser cowling half provide a re-directing of fan air exhaust during thrust
Inlet Cowl reverser operation. The sleeve translation is accomplished hydraulically.
Left and Right Fan Cowl Cowl actuators, connected to the engine fan frame, provide opening the cowls
by using a hand pump.
Thrust Reverser Cowling
The fan and reverser cowls are hinged and removable for engine components NOTE: THE WING LEADING EDGE FLAPS MUST BE RETRACTED
access. PRIOR TO OPENING THE THRUST REVERSER COWLING
TO PREVENT DAMAGE TO EQUIPMENT.
Inlet Cowl
The inlet cowl provides a passage for proper entry of air for optimum engine
WARNING: DO NOT OPEN THE FAN COWL PANEL DURING AN ENGINE
operation. Inlet air noise is suppressed by acoustic panels in the inlet surface.
OPERATION BECAUSE THE FORWARD LATCHES ARE IN
The inlet cowl is attached to the fan inlet case by bolts and alignment pins.
THE HAZARD AREA ZONE OF THE ENGINE INLET. IF YOU
NOTE: Engine removal / installation is normally accomplished with the inlet GO INTO THE HAZARD AREA, YOU CAN GET PULLED INTO
cowl attached. THE ENGINE WITH POSSIBLE FATAL RESULTS.
BE CAREFUL WHEN YOU OPEN THE FAN COWL PANEL IN
Fan Cowl
HIGH WINDS OR GUST CONDITIONS. THIS CAN CAUSE
The fan cowl panels are hinged at the fan cowl support beam. The panels are INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
secured by six flush-mounted hook-type tension latches, four along the split DO NOT USE THE HOLD-OPEN ROD TO HOLD THE FAN
line and two at the inlet cowl. Hold-open rods allow the cowl to be supported COWL IF THE WIND VELOCITY IS MORE THAN 60 KNOTS.
and locked in the open position. The rods are stowed in clips in the fan cowl THE HOLD-OPEN ROD CAN FALL AND CAUSE INJURY TO
when not in use. PERSONS AND DAMAGE TO EQUIPMENT.
The fan cowl panels are of Kevlar Graphite composite construction with
aluminium foil applied to the inside attenuate electromagnetic interference.
CAUTION: DO NOT OPEN THE INBOARD FAN COWL PANEL UNLESS
A vortex control device (VCD) is attached to the inboard fan cowl panel. The
THE LEADING EDGE FLAPS ARE DEACTIVATED IN THE
VCD controls air separation at low air speed to prevent unstable airflow over
RETRACTED POSITION.
the wing.
Access doors in the fan cowl panels are provided for servicing the engine.

POWER PLANT B737-300/400/500
COWLING
71−10
VORTEX CONTROL FORWARD

DEVICE LATCH
RECEIVER HOLD OPEN ROD
(EXTENDED)
HOLD OPEN ROD
ACCESS
DOOR
LEFT FAN
COWL
SLEEVE
UNLOCK LATCH
INDICATION (4 PLACES)
HOLD OPEN ROD
COLLAR (STOWED)
THRUST
ACUSTIC REVERSER
PANEL
HOLD OPEN COWLING
ROD
RECEIVER
LATCH
(5 PLACES)
ACCESSORY
GEARBOX UPPER
CLEVIS MOUNT
INLET COWL
LEFT REVERSER LATCH

HALF HOOK
FWD
RIGHT REVERSER
HALF
LATCHING TOOL
LEFT FAN COWL OPEN
Figure 91 Engine Cowling

POWER PLANT B737-300/400/500
COWLING
71−10
THRUST REVERSER COWLING OPENING

WARNING: MAKE SURE YOU DO THE DEACTIVATION PROCEDURE Open the Thrust Reverser Cowling - Pump Procedure
FOR THE THRUST REVERSER DEACTIVATION FOR Open the five latches along the bottom centerline of the thrust reverser.
GROUND MAINTENANCE.
Connect the hand pump hose to the reverser opening actuator.
Operate the hand pump to fully open the reverser half.
To isolate the reverser hydraulic system from the airplane hydraulic system,
Make sure you hear the lock collar move on the reverser opening actuator.
you install the lockpin in the control valve module. The lockpin is installed with
the handle for the manual isolation valve moved. This will prevent movement of Make sure the word ” LOCKED ” shows on the bottom of the extended
the translating sleeves if the reverse thrust lever are moved. You must install piston of the reverser opening actuator.
the lockpin when persons or equipment are in the area where the translating Install the actuator lock on the extended piston rod.
sleeve can move. Open the Thrust Reverser Cowling - Manual Procedure
For the left / right engine, open these cicuit breakers on P6-2 panel and attach You must use the pump procedure unless there is a failure in the power
a DO-NOT-CLOSE tag: opening system, or if a hand pump is not available. If you must open and close
ENG 1 THR REV CONT / ENG 2 THR REV CONT and the reverser half manually, it is recommended that you use two persons to
ENG 2 THR REV CONT SYS-ALTN safely handle the reverser half. ThIs procedure can decrease the snubbing
action of the opening actuator. If the hydraulic fluid in the power opening
system decreases, the reverser half can close too fast.
WARNING: MAKE SURE THE LEADING EDGE DEVICES ARE FULLY
Open the five latches along the bottom centerline of the thrust reverser.
RETRACTED, DEACTIVATED, AND IDENTIFIED WITH A
DO-NOT-OPERATE TAG. Use a stable force to lift the reverser half to the fully open position.
Make sure you hear the lock collar move on the reverser opening actuator.
WARNING: MAKE SURE THE THRUST REVERSER IS IN STOWED
POSITION AND THE THRUST REVERSE LEVER IS AGREE Make sure the word ” LOCKED ” shows on the bottom of the extended
WITH THRUST REVERSER POSITION. piston of the reverser opening actuator.
Install the actuator lock on the extended piston rod.
WARNING: DO NOT OPERATE THE OPENING SYSTEM FOR THE
THRUST REVERSER IF THE WIND VELOCITY IS MORE
THAN 40 KNOTS. THE OPENING SYSTEM FOR THE THRUST
REVERSER CAN HAVE A FAILURE IN LARGE WINDS WHICH
CAN CAUSE INJURY TO PERSONS AND DAMAGE TO

EQUIPMENT.
CAUTION: DO NOT CAUSE THE THRUST REVERSER SLEEVE TO
MOVE TO THE DEPLOYED POSITION WHEN THE THRUST
REVER-SER IS OPEN. THIS CAN CAUSE DAMAGE TO THE
TRANSLATING SLEEVE AND THE LEADING EDGE FLAP.
CAUTION: MAKE SURE THE ADJACENT FAN COWL PANEL IS FULLY
OPEN BEFORE YOU OPEN THE REVERSER HALF. IF THE
ADJACENT FAN COWL PANEL IS NOT FULLY OPEN, YOU
CAN DAMAGE IT WHEN YOU OPEN THE REVERSER HALF.

POWER PLANT B737-300/400/500
COWLING
71−10
THRUST REVERSER
COWLING
ACTUATOR
LOCK TOOL
TR CONTROL VALVE MODULE
LOCKPIN COLLAR
MANUAL ISOLATION
VALVE HANDLE
DUST COVER
PUMP HOSE
PUMP QUICK
DICONNECT THRUST REVERSER
FAN FRAME OPENING ACTUATOR
FWD
TR CONTROL VALVE MODULE
Figure 92 Thrust Reverser Cowling Opening

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
ATA 78 EXHAUST
78−30 THRUST REVERSER
GENERAL
General Descriptiom Thrust Reverser operation
The exhaust system receives and discharges the fan and turbine air through The thrust reverser system reverses the direction of the fan exhaust during
separate propelling nozzles to the atmosphere at a velocity and direction to landing and braking of the airplane.
produce the required thrust. Stowed, the thrust reverser provides a smooth surface for the fan
Turbine Exhaust exhaust to produce thrust.
The turbine exhaust system provides an efficient exit for the Deployed, the thrust reverser redirects the fan exhaust to produce reverse
turbine exhaust. The turbine exhaust consists of hot, combusted gases thrust.
exiting the low pressure turbine at high velocity. The major components of The thrust levers in the flight compartment initiate forward or reverse thrust.
the turbine exhaust system are the turbine exhaust sleeve and turbine The thrust levers are connected electrically to the thrust reverser control
exhaust plug. module which controls the thrust reverser hydraulic actuators.
Fan Exhaust The thrust reverser control system synchronizes the deployment of the thrust
The fan exhaust is high velocity exhaust exiting the fan or first reverser halves.
stage compressor. The fan exhaust provides 78% of the total forward The thrust reverser position indicating system provides visual indication to the
thrust. flight compartment of thrust reverser position.
The direction of the fan exhaust is reversed during landing by the
thrust reverser to produce additional braking power for the airplane.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
STOW POSITION DEPLOY POSITION
FIXED CASCADED
DRAG LINK FAN TURNING VANE RING
REVERSED THRUST
FAN
FORWARD THRUST
BLOCKER DOOR
TRANSLATING SLEEVE
TRANSLATING SLEEVE
DRAG LINK
DRAG LINK
BLOCKER DOOR
TRANSLATING TRANSLATING
SLEEVE SLEEVE
BLOCKER DOOR
(10 PLACES)
HYDRAULIC ACTUATOR CASCADE VANES

(6 PLACES) 102630/102633
Figure 93 Thrust Reverser Assembly

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
THRUST REVERSER SYSTEM SCHEMATIC

General Description
Reverse thrust is accomplished by two translating sleeves on each engine
which deflect the fan exhaust flow forward using blocker doors and fixed THRUST REVERSER DEPLOY:
cascade vanes. The reverser on engine No.1 is operated by system A
With the fire switch down and either radio altimeter sensing less than 10 ft
hydraulic pressure and the reverser on engine No.2 is operated by system B
altitude, or the air/ground safety sensor in the ground mode, and reverse
hydraulic pressure. Alternate operation, at a reduced rate, is available through
thrust selected, hydraulic pressure to the deploy line is directed. The deploy
the standby hydraulic system if hydraulic system A or B has failed (the reverser
hydraulic pressure overpowers the stow pressure and opens the thrust
may not stow and some assymetry can be anticipated).
reverser sleeves. Loss of the electrical signal to the valve causes the
Thrust Reverser Hydraulic Fuse isolation valve to spring closed. The selector valve is controlled by the
Reverse Thrust Lever and directs hydraulic pressure to unlock, deploy,
There are six hydraulic fuses installed in the thrust reverser hydraulic system.
Stow or lock the translating sleeves.
If a failure or line rupture occurs, the fuse will close to prevent a complete loss
of hydraulic fluid. The fuses in the pressure lines are designed to let 175 cubic THRUST REVERSER STOW:
inches of fluid flow before it closes, while those in the return lines are designed When the reverse thrust lever is lowered to the stowed position, and the
to let 80 cubic inches of fluid flow before it closes. The two types of fuses will reverser sleeves are not stowed and locked within 10 sec, the selector valve
reset automatically when the hydraulic pressure on the two sides of the fuse will get an armed signal. After the selector valve is armed, the valve opens
is equalized to within 5 psi. The return line hydraulic fuses are located in each and directs constantly hydraulic pressure via the isolation valve, to the stow
air conditioning bay. The primary pressure system hydraulic fuses are located side of the actuators, to hold the reverser in forward position.
on the forward bulkhead of each main landing gear wheel well, between the This action will also command the reversers to stow, if an uncommanded
landing gear system transfer valve and the thrust reverser shuttle valve. The motion of the reverser sleeves towards the deploy position occurs.
standby pressure system hydraulic fuses are located in the main landing gear Maintenance action is necessary in such a case.
bay on the keel beam.
Thrust Reverser Shuttle Valve REVERSER UNLOCKED light
The thrust reverser shuttle valve shifts the hydraulic pressure supply from the A REVERSER UNLOCKED light located on the center instrument panel
primary system to the standby system or vice−versa, when the pressure illuminates when either translating sleeve is not in the stowed and locked
difference between the two systems exceeds approximately 125 psi. The thrust position.
reverser shuttle valves are located on the forward bulkhead of the main landing
gear wheel well.
REVERSER fault light
Thrust Reverser Control Valve Module The REVERSER fault light, located on the aft overhead panel, illuminates
The thrust reverser control valve module, is a completely self−contained unit, whenever a comparator senses a disagreement between the position of the
housing all the necessary electrical and hydraulic components in one manifold isolation valve and the selector valve or disagreement between the reverser
including isolation−, selector− and control valve. An electric sensor system sleeve position sensors. The REVERSER light illuminates when the thrust
consisting of the engine fire warning switch, the Captain’s and First Officer’s reverser is commanded to stow and extingguishes when it is fully stowed. After
low range radio altimeters, and the air/ground safety sensor, provide enabling a 12−seconds delay, if the REVERSER light is still illuminated, the MASTER
logic for thrust reverser operation. CAUTION and ENGINE annunciators illuminate.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
MASTER
ENGINE REVERSER REVERSER
CAUTION
UNLOCKED
PUSH TO RESET
POSITION
DEPLOY
DISCH SENSORS
L R
ENG ACC
UNIT
STOW
RADIO ALTIMETERS SOLENOID CONTROL
R
<10 FT VALVE VALVE RIGHT TR REVERSER HALF
ARMING MANUAL
SOLENOID ISOLATION TR REVERSER
VALVE VALVE ACTUATORS
28V DC
DEPLOY GRD DEPLOY ISOLATION
LOCK
SOLENOID VALVE
NORMAL VALVE
TR
CONT SYS
STOW AIR
T/R VALVE
MODULE
MLG
FUSE
LEGENDE : RETURN LEFT TR REVERSER HALF
TO TANK
MAIN HYDRAULIC SYSTEM PRESSURE
STBY HYDRAULIC
RETURN PRESSURE SYTEM
DEPLOY PRESSURE
EMDP
STOW PRESSURE MAIN HYDRAULIC
SYSTEM SHUTTLE VALVE
POSITION SENSOR SIGNAL EDP
Figure 94 TR System Schematic

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
THRUST REVERSER INDICATION

General ENGINE ACCESSORY UNIT INDICATION
The thrust reverser indication is divided into: In addition, for maintenance purposes, the ’REVERSER’ fault lights
Control Cabin indication and are duplicated by lights located on the face of the Engine Accessory Unit (EAU)
in the rack in the electronic equipment bay.
Engine Accessory Unit indication
On the two−light EAU, the ’THRUST REVERSER FAIL’ light for each engine,
CONTROL CABIN INDICATION will illuminate whenever any of the three faults described above cause a
REVERSER UNLOCKED Light (amber) ’REVERSER’ light to illuminate.
ON −Indicates the thrust reverser is unlocked. On the six−light EAU, there are the following lights for each engine:
REVERSER Fault Light (amber) T/R SLEEVE DISAGREE Light (amber)
ON −One or more of the following has occured: ON− The ’SLEEVE DISAGREE’ light will illuminate whenever there is a
disagreement in the positions of the two translating sleeves on one
The isolation valve or the thrust reverser control valve is not in the
engine for more than two seconds.
commanded position.
T/R VALVE DISAGREE Light (amber)
The thrust reverser sleeve position sensors are in disagreement for
more than two seconds. ON− The ’VALVE DISAGREE’ light will illuminate whenever there is a
disagreement between the directional control valve and the isolation
The auto restow circuit has been activated.
valve in the reverser hydraulic control valve module.
ENGINE ACCESSORY UNIT T/R RESTOW Light (amber)
The Engine Accessory Unit M528 contains the following circuits for the control ON− The ’RESTOW’ light will illuminate whenever there is an actuation of
and indication for the thrust reverser: the auto restow circuit.
Not Stowed Proximity Sensor (Thrust Reverser Unlocked Light)
T/R RESET switch
Auto Restow Proximity Sensor (Restow Light and Sleeve Disagree Light))
Each light will remain illuminated until the appropriate T/R RESET switch on
Deploy Proximity Sensor (Flight Data Recorder) the EAU is pressed.
Control Valve Position Sensor (Valve Disagree Light)
Isolation Valve Position Sensor (Valve Disagree Light)
On the front of the unit are six amber lights and reset switches.
Whenever a malfunction occurs in the thrust reverser system, the
corresponding amber light illuminates. The light is extinguished by the reset
switch.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
1 2
ENGINE
REVERSER REVERSER
E3 RACK
PMC PMC
ON ON
w LOW IDLE w
INOP INOP
a a
TR/1 TR/2
SLEEVE SLEEVE
P5 AFT OVERHEAD PANEL DISAGREE DISAGREE
TR/1 TR/2
VALVE VALVE
DISAGREE DISAGREE SLEEVE DISAGREE
LIGHT
TR/1 TR/2
RESTOW RESTOW
VALVE DISAGREE
LIGHT
RESTOW LIGHT
T/R RESET T/R RESET
NO.1 NO.2
RESET
SWITCH
P/N65−73
S/N
1 2
REVERSER REVERSER
UNLOCKED UNLOCKED
A A
ENGINE ACCESSORY UNIT

CENTER INSTRUMENT PANEL
C98777
Figure 95 Thrust Reverser Indicating System

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
ENGINE ACCESSORY UNIT with sixteen lights
NOT STOW Light S831 and S832 (amber) CONT VALVE DEPLOY Light S834 Eng 1 and S839 Eng 2 (amber)
The S831 NOT STOW light is controlled by the AUTO RESTOW proximity The CONT VLV DEPLOY light, S834/S839, is controlled by the proximity
sensor on the left reverser half. sensor on the directional control valve.
The S832 NOT STOW light is controlled by the AUTO RESTOW proximity The light will go ON when the sensor shows that the directional control valve is
sensor on the right reverser half. in the deploy position (target near) for a minimum of 4 seconds after the
The light will go ON when the sensor shows that the reverser is not retracted reverse thrust lever is pushed down (stow) for a minimum of 14 seconds.
(target far) after the reverse thrust lever is pushed down (stow) for a minimum
of 14 seconds. SLEEVE DISAGREE Light (amber)
The SLEEVE DISAGREE will go ON and stay on when the thrust reverser
NOT STOW Light S835 and S836 (amber) lever is pulled up (deploy) and the NOT STOWED relays for the left and right
The S835 NOT STOW light is controlled by the NOT−STOWED proximity reverser sleeve are not in the same position for a minimum of 4.4 seconds.
sensor on the left reverser half. The S836 NOT STOW light is controlled by the NOTE: The 4.4 second time delay keeps the light OFF for small difference in
NOT−STOWED proximity sensor on the right reverser half. the reverser sleeve translation times.
The light will go ON when the sensor shows that the reverser is not retracted
RESTOW Light (amber)
(target far) after the reverse thrust lever is pushed down (stow) for a minimum
of 14 seconds. The RESTOW light goes ON when ever the STOW relay is energized.
TEST Switch RESET Switch

When you push and hold the TEST SW with the thrust reverser extended, all of The RESET SWITCH on the face of the unit provides the following functions:
the BITE lights for the applicable engine will come on except the SLEEVE Manual reset of all BITE lights, except the SLEEVE DISAGREE and
DISAGREE light. The RESTOW light was already on as a result of the thrust RESTOW lights, when the thrust reverser is retracted.
reverser being extended. Manual reset of the SLEEVE DISAGREE light, if the RESET SW is
If a light does not go on, there is a problem with the light or a problem in the depressed when the thrust reverser is extended.
applicable BITE circuit. Manual reset of the Auto−restow control circuit by restarting the 10 and 10.3
When you push and hold the TEST SW with the thrust reverser retracted, second timers.
none of the lights come on.
Auto Reset Feature
ISO VLV OPEN Light S833 Eng 1 and S830 Eng 2 (amber) The AUTO RESET automatically turns all of the lights, except the SLEEVE
The ISO VLV OPEN light, S833/S830, is controlled by the proximity sensor on DISAGREE and the RESTOW lights OFF. The AUTO RESET feature engages
the isolation valve. when the oil pressure signal for the two engines is >15PSI.
The light will go ON when the sensor shows that the isolation valve is open NOTE: The AUTO RESET feature makes sure that all of the lights that
(target near) after the reverse thrust lever is pushed down (stow) for a are set during a flight, except the SLEEVE DISAGREE and the
minimum of 14 seconds. RESTOW are OFF at the beginning of a new flight.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
ENGINE ACCESSORY UNIT

P/N 65 73606
MOD LEVEL
ENG 1 ENG 2
S831 S832 S831 S832

NOT STOW NOT STOW NOT STOW NOT STOW
S835 S836 S835 S836

NOT STOW NOT STOW NOT STOW NOT STOW
FAULT LIGHT
TEST TEST (16 LOCATIONS)
S833 S834 S830 S839

ISO VLV CONT VLV ISO VLV CONT VLV
OPEN DEPLOY OPEN DEPLOY
SLEEVE SLEEVE
DISAGREE DISAGREE
RESTOW RESTOW
RESET RESET
SIXTEEN−LIGHT UNIT
Figure 96 Engine Accessory Unit Sixteen Lights

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
T/R CONTROL SYSTEM

DEPLOY Operation STOW Operation
The reverse thrust levers are pulled up and back from stowed position to The reverse thrust levers are pushed forward and down to the stowed position.
reverse position. The movement of the reverse thrust lever from idle to reverse The thrust lever latch re−engages. The stow valve repositions the directional
thrust closes the contacts on a microswitch in the autothrottle switch pack control valve, which vents return hydraulic pressure from the extend side of
and sends power to a latch relay which energizes the sync lock solenoid to the actuator. The hydraulic system pressure on the retract side of the actuators
release the rotary flex shaft system. The movement of the reverse thrust lever causes the actuators to retract. The flex shafts synchronize the actuator
from idle to reverse thrust will rotate the strut control box throttle drum counter retraction. The upper actuator lock remains unlocked until the actuator piston
clockwise. This occurs only after the interlock cams have repositioned contacts the lock and begins to load the lock spring. The face of the lock
themselves with the reverse interlock rollers. The thrust reverser control and mechanism has angled teeth causing ratchet−type action as the actuator
arm switches in the flight compartment are closed, energizing the deploy and retracts.
arm solenoids in the control valve module if the following conditions are met: The isolation valve check valve allows hydraulic fluid at return pressure of 45
28v dc switched hot battery bus power available psi to return to the aircraft hydraulic system. The REVERSER UNLOCKED
light remains illuminated until both sleeves are fully stowed as detected by the
Fire switch handle in normal position
not−stowed proximity sensors, at which time the light extinguishes. The forward
Airplane altitude less than 10 feet as sensed by the low range radio thrust levers cannot be moved from idle position until the feedback push−pull
altimeters and by the air/ground sensing system. cables re−position the feedback interlock cams.
When the arm valve solenoid is energized, the arm valve pressurizes one side Power is sent through the microswitch pack to a two minute time delay relay.
of the isolation valve and the isolation valve moves to pressurize the system. The two minute time delay permits the thrust reverser to retract which provides
The deploy solenoid valve, when energized, ports hydraulic fluid to position the time for the indicating system to detect failures that prevent the locking
directional control valve to the deploy position. Hydraulic system pressure of actuator from locking the thrust reverser sleeve in the retracted position. After
3000 psi is supplied to both sides of all actuators via the flow control valve. The two minutes, power is sent through the time delay relay to unlatch the latch
hydraulic system pressure to the upper actuators disengages the lock relay, which then de−energizes the sync lock solenoid. This permits the sync
mechanism. The hydraulic system pressure is ported through the flex lock to mechanically lock the rotary flex shaft system.
shaft tubing to the extend sides of the middle and lower actuators. The
pressures on both sides are equal but the larger surface area on the extend Auto Restow Operation
side of the actuator piston causes the actuator to extend. As the actuators When the reverse thrust lever is lowered to the stowed position, and the
extend, the hydraulic fluid from the retract side of the actuators recirculates to reverser sleeves are not stowed and locked within 10 sec, the selector valve
the extend side. The flex shafts synchronize actuator extension. will get an armed signal. After the selector valve is armed, the valve opens and
The sleeves translate to the full extend position in approximately 2.5 seconds. directs constantly hydraulic pressure via the isolation valve, to the stow side of
The actuators act as hydraulic brakes with the rate of extension controlled by the actuators, to hold the reverser in forward position.
the rate of flow. The piston rods are decelerated and stopped at the full extend This action will also command the reversers to stow, if an uncommanded
position by snubbers, inside the actuators. The feedback push−pull cables motion of the reverser sleeves towards the deploy position occurs.
provide position indication of the center actuator extension and sleeve position
to the strut control box. The feedback interlock cams are repositioned by
push−pull cables. Cam positioning allows for increased power setting. The
reverse thrust levers can now be pulled back and up further to increase power.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
AUTOTHROTTLE
28V DC LOW OIL PRESS
FIRE RESTOW LIGHT
BUS 2 THR REV ARM RELAY
CONT
1 SYS−ALTN NC
28V DC VARIABLE
SWITCHED THR REV NORMAL 28V DC
NC T/R BLEED VALVE
HOT BAT CONT SYS INDICATION
BUS PWR LOSS ENGINE FIRE
1 SWITCH
SENSE RLY NC NC
10.3 STOW
P6 LOAD CONTROL CENTER J20 MISC. EQUIPM. SEC T/D
PANEL RH T/R
10 SEC NOT STOW AUTO
STOW T/D NC
RH T/R NOT RESTOW
K3 RH T/R NOT SENSOR
TIME DELAY STOWED RLY STOWED
DEPLOY
T/R STOW SWITCH T/R
K1 CONTROL INDICATION
STOW
RELAY 28V DC
NC LH T/R
AUTO
DEPLOY S1 T/R NO. 1 STOW RESTOW
RESET SW SENSOR
T/R CONTROL SWITCH
NOT STOW
DISARM K2 LH T/R NOT ENGINE 1
STOWED RLY LH T/R NOT
STOWED
ARM ENGINE ACCESSORY UNIT (E3)

T/R ARM SWITCH
P8 CONTROL STAND
STOW MANUAL
SHUTOFF TO : T / R
VALVE ACTUATORS
CONTROL
VALVE DEPLOY
GND < 10 FT STOW
RADIO ALTIMETER 1 DEPLOY

NC
J20 SEQUENCE
GND < 10 FT
2 RELAY
ARM
RADIO ALTIMETER 2
ISOLATION
VALVE
HYD SYS A RETURN
GND
STBY
SYSTEM
AIR
1 AIRPLANES WITH THRUST REVERSER
AIR SENSING SYNC LOCKS, ENGINE 2 ONLY
RELAY EMDP
HYD
LANDING GEAR SYS A
2 AIRPLANES WITH THRUST EDP#1
LOGIC SHELF THRUST REVERSER CONTROL VALVE MODULE (LEFT AIR COND. BAY)
REVERSER SYNC LOCKS a58002/231380
Figure 97 T/R Control System Schematic

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
T/R SYNC - LOCK CONTROL SYSTEM

General Description
The sync lock is an electrically operated mechanical lock installed on the worm Stowing
shaft of the upper hydraulic actuator on each thrust reverser sleeve. When − The reverse thrust levers are pushed forward and down to the stowed
de−energized, the sync lock holds the rotary flex shafts to prevent the linear position.
movement of the hydraulic actuators and the sleeve. The sync lock contains a
− The hydraulic system pressure on the retract side of the actuators
pronged rotor which is turned by the rotary flex shaft system. The rotor is held
causes the actuators to retract.
by plungers that engage the rotor. The plungers are spring loaded to the
locked position, and are moved to the unlocked position by a solenoid operated − Power is sent through the microswitch pack to a two minute time delay
yoke when energized. There is not flight compartment indication for sync lock relay. The two minute time delay permits the thrust reverser to retract
position or control status. which provides time for the indicating system to detect failures that
prevent the locking actuator from locking the thrust reverser sleeve in
Operation the retracted position.
Stowed Position − After two minutes, power is sent through the time delay relay to unlatch
− In the stowed position, the reverse thrust levers are stowed; the forward the latch relay, which then de−energizes the sync lock solenoid. This
thrust levers are in any position. The forward/reverse thrust interlock permits the sync lock to mechanically lock the rotary flex shaft system.
prevents movement of the reverse thrust levers if the forward thrust
levers are in any position but idle.
− The thrust reverser control switch is open so the arm solenoid valve on
the isolation valve is not energized.
− The upper actuators are locked.
− The sync lock solenoid is not energized and the sync locks are locked.
Deployment
− The reverse thrust levers are pulled up and back from stowed position to
idle position.
− The movement of the reverse thrust lever from idle to reverse thrust
closes the contacts on a microswitch in the autothrottle switch pack and

sends power to a latch relay which energizes the sync lock solenoid to
release the rotary flex shaft system.
− When the sync lock solenoid is energized, a sequence relay and 100ms
time delay permits the sync lock to open before hydraulic pressure is
applied to the thrust reverser system.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
28V DC
BAT BUS
ENG 2
SYNC−LOCK
28V DC
ENG 2
BUS 2
SYNC−LOCK 1 SYNC-LOCK
1 TO THRUST
ALTN PWR LOSS REVERSER
SENSE RLY NC CONTROL
CIRCUIT
P6 LOAD CONTROL
CENTER
DEPLOY
SEQUENCE RELAY
T 100 MS
D
STOW TIME DELAY
SYNC−LOCK
TIME DELAY
(120 SEC TO OPERATE)
LOCK
RIGHT SLEEVE
SYNC LOCK
STOW
DEPLOY UNLOCK
R T/R LOCK
ENGINE LEFT SLEEVE
AUTOTHROTTLE SYNC−LOCK
FIREWALL SYNC LOCK
LATCH RELAY
ASSY
J 20 MISC ELECT EQUIPMENT PANEL
1 ENGINE 2 ONLY a86929
Figure 98 T/R Sync - Lock Control System Schematic

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
THRUST REVERSER COMPONENTS

Blocker Doors Operation
The forward section of the blocker door is attached to the sleeve with two 1/4 There are three separate modes of operation of the control valve module:
inch bolts in hinge assemblies. As the sleeves translate aft, the blocker doors Arming Solenoid Valve
rotate into a blocking position, due to sleeve movement and the door’s
The arm solenoid valve provides hydraulic fluid pressure from the aircraft
attachment to the inner duct.
system to the control valve module.
When extended, the doors block fan exhaust, forcing air in the reverse
Deploy Solenoid Valve
direction through the cascade segments.
When retracted, the doors form part of the outer duct for fan exhaust air. The deploy solenoid valve correctly positions the control valves to port
pressure to the deploy side of the actuators, thereby moving the reversers
Cascades from their stowed position to the deployed position.
The thrust reverser cascades nearly encircle the engine. The cascades are Stow Solenoid Valve
covered by the sleeves when the thrust reverser is stowed. The stow solenoid valve correctly positions the control valves to port
During thrust reverser operation, the sleeves translate aft, exposing the pressure to the stow side of the actuators, thereby moving the reveresers
cascades. The fan exhaust air is blocked by the blocker doors, and sent from their deployed position back to the stowed position.
through the cascades to provide reverse thrust. The cascades are arranged to
direct airflow away from the aircraft structure or engine air inlet during thrust
reverser operation.
The cascade installation arrangements are different for the right and
left engines. When replacing cascades, it is important to ensure that
the correct arrangement is being installed. Improper arrangement could
cause reduced life for structural elements exposed to exhaust air.
Access to the cascades is by translating the thrust reverser sleeves.
Thrust Reverser Control Valve Module

The thrust reverser control valve governs the functions of deploying and
stowing the thrust reverser in response to commands from the reverse thrust
lever in the flight compartment.

The control valves are located on the forward bulkheads of the air conditioning
bays.
The thrust reverser control valve module, is a completely self−contained unit,
housing all of the necessary components in one manifold. The manifold
provides for all hydraulic and electrical connection to the aircraft structure. The
unit converts electrical signals from the aircraft thrust reverser control system
into controlled hydraulic flow to the reverser actuators. Located on the unit is a
manual lockout handle.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
MANUAL ISOLATION
BLOCKER DOORS AND VALVE HANDLE
THRUST REVERSER
CASCADE SEGMENTS CONTROL VALVE MODULE LOCKPIN
AUXILIARY
SLIDER
TRACK/SLIDER
FAIRING
SLIDER
DUCT
INNER ASSY
ACOUSTIC
PANEL
THRUST REVERSER
DUCT OUTER ASSY CASCADES CONTROL VALVE MODULE
BLOCKER DOOR
(5 PLACES) FWD 127059/122637102640
Figure 99 Thrust Reverser Components

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
Thrust Reverser Actuators
Six hydraulic actuators, spaced at intervals around the reverser case, provide When de−energized, the sync lock holds the rotary flex shafts to prevent the
the means of actuating the translating cowl to the reverse thrust position. Four linear movement of the hydraulic actuators.
actuators are identical; two are lock actuators, providing positive locking when MANUAL DRIVE CONNECTOR
the system is stowed. There are two common actuators and one lock actuator
With the manual drive you can move the translating sleeve without hydraulic
on each C−duct; the lock actuator occupying the upper position. The actuators
power. Therefor a ratcheting-type socket wrench is needed.
are similar in cylinder construction, the differences being in the end housing of
the lock actuator, which incorporate lock mechanisms. Rotary Flex Shafts
All actuators are hydraulically and mechanically interconnected to provide The rotary flex shafts mechanically connect the center actuator to the upper
synchronized operation of the translating cowl. The actuator front mounting is and lower actuators. The flex shafts provide synchronization between the
provided by a gimbal ring attached to the end housing and secured to a bracket actuators. The tendency of any actuator to speed up or slow down is
on the reverser case torque box. The gimbal ring provides flexibilty in actuator transmitted to the others by the flex shafts. The flex shafts are encased in a
alignment. The rear connection is the actuator rod end, incorporating a rigid steel tube, which contains hydraulic fluid. The hydraulic fluid lubricates
spherical bearing, connected to a mounting bracket on the translating cowl aft the flex shafts. The tubing conducts extend pressure flow between the center
frame. actuator and upper and lower actuators. The tubing enables hydraulic
Each actuator comprises: pressure to be equal in all actuators to permit extension at the same rate. The
A piston, incorporating a nut with an acme screw thread. flex shafts are attached in each actuator through a square drive fitting. There is
no mechanical connection used to provide synchronization between each thrust
A piston rod accommodating an acme threaded screw shaft.
reverser half, but the flow control valve synchronizes the thrust reverser halves
A worm gear and shaft assembly transmits rotary movement of the piston to within two seconds of each other.
rod to drive the synchronizing flexible drive shafts.
The end housing of the non−locking actuators houses a piston stop to limit
the retract stroke of the piston.
The UPPER (LOCKING) ACTUATOR contains additional:
LOCK MECHANISM
The end housing of the lock actuator is a double assembly incorporating a
lock valve housing. The piston stop differs from that of the non−locking
actuator in that it is internally splined to locate a locking sleeve, thus
preventing rotation while allowing linear movement. Serrations on the end

of the sleeve mate with similar serrations on the actuator lock in the locked
position.
MANUAL UNLOCK HANDLE,
Moving the manual unlock handle forward, the lock actuator will be in the
unlocked position.
SYNCHRO LOCK
The sync lock is an electrically operated mechanical lock. It is installed
on the worm shaft of the upper hydraulic actuator on each thrust
reverser sleeve.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
THRUST REVERSER
ACTUATORS
NOT−STOWED
PROXIMITY
SENSOR
TARGET
FEEDBACK
MECHANISM FEEDBACK
MANUAL DRIVE CABLE
DEPLOY CONNECTOR
PROXIMITY
SENSOR
MANUAL SYNCHRO LOCK AUTO RESTOW
UNLOCK HANDLE PROXIMITY
ELECTRICAL SENSOR
CONNECTOR
UPPER (LOCKING)
COUPLING NUT ACTUATOR
TUBE ADAPTER
FLEX SHAFT
MANUAL
DEPLOY LOCK
PROXIMITY HANDLE
NOTE: UPPER ACTUATOR SHOWN; SENSOR
CENTER AND LOWER
ACTUATORS SIMILAR FLEX SHAFT
IN TUBE
30504
Figure 100 Thrust Reverser Actuator

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
Lock Actuator
T/R sleeve locking is accomplished by connection of the locking actuator piston
to fixed structure (the torque box) through the locking keys, the actuator
cylinder and the actuator gimbal. The Iocking keys are maintained in their
locked position by the spring−Ioaded lock sleeve. No hydraulic pressure is
required to maintain the upper actuators Iocked. T/R sleeve forces trying to
extend the non−Iocking actuators are transmitted to the locking actuator piston
through the flexshafts.
When the thrust reverser control valve module is commanded to the depIoy
mode, hydraulic pressure drives the lock sleeve towards the head end of the
actuator overriding the spring force. The three lock keys are now free to be
forced radially outward to the unlocked position by the extending actuator
piston. As the piston extends the spring loaded lock follower sleeve will
maintain the lock keys in the unlocked position.
This prevents the keys from drifting back to the locked position with the
actuator extended. The lock sleeve can be manually operated with the manual
unlock Iatch for manual deployment of the thrust reversers.
The position feedback is provided by an internally threaded feedback nut
connected to the actuator acme screw and an externally threaded feedback
rod. Rotary motion of the acme screw is converted to linear motion of the
feedback rod through the feed back nut. During actuator extension the
feedback rod moves toward the actuator; on retraction the motion is opposite.
Due to the difference in pitch of the acme screw/nut threads and the threads of
the feedback rod/nut, total feedback rod travel is only 1.52 inches as compared
to total actuator travel of 19.78 inches. As a consequence of close tolerancing
of threads, the feedback rod is accurately positioned over the entire range of
actuator travel.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
TO SYNCHRO LOCK
AND MANUAL DRIVE
DEPLOY
WORM WHEEL LINE STOW LINE
& SHAFT ROD END
ACME NUT ACME SCREW (CONNECTED TO
T/R SLEEVE)
FEEDBACK
NUT
FEEDBACK
ROD
LOCKING KEY (3)
MANUAL UNLOCK LOCK SLEEVE LOCK SLEEVE
LATCH SPRING
LOCK FOLLOWER SLEEVE
SYNCHRONIZATION LOCK FOLLOWER SPRING
FLEX SHAFT
Figure 101 Thrust Reverser Lock Actuator Schematic

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
Thrust Reverser Switches

This switches are activated by the revers lever (deploy/stowed).
ARM SWITCH,
When the arm switch is in arm position, it energizes the arm solenoid valve
in the control valve module if the following conditions are met:.
− 28v dc switched hot battery bus power available.
− Fire switch handle in normal position.
− Airplane altitude less than 10 feet as sensed by the low range radio
altimeters and by the air/ground sensing system.
When the arm valve solenoid is energized, the arm valve pressurizes one
side of the isolation valve and the isolation valve moves to pressurize the
system.
REVERSER CONTROL SWITCH, (Deploy)
When the reverser control switch is in deploy position, it energizes the
deploy solenoid valve in the control valve module if the following conditions
are met:.
− 28v dc switched hot battery bus power available.
− Fire switch handle in normal position.
− Airplane altitude less than 10 feet as sensed by the low range radio
altimeters and by the air/ground sensing system.
The deploy solenoid valve, when energized, ports hydraulic fluid to position
the directional control valve to the deploy position.
STOW SWITCH
When the reverse thrust lever are moved to stowed position the stow switch
is activated. The solenoid on the arm valve remains energized because
auto restow sensor are out of proximity. After the sleeves have retracted
and auto restow sensors are in proximity the circuit is completed. It stays
completed for 10 seconds to insure that all the actuators have
retracted completely.
Detent
The thrust reverser detent is a reference for the pilots to reverse power without
exceeding operation limits.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
THRUST
DRUM
REVERSE
THRUST
DETENT LEVER
CAM
FOLLOWER
ARM FORWARD
THRUST
LEVER
STOP
STOW SWITCH
SWITCH
ADJUSTMENT
SCREW SWITCH BRACKET REVERSER
ARM SWITCH ASSEMBLY CONTROL
SWITCH
ARM SWITCH
SWITCH ADJUSTMENT
MOUNTING NUT
SCREW
STOW SWITCH
COVER
SWITCH BRACKET
ASSEMBLY
FWD
Figure 102 Thrust Reverser Switches

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
FEEDBACK PUSH-PULL CABLES

Purpose
The feedback push−pull cables transfer motion from the thrust reverser
actuator feedback to the strut drum control box. The cables provide a
mechanical signal of the thrust reverser sleeve position to the strut drum
control box. This signal is used to control the thrust reverser interlock system
inside of the strut drum control box.
Two feedback push-pull cables are installed, one for each thrust reverser
sleeve. The lower end of the cable is connected by an adjustable rod end fitting
to the upper (locking) thrust reverser actuator. The upper end of the cable is
connected by a rack and pinion system to an feedback cam in the strut drum
control box.
For the feedback push-pull cable rigging, the thrust reverser must be in the
closed (stowed) position. There are two rig holes for the system. One rig hole is
located on the upper thrust reverser actuator and the other one on the strut
drum control box.
For cable adjustments you can use the rod end fitting or the jamnuts on the
lower cable support bracket.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
PENETRATION RIG PIN

STRUT
FEEDBACK CABLES MIDSPAR FITTING
STRUT DRUM WEB RIG HOLE
CONTROL BOX (UNDER SEAL)
STRUT DRUM
CONTROL BOX
UPPER (LOCKING)
ACTUATOR
FEEDBACK
CABLE
SUPPORT FWD
BRACKET
FEEDBACK
CABLES
FEEDBACK ROD END
LEVER RIG HOLE
JAMNUTS
BRACKET BELLCRANK
UPPER (LOCKING)
ACTUATOR
UPPER (LOCKING)
ACTUATOR
149299/150045
Figure 103 TR Feedback Cable Rigging
EXHAUST B737-300/400/500
THRUST REVERSER
78−30
THRUST REVERSER INTERLOCK

An engine control reverser interlock system is provided. This interlock limits the
thrust increase command if the reverser remains stowed when the reverse
thrust lever is moved to a reverse position. The interlock is withdrawn during
reverser translation from the stowed position to the deployed position. If the
reverser remains deployed when the reverse thrust lever is moved to the
forward thrust position, thrust increase commanded by the throttle is limited.
The interlock is withdrawn during reverser translation from the deployed
position to the stowed (flight) position. Freedom of motion of the throttles is not
an absolute indication that the thrust reverser is fully deployed or stowed and
locked, since the interlocks are withdrawn during reverser motion.
Operation
The movement of the reverse thrust lever from idle to reverse thrust will rotate
the strut control box throttle drum counter clockwise (as viewed from above).
This occurs only after the interlock cams have repositioned themselves with the
reverse interlock rollers.
The sleeves translate to the full extend position in approximately 2.5
seconds.
The feedback interlock cams are repositioned by push−pull cables. Cam
positioning allows for increased power setting.
The reverse thrust levers can now be pulled back and up further to increase
power.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
THRUST CABLE DRUM
STRUT DRUM CONTROL BOX
INBD
FWD
CABLE
THRUST CONTROL DISCONNECT
DRUM FEEDBACK CAMS (2)
THRUST
PUSH−PULL
CABLE
THRUST REVERSER
FEEDBACK PUSH−PULL
CABLE (2)
RIG HOLE
FORWARD ROLLER
THRUST FWD THRUST
MOVEMENT RIG HOLE
CAM STOP
THRUST CONTROL
PINION
REVERSER
IDLE POSITION THRUST
MOVEMENT
ROLLER
REV THRUST
THRUST CONTROL
PUSH−PULL CABLE
Figure 104 Thrust Reverser Interlock

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
THRUST REVERSER DE-ACTIVATION

General
An inoperative thrust reverser can be deactivated by securing the translating
sleeves in stow position.
This is accomplished by means of:
A turnbuckle
A secondary deactivation pin
Indicator pins
Retainers and retainer bolts
Note:
ON AIRPLANES BEFORE LINE NO. 1553
The deactivation equipment is stowed on the engine.
ON AIRPLANES AFTER LINE NO. 1553
The deactivation equipment is stowed in the flyaway kit.

EXHAUST B737-300/400/500
THRUST REVERSER
78−30
SECONDARY
DEACTIVATION STOWAGE
PIN RUBBER
BRACKET PLUG
TORQUE BOX
SLEEVE
PLUG
SECONDARY INNER SURFACE OF

DEACTIVATION
PIN ACCESS THE ACCESS PANEL
PANEL
STOWAGE BRACKET FOR THE
SECONDARY DEACTIVATION CASCADE
PIN (REVERSER ACTIVATED) OR CASCADE SUPPORT RING
PLUG (REVERSER DEACTIVATED) SUPPORT RING
INDICATOR PIN
INDICATOR PIN
RETAINER
PIN RETAINER TURNBUCKLE SLEEVE
FITTING
SLEEVE
FITTING
INDICATOR INDICATOR
PIN PIN
ACCESS RETAINER
PANEL
REVERSER AKTIVATED REVERSER DEACTIVATED

126872/126874
Figure 105 Thrust Reverser De-Activation
INSTRUMENTS B737-300/400/500
ENGINE INSTRUMENT SYSTEM
31−42
Programmable Engine Red-line Limits
ATA 31 INSTRUMENTS The N1, EGT, and N2 parameters have limits that should not be exceeded
during engine operation; these limits are known as ”red-line” limits. When an
31−42 ENGINE INSTRUMENT SYSTEM engine is operating at or above its red-line limit, a visual indication is
immediately obvious by means of colored sectors on the display and also by
red warning lights. Also, by means of program pins, the Primary Display is
General
capable of displaying four different red-line limits on N1, N2, and EGT.
The engine instrument system (ElS) is microprocessor-controlled instrument
Failure Monitoring
panels which display parameters of engines and hydraulic systems to monitor
airplane engines and hydraulic systems operation. It also displays total air The display panel visually indicates to the flight crew any open circuit
temperature and (for EFIS configured airplanes only) engine thrust mode failures of the N1, N2, EGT and FF engine sensors, by slewing the pointer
annunciation messages. and counter displays to zero, holding the setting for 2 seconds, then setting
the counter display to ”dashes” and blanking the pointer display. An
The ElS is composed of two adjacent independent, solid state integrated
electrical short to ground of any analog high signal has the same effect. The
displays: a Primary Display and a Secondary Display. Both displays are
loss of digital input data or incorrect parity of digital input data causes the
installed on the pilots’ center instrument panel P2−2. The left-hand side is the
affected display to blank. An invalid or no computed data received by the
Primary Display and the right-hand side is the Secondary Display.
display unit will cause the affected display to show dashes.
The ElS receives 28v electrical power from the P6−2 panel.
Internal Relay Circuits
EIS PRIMARY DISPLAY The Approach Idle relay circuit and the Starter Cutout relay circuit for each
engine channel enable the relay contacts to signal the N1 Low Idle Warning
The ElS Primary Display receives, processes, and displays the primary engine system and N2 Starter Disengage circuit, respectively.
parameters of N1 (both limit and actual), N2, exhaust gas temperature (EGT),
and fuel flow/fuel used (FF/FU) for two engines. For EFIS configured airplanes, Built−In−Test-Equipment (BITE)
it also displays engine thrust mode annunciation (TMA) input data from the A software driven BITE facility is initiated by depression of an unmarked
flight management computer (FMC). In addition, it provides the following bezel−mounted button. When initiated, the BITE facility exercises all major
special features: functions derived within the instrument. This facility is inhibited if either
All displayed engine parameters are transmitted on an ARINC 429 digital engine %N1 values exceed 10% rpm.
output data bus to be read and used by any system requiring engine Engine Exceedance Recording and Storage
information, such as a flight recorder system or an ACARS system. A maintenance module inside the display monitors the N1, N2 and EGT of
An independent analog output of actual N1, EGT, N2 and FF parameters for both engine channels. On detection of an exceedance in one or more of the
use by digital flight data acquisition unit (DFDAU). parameters, the ElS Primary Display unit stores the actual parameter values
An N1 valid output signal for each engine to stall warning computers and of N1, N2, EGT and Fuel Flow for that engine in a battery-backed RAM.
flight control computers. This information is also stored during an abnormal engine start condition.
Information stored in battery−backed RAM may be retrieved and erased by
Abnormal Start Indication (ASI) an external command signal while power is applied to the unit.
The Primary Display will detect impending hot start (excessive exhaust gas Exceedance Data Display
temperature) or hung starts (failure of the engine’s high pressure
compressor to accelerate). If either condition is detected, the EGT digital The BITE test button enables display of the maximum exceedance and the
counters on the display will flash to alert the flight crew of the impending accumulated time of all exceedances, since the last power down, for N1, N2
abnormal start. and EGT parameters.

31−42
CRZ TAT − C
MAN SET
PSI
%RPM
OIL
PRESS
N1
C
OIL
C TEMP
%FULL
OIL QTY
EGT
%RPM
VIB
A HYD B
N2 x1000
PSI
x1000
PRESS
PULL PULL
TO TO %FULL
SET SET
N1 N1
FF/FU QTY
RF 88%
FUEL
FUEL USED
PUSH RESET
USED
PRIMAR DISPLAY PANEL SECONDARY DISPLAY PANEL
Figure 106 Engine/Hydraulic Indicating Display

31−42
PRIMARY DISPLAY PARAMETERS INDICATION

N1 Parameter N2 Parameter
N1 consists of two input signals, the actual N1 signal and the limit N1 signal. The N2 module receives an analog signal from the engine control alternator.
The limit N1 input signal is a dc ratio from the FMC via the digital analog The frequency of the signal is proportional to the core rotor speed. The N2
adapter. parameter value is displayed by an LED pointer and a digital counter.
The actual N1 input signal is derived from an engine—mounted sensor and An internal switch in the N2 module transmits a signal to the engine start
is a frequency input proportional to engine speed. The actual N1 parameter circuit. This signal ensures starter disengagement at the maximum starter
value is displayed by the LED counter and pointer. run speed (46.3%) and prevents starter re−engagement at engine speeds
The limit N1 parameter value is displayed by means of an LED circular bug (above 30.4%) which could damage the starter or engine. This switch also
display and in manual set mode by a 7 segment LED numeric counter inhibits the PMC INOP light.
display in addition to LED bug display.
TMA
The manual set knob selects the source of the limit N1. With the knob
The thrust mode annunciation (TMA) input signal is from the flight management
pulled out the limit N1 bug and the manual limit N1 (MAN SET) values are
computer (FMC) on ARINC 429 digital data bus. The TMA will display one of
set by turning the knob. The 7 segment display is ”blanked” in the automatic
the following messages:
mode (i.e. Manual Set knob pushed in).
CLB (Climb)
If the FMC input fails, the N1 bug freezes and dashes show in the MAN
SET N1 limit display. If N1 transmitter fails, the N1 pointer and counter CON (Continuous)
displays slew to zero, after 2 seconds, the N1 pointer will blank and dashes CRZ (Cruise)
will show across the N1 counter. G/A (Go Around)
To provide a high idle switching circuit, the contacts of which open at 25.5% R−CLB (Reduced Climb)
RPM and remain open above the value. The contacts revert to the closed
R−TO (Reduced Takeoff)
condition when the 24.5% RPM decreasing and remain closed below that
value. TO (Takeoff)
EGT Parameter FF/FU Parameter

Exhaust gas temperature (EGT) is measured by nine chromel alumel The fuel flow (FF) input signals are derived from an engine fuel flow transmitter.
thermocouples located in the LP turbine. An average temperature signal is The FF parameter is displayed on an LED counter and pointer.
provided for input to the EGT module. The EGT parameter value is displayed
FUEL USED PUSH button
by a LED counter and pointer.
The FUEL USED PUSH button is located in the bottom of the front bezel.
Total air temperature (TAT) and airspeed data, which when processed and Normally the FF/FU indicator displays fuel flow parameter, when the FUEL
combined with the engine parameters enables an abnormal start condition USED PUSH button is pressed, the display shows fuel used parameter value
to be detected. The EGT digital counter will flash to alert the flight crew of
for a period of 10 seconds. After this time, the display will revert to fuel flow
an impending engine hot start or hung start.
parameter display. The pushbutton is a momentary action.
FUEL USED RESET button
The FUEL USED RESET button is located in the bottom of the front bezel.
This button is used to reset the fuel used value to zero.

31−42
TMA
MESSAGE CRZ
MAN SET
RED
WARNING
LIGHT
%RPM
N1
LIMIT
BUG
N1
C
LED
POINTER
EGT
%RPM
N2
x1000
PULL PULL
TO TO
SET SET
MANUAL N1
FF/FU
N1
SET KNOB
FUEL
FUEL USED
BITE PUSH
USED RESET
BUTTON
PRIMARY ENGINE DISPLAY
Figure 107 Primary Display Panel
ENGINE INSTRUMENT B737-300/400/500
31−42
EXCEEDANCE DATA RECORDING AND STORAGE

Exceedance Data Recording and Storage and during this time the display annunciates SEC vertically on the far
The highest exceedance value and the duration of the exceedances, since right-hand LED counter. The displays then return to the pretest condition
power up, will be recorded for actual N1, N2 and EGT for both engines in upon release of the BITE button.
volatile RAM by the individual processors. During exceedance/Abnormal If no exceedances have occurred during the engine run/flight and the
Start conditions all parameter values including fuel flow for that engine will exceedance display is requested, the engine indicators will continue to
be stored in non−volatile RAM. display current parameter values and will not change. The indications will
Maintenance module storage begins with an exceedance on N1, N2 or EGT only change when an exceedance value has been recorded and the power
or upon the detection of an Abnormal Start condition. When this occurs all to the ElS has not been removed. Removing the power (for 10 seconds or
four parameters for the engine in addition to the airplanes air/ground more) before requesting the exceedance display will reset the exceedance
condition and the Abnormal Start condition status will be recorded during values to zero.
the total time of the exceedance/Abnormal Start condition. Data points of Exceedance data display, like BITE test, can only be performed when both
actual parameter values will be taken at 1.2 second intervals. N1 values are below 10%.
Up to ten minutes of exceedance data can be stored before the memory will
Interrogation and Erasure of Exceedance Data
be full. When the exceedance memory is full, an ERF (Exceedance RAM
Full) message will be displayed on the left fuel flow counter readout during The exceedance data can be interrogated and erased when the airplane is
BITE. The presence of this message does not affect the operation of the on the ground. The EIS Primary Display unit exceedance memory
EIS display unit, and the exceedance data storage will continue to function INTERROGATE and ERASE discrete inputs and ARINC 429 outputs are
properly; however, the new data will start to overwrite the oldest data. The accessible via the EIS test connector D10146, which is located on a
ERF message warns maintenance personnel that the exceedance memory stanchion of the E2 rack, at station 347 in the E/E compartment.
should be read and then cleared. Any suitable ARINC 429 bus reader can be used for retrieval of the
Low battery condition occuring in a battery back−up RAM will be exceedance data, this can be accomplished by connecting an ARINC 429
annunciated by the fault code MMF (Maintenance Module Fault) at power bus reader to the EIS test connector (D10I46) and interrogating the
up and/or BITE check. exceedance memory. A bus reader with storage/print capability will assist in
the data retrieval. The data retrieval (dump) will start with the left engine,
Exceedance Data Display starting with N1, then EGT, N2 and fuel flow. If no data is held for the
The unmarked BITE test button is used to display exceedance data stored parameter a single ”exceedance” transmission with a null data field will be
in the individual microprocessor systems prior to removal of power. Once transmitted for that parameter.
the electrical power is removed, the system shuts down and the A ground applied to the INTERROGATE discrete (pin 3 of D10146) will
exceedance data will be lost from the volatile memory and will no longer be cause the exceedance memory to be output to the ARINC 429 bus. The
accessible by using the BITE button. data is output starting with the most recent block of data and ending with
Two successive actuations of the BITE pushbutton within two seconds the oldest. The data is available at pins 1 and 2 of D10146 approximately
initiates an exceedance display. Upon initiation, the digital display for that 20 seconds after the INTERROGATE discrete is applied.
parameter (N1, N2 or EGT) that has recorded an exceedance condition will Three to five minutes after the initiation of data retrieval, the exceedance
display the highest exceedance value experienced since power application. memory may be erased. Interrogation of the exceedance memory must be
The value(s) are displayed for 2 seconds. The affected display(s) then done before you erase the exceedance memory.
display the accumulated time in seconds of the over−limit values that have
existed since power application. This value(s) is displayed for 2 seconds

31−42
CRZ
MAN SET
%RPM
PEAK
N1 OVER LIMIT
(displayed for 2 sec)
C
EGT
TIME
OVER LIMIT
%RPM
(displayed for 2 sec)
N2
x1000
PULL PULL
TO TO
SET SET
N1 N1
FF/FU
FUEL
FUEL USED
BITE PUSH
USED RESET
BUTTON
PRIMARY ENGINE DISPLAY
Figure 108 Primary Display Panel
31−42
BITE
Built—in Test Equipment (BITE) Table A: Primary Display Fault Codes
A BITE facility is incorporated in the engine displays, and will test the
indicator for confidence level. The BITE facility is inhibited whenever an FAULT CODE MODULE
engine is running.
An unmarked recessed pushbutton is located in the bottom of the front PROM CHECK SUM ROM N1, N2, EGT, FF
bezel. Single operation of this button (holding button depressed) enables an
”on ground” BITE sequence provided that both N1 displays indicate less
RAM CHECK RAM N1, N2, EGT, FF
than 10% rpm, otherwise BITE is inhibited.
The BITE sequence tests all functions (that are practical) within the
FREQUENCY/DIGITAL CON- FDC N1, N2, EGT, FF
instrument and in the event of failures displays fault codes on the counter VERTER
displays per Table A. It also tests each parameter throughout its range and
at preset parameter values. ENGINE IDENTITY INPUTS ENG N1, N2, EGT
On unit ”power up” the same sequence of tests are carried out prior to the
displays being illuminated and if a fault condition is detected the relevant
POWER MONITOR PWR N1, N2, EGT, FF
display remains blank. Pressing and holding the ”on ground” BITE button
causes the detected fault code to be displayed on the appropriate numeric
counter; when BITE button is released the display returns to normal MAINTENANCE MODULE FAULT MMF FUEL FLOW (LEFT)
operation.
REAL TIME CLOCK RTC FUEL FLOW
EXCEEDANCE RAM FULL ERF FUEL FLOW (LEFT)
A/D CONVERTER A/D N1
ARINC RECEIVER ARF FUEL FLOW

PROCESSOR P N1, N2, EGT, FF

31−42
Figure 109 Primary Display Panel Block Diagram

ENGINE INDICATING B737-300/400/500
GENERAL
77−00
ATA 77 ENGINE INDICATING

77−00 GENERAL
SYSTEM DESCRIPTION (CONF. 1)
General
The engine indicating system consists of:
the engine tachometer system which measures rotational speed at the low
speed rotor (N1).
the engine tachometer system which measures rotational speed at the high
speed rotor (N2).
the engine exhaust gas temperature (EGT) indicating system.
the engine vibration monitoring system (AVM).

GENERAL
77−00
CRZ TAT − C
MAN SET
EGT SIGNAL PSI
%RPM
N1 SIGNAL OIL
EGT PRESS
PROBE (9)
N1
C
OIL
C N1 SPEED TEMP
SENSOR TURBINE
VIBRATION
SENSOR %FULL
N2 CONTROL OIL QTY
ALTERNATOR
EGT
FAN
%RPM
VIBRATION
SENSOR
VIB
N2 SIGNAL
A HYD
N2 x1000
PSI
x1000
PRESS
PULL VIBRATION SIGNAL
TO %FULL
SET
N1
FF/FU QTY
RF 88%
FUEL AVM SIGNAL
PUSH CONDITIONER
USED
PRIMARY DISPLAY PANEL SECONDARY DISPLAY PANEL

Figure 110 Engine Indicating System
POWER
77−10
77−10 ENGINE TACHOMETER SYSTEM

N1 SPEED SENSOR DESCRIPTION
Purpose
The N1 speed sensor detects the low pressure assembly rotational speed and
transmits the corresponding signals to the flight compartment indicator and the
Power Management Control (PMC).
Location
The N1 speed sensor is mounted through a strut of the fan frame at the 4:00
o’clock position and is secured to the fan frame with 2 bolts. When the N1
speed sensor is installed on the engine, only the two−connector receptacle
and the body are visible.
This sensor is an induction−type tachometer. It consists of 2 independent
sensing elements which are magnetically and electrically insulated from each
other.
Each sensing element includes a magnet, a winding, and a pole piece. These
sensing elements are hermetically enclosed in a stainless steel housing. The
signals transmitted by these sensing elements are routed to both connectors
through conductors embedded in a metal tube.

POWER
77−10
NO. 2 BEARING
REFERENCE LUG
FAN SHAFT
SENSOR
PROBE
SENSOR RING
N1 SPEED N1 SPEED
SENSOR SENSOR
ELECTRICAL
CONNECTOR
INDICATION
ELECTRICAL
CONNECTOR
PMC
RECEPTACLE BODY
SENSOR PROBE SENSING ELEMENT
ELECTRICAL
CONNECTOR
101903/118390
Figure 111 N1 Speed Sensor

POWER
77−10
N1 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1)

Purpose its associated LED numeric display are driven by manual rotation of the set
N1% RPM is for monitoring the low pressure rotor speed and is the principal knob located on the indicator bezel and the automatic mode is inhibited.
engine thrust setting target. Sensing is also for the Power Managegement In the automatic mode, the index marker will be positioned provided that the
Control system (PMC), the low idle circuit and vibration signal detection. command N1 valid input signal is present. In the absence of the valid input
signal, the index marker remains at its last valid position and failure bars
System Description appear across the N1 % RPM command LED seven bar numeric display.
The system consists of a speed sensor and an EIS primary engine display.
Operation
Actual N1 fan speed is measured by speed sensor elements which provide an
ac voltage whose frequency is proportional to the fan speed. The sensor
incorporates dual sensing elements with one element providing N1 signal for
the power management control and the other element providing signal to the
N1 tachometer indicator. A magnetic ring mounted on the fan shaft is provided
with 30 teeth. The passage of each tooth generates an alternating voltage in
the sensor element proportional to actual N1 speed.
NOTE: The sensor ring has one tooth thicker than the 29 others to generate a
signal of greater amplitude used as phase reference for trim balance.
N1 Indicator Physical Description

The N1 Indicator presents a continous indication of N1 % RPM by means of
solid state electronics and LED’s on the face of the primary engine display.
N1 Indicator Operation
The primary function of the indicator is to display an indication of N1 % RPM by
means of a pointer/dial combination and numeric display of light emitting diodes
(LED).
The secondary functions of the indicator are:

To provide an overspeed indication by a red warning light on the display.
The light is illuminated when the engine is operating at, or above, the red
line limit of 106% RPM.
To display a command (or target) value of N1 % RPM capable of being set
manually or by automatic control. In the automatic mode, the indicator
accepts a dc voltage ratio proportional to command N1 % RPM and
displays the command N1 % RPM by means of an index marker (bug)
against the periphery of the dial. In the manual mode, the index marker and

POWER
77−10
28V DC
BATT BUS
EIS PRI 1
CRZ
MAN SET
FMC
INPUT SIGNAL
COMMAND BUG
%RPM
PMC ACMS N1
CONTROL OUTPUT SIGNAL
N1 SPEED
SENSOR
ENGINE 1 C
LOW IDLE
AVM SIGNAL COND. LIGHT
AUTOTHROTTLE
EGT
%RPM
N2
x1000
PULL PULL
TO TO
SET SET
N1 N1
FF/FU
FUEL
FUEL USED
PUSH RESET
USED
PRIMAR DISPLAY PANEL

Figure 112 N1 Indication System Schematic
POWER
77−10
N2 SPEED SENSOR DESCRIPTION

Purpose
The N2 speed sensor detects the high pressure assembly rotational speed and
transmits the corresponding signals to the flight compartment indicator. The N2
speed sensor also provides the power source for the Power Management
Control (PMC) operation.
Location
The N2 speed sensor (control alternator) is mounted to the upper, forward face
of the accessory gearbox (AGB). The rotor is spline−mounted directly to the
gearbox gearshaft and axially secured to the shaft by a self−locking nut. The
stator, a housing assembly, is completely separate and mounts directly to the
gearbox housing on a bolt pad.
The N2 control alternator is a two−piece single−phase generator which
provides a high frequency output to the Power Management Control (PMC).
The output provides power for the PMC and is used to provide flight
compartment indication of core engine speed.
Operation
The N2 control alternator speed sensor delivers a signal directly proportional to
the high pressure rotor system rotational speed.

POWER
77−10
ELECTRICAL
CONNECTOR PMC
ELECTRICAL
CONNECTOR
INDICATION
N2 SPEED SENSOR
GEARSHAFT
GEARSHAFT
SELF−LOCKING N2 SPEED SENSOR
NUT
(CONTROL ALTERNATOR)
ROTOR
ACCESSORY
O−RING GEARBOX PAD
FWD
SPEED SENSOR HOUSING
A10058/117557
Figure 113 N2 Speed Sensor (Control Alternator)

POWER
77−10

Purpose
The high pressure rotor speed N2% rpm indication is for monitoring engine
operation. Sensing is also for the starter cutout circuit, vibration signal
detection, PMC INOP light circuit and for engine 1 only, the landing transfer
valve circuit.
System Description
The system consists of a speed sensor and an EIS primary engine display unit.
Operation
The control alternator (N2) speed sensor receives impulses when the engine is
operating. The engine core rotor drives the accessory drive system which is
connected to the control alternator rotor. The control alternator generates a
single−phase electrical output that energizes the PMC and provides a signal to
the primery engine display unit that varies directly with core engine speed (N2).
Overlimit indication is provided by a red warning light in the display unit. The
light is illuminated when the engine is operating at, or above, the red line
limit of105% RPM.
An internal switch in the display unit transmits a signal to the engine start
circuit. This signal ensures starter disengagement at the maximum starter
run speed (46.33%) and prevents starter re−engagement at engine speeds
(above 30.43%) which could damage the starter or engine. This switch also
inhibits the PMC INOP light.

POWER
77−10
CRZ
MAN SET
28V DC
STBY BUS %RPM
EIS PRI 2
N1
C
ACMS EGT
OUTPUT SIGNAL
PMC
%RPM
G
N2 CONTROL N2
ALTERNATOR
ENGINE START
ENGINE 2
SYSTEM x1000
PULL PULL
TO TO
SET SET
AVM SIGNAL N1 N1
CONDITIONER FF/FU
LG TRANF. CIRCUIT FUEL
FUEL USED
ENG. 1 ONLY PUSH
USED RESET
PRIMAR DISPLAY PANEL

ENGINE INDICATING B737−300/400/500
TEMPERATURE
77−20
77−20 EXHAUST GAS TEMP. (EGT) INDICATING SYSTEM

EGT THERMOCOUPLE EGT THERMOCOUPLE HARNESS
Purpose Purpose
The EGT thermocouple probes detects the exhaust gas temperature and The harness connects the thermocouples to the junction boxes.
transmits the corresponding signals to the flight compartment indicator.
Location
Location The harness is located on the low pressure turbine case on the engine.
The nine EGT thermocouple probes are installed in the stage 2 low pressure
turbine nozzle assembly (statoin 49.5). Physical Description
Three thermocouple harness assemblies consists of:
Three rigit metal tubes, each of them provided with three flange-mounted
The thermocouple consists of a chromel-alumel wire junction. The nine probes chromel-alumel probes.
are connected together in a parallel circuit.
Three rigit metal tubes with a connector at each end connect each harness
Operation secondary junction box to the main junction box.
The engine exhaust gas flowing in the low pressure turbine core passes One forward extension lead is for airplane/engine interface. The interface
through 4 calibrated gas flow holes into a tube containing thermocouple may be a connector or a terminal block.
junction. The thermocouple responds to the temperature changes by
generating an electromotive force proportional to the gas temperature.

ENGINE INDICATING B737−300/400/500
TEMPERATURE
77−20
RIGHT HARNESS
EXTENSION LEAD
PROBE NO. 8
EGT HARNESS PROBE NO. 7 LEFT

RIGHT JUNCTION
JUNCTION BOX
BOX RIGHT EGT
HARNESS
PROBE NO. 6 PROBE NO. 5

GAS FLOW EXHAUST
OUTSIDE LPT CASE
LEFT EGT
HARNESS
MAIN
MOUNTING PROBE NO. 9
FLANGE FORWARD JUNCTION
EXTENSION CABLE BOX
INTERFACE
TERMINAL PROBE NO. 4
CHROMEL−ALUMEL LOWER
THERMOCOUPLE TIP PROBE NO. 1 JUNCTION BOX
LPT CASE
CALIBRATED PROBE NO. 2 LOWER HARNESS

GAS FLOW EXTENSION
(4 HOLES)
PROBE NO. 3
FWD LOWER EGT

HARNESS
STAGE 2
NOZZLE VANE
328713/104307
Figure 115 EGT Probes and Harness
TEMPERATURE
77−20
EGT IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1)

Purpose
The exhaust gas temperature provides an indication in the flight compartment
of the exhaust gas total temperature for monitoring engine operation.
The purpose of the indicator is to display an average engine exhaust gas
temperature.
System Description
The system consists of thermocouples, harnesses and an EIS primery display
unit. The EGT indicator presents a continuous indication of EGT by means of
solid state electronics and LED’s on the face of the primery engine display.
Operation
The thermocouple probes cause a voltage that is proportional to
the temperature around the chromel−alumel hot−junction.
The EGT indicator responds to the varying voltage generated by the
thermocouples to display temperatures over the range of −50C to 1150C. It
incorporates a cold−junction reference circuit to reference the incoming signals
to 0C.
Overlimit indication is provided by a red warning light in the display unit. The
light is illuminated when the engine is operating at, or above, the red line
limit.

TEMPERATURE
77−20
28V DC CRZ
STBY BUS MAN SET
EIS PRI 2
%RPM
N1
RH SECONDERY C
JUNCTION BOX
CH AL
UPPER LH SEC.
ACMS
JUNCTION BOX EGT
OUTPUT
SIGNAL
%RPM
N2
LOWER LH SEC.
JUNCTION BOX
x1000
PULL PULL
TO TO
SET SET
N1 N1
FF/FU
FUEL
FUEL USED
PUSH
ENGINE EGT THERMOCOUPLE HARNESS USED RESET
ENGINE 1 PRIMAR DISPLAY PANEL

Figure 116 EGT Indication System Schematic
ANALYZERS
77−30
77−30 AIRB. VIBR. MONIT. SYSTEM

AVM SYSTEM COMPONENT DESCRIPTION
The airborne vibration monitoring (AVM) system continuously shows the engine
vibration level. The system consists of two accelerometers (vibration sensors)
and a vibration indicator for each engine and an AVM signal conditioner. Power
for the system is 115 volts ac supplied from transfer bus 1. Abnormal engine
vibration, sudden or progressive, is positive indication of engine malfunction.
Abnormal vibration can be caused by compressor or turbine blade damage,
rotor imbalance, or other problems. Early warning of engine malfunction
permits corrective action before extensive damage results. With engine
operating, the engine accelerometers generate signals proportional to engine
motion in radial direction. These signals are received by the AVM signal
conditioner, where they are converted to signals suitable for indicator operation.
Signals are then sent to the vibration indicator.
Vibration Sensors (2)

The engine accelerometers sense engine vibration in terms of
engine acceleration in radial direction and generate electrical
signals proportional to the engine acceleration. The accelerometers are of
the piezoelectric type.
The fan vibration (fan) sensor is mounted on the number one
bearing housing at the 9 o’clock position. This sensor senses low/high
speed rotor motion. The No. 1 bearing vibration sensor has a
charge sensitivity of 100 pc/g. The lead connector is on the fan frame
mid−box structure aft frame at the 3 o’ clock position.
The turbine rear frame (TRF) vibration (core) sensor is mounted on
the forward flange of the turbine rear frame at about the 12:00
o’clock position. The TRF vibration (core) sensor has a charge sensitivity of
50 pc/g.
ON AIRPLANES WITH THE AVM SIGNAL CONDITIONER S332T304
The AVM signal conditioner processes inputs from vibration sensors, N1 and
N2 speed sensors. The monitor unit is programmed to determine the N1 and
N2 rotor vibration from both the fan and core sensors. The unit is
a microprocessor with BITE, self−test, and flight data history functions.

ANALYZERS
77−30
TURBINE SENSOR
AVM SIGNAL
CONDITIONER
LEAD CONNECTOR FAN SENSOR TEST

BITE/ERASE SWITCH
SWITCH
VIBRATION SENSOR (TYPICAL) FAULT CODE

DISPLAY
DATA
SWITCH
Figure 117 AVM System Components

ANALYZERS
77−30
AVM SYSTEM DESCRIPTION AND OPERATION

Indicator
The AVM indicator shows the vibration level of the two engines. matches the rotor speed. The filters ”track” the rotor speed, and filter out any
ON AIRPLANES WITH AN S332T304−27 AVM; unmatched frequencies that may occur from outside sources.
The indicator displays the highest vibration experienced by the fan or high The multiplexer samples each tracking filter. Software then normalizes the
pressure compressor on a 0 to 5 unit non−dimensional scale. tracked value and transmits the highest normalized No. 1 bearing (NOB) or
turbine rear frame (TRF) sensor value for each engine to vibration indicator.
The AVM vibration indicator is a dc microammeter coupled to a pointer.
Continuous monitoring of the AVM system LRUs, including the
The signal from the AVM signal conditioner to the applicable vibration indicator
signal conditioner itself, is maintained by the software in the AVM
will stop if one of these conditions occur:
signal conditioner.
The N1 signal or the N2 signal stops.
LRU and/or wiring faults are stored in a non−volatile memory.
The two accelerometer signals stop.
High noise on the two accelerometer signals.
One accelerometer signal stops and there is high noise on
other accelerometer signal for that engine.
The loss of signal input to the vibration indicator will turn the pointer to the
mark under zero.
To prevent false messages on startup or shutdown, a one minute delay
occurs before checking for N1 or N2 loss faults.
Operation
With the engine operating, the accelerometers sense the engine acceleration in
the radial direction.
As the engine vibrates, the accelerometer moves back and forth with the
engine while the internal mass inside the accelerometer tends to remain at rest.
When compressed, a piezoelectric crystal will exhibit a minute change in its
electrical charge. This change in charge is proportional to the severity of

vibration. The signal conditioner receives two accelerometer signals from
each engine along with the N1 and N2 tachometer signals from each engine.
Charge amplifiers within the signal conditioner convert the accelerometer
signals to velocity signals (expressed in volts). The velocity signals are
processed by a digital tracking filter whose center frequency is controlled by the
tachometer signals.
The unit, located on the E1 shelf, provides two analog outputs for flight deck
display. It is desired to sense the amplitude of vibration of a frequency that

ANALYZERS
77−30
115V AC ENG VIBRATION

TRANSFER MONITOR
BUS 1
FAN N1 FAN
VIBRATION TRACKING
SENSOR FILTER
1
TURBINE
N1 CORE
VIBRATION
TRACKING
SENSOR
FILTER MULTI−
PLEXER
N1 N2 FAN
SPEED TRACKING VIB
SENSOR FILTER
N2 CORE
N2
TRACKING ACMS
SPEED
FILTER
SENSOR
ENG 1
SAME AS ENG 1 SAME AS ENG 1
ENG 2 M1240 VIBRATION SIGNAL CONDITIONER (E1)

VIB
1 PROVISION FOR ALTERNATE FAN SENSOR
Figure 118 AVM System Schematic

ANALYZERS
77−30
AVM SIGNAL CONDITIONER TEST

BITE/ERASE Button DATA Button
A BITE/ERASE button on the front panel of the AVM signal conditioner permits A Data button on the front panel of the AVM signal conditioner permits the flight
the fault codes to be read from the storage memory. history to be shown.
A fault code will be shown when the BITE/ERASE button is pushed. Push the DATA button to put the unit in the ”History” mode to show the flight
This fault code will be shown until the BITE/ERASE button is pushed again. history data. Code FF will be shown.
The next fault code is shown and the old fault code will be erased from the The flight history will give data for each flight, up to a maximum of 32
storage memory. flights.
The fault codes will be shown for the signal loss from the accelerometers, The data will include the fan vibration, the high pressure compressor
high noise from the accelerometers, and signal loss from the N1 and N2 vibration, the low pressure turbine vibration, the high pressure turbine
speed sensors. vibration, the time of maximum vibration from the start of the flight for each
engine.
TEST Button Flight 0 is the last flight flown and the first flight in the storage memory.
A Self test button on the front panel of the AVM signal conditioner permits a Flight 31 is the oldest flight.
test of the conditioner. Only the conditioner is tested. A new flight begins and the last flight ends when one or both engines rise
When the TEST button is pushed, the 2−digit LED display will show the through 45% N2.
code 88 for 3−8 seconds. If history data for a flight before the last flight is necessary, unit can be put in
If the self test is a failure, the code A9 is shown on the display. ”Fast Forward” mode by holding the DATA button for 4 seconds. Display will
The display will go out if the self test is ok. go from flight to flight and stop at each Flight No. for one second. Release the
DATA button at the Flight No. will put the unit back into ”History” mode and
Self test is also automatically done when electrical power is supplied to the
data for that flight can be read.
system.

ANALYZERS
77−30
PUSH AND RELEASE THE FLIGHT HISTORY FLIGHT HISTORY

DATA BUTTON *(5) DATA SHOWN
TEST
1st FF SEQUENCE START BUTTON
2nd 00 − 31 *(3) FLIGHT NUMBER
BITE/ERASE
3rd E1 ENGINE NO. 1 BUTTON
4th 00 − 50 *(1) FAN VIBRATION
5th 00 − 50 *(1) HPC VIBRATION FAULT CODE
6th 00 − 50 *(1) LPT VIBRATION DISPLAY
7th 00 − 50 *(1) HPT VIBRATION
8th 00 − B9 *(2) N1 SPEED (%)
9th 00 − B9 *(2) N2 SPEED (%)
10th >01 *(1) TIME (HOURS) *(4)
DATA
BUTTON
11th E2 ENGINE NO. 2
12th 00 − 50 *(1) FAN VIBRATION
13th 00 − 50 *(1) HPC VIBRATION
14th 00 − 50 *(1) LPT VIBRATION
15th 00 − 50 *(1) HPT VIBRATION
16th 00 − B9 *(2) N1 SPEED (%)
17th 00 − B9 *(2) N2 SPEED (%)
18th >01 *(1) TIME (HOURS) *(4)
19th FF NEXT SEQUENCE START
*(1) DISPLAY WILL BE XX BUT ACTUAL DATA IS X.X

*(2) DISPLAY WILL SHOW 00 − 99%, A0 − A9 (100 − 109%), B0 − B9 (110 − 119%)
*(3) LAST FLIGHT IS 00, NEXT TO LAST FLIGHT IS 01
*(4) ELAPSED TIME FROM THE START OF THE FLIGHT IN HOURS
*(5) PUSH AND HOLD THE DATA BUTTON FOR MORE THAN 4 SECONDS AND THE
FLIGHT NUMBER WILL CHANGE EACH SECOND UNTIL YOU RELEASE THE DATA BUTTON.
Figure 119 AVM System BITE

GENERAL
77−00
77−00 GENERAL
SYSTEM DESCRIPTION (CONF. 2)
General
The engine indicating system consists of:
the engine tachometer system which measures rotational speed at the low
speed rotor (N1).
the engine tachometer system which measures rotational speed at the high
speed rotor (N2).
the engine exhaust gas temperature (EGT) indicating system.
the engine vibration monitoring system (AVM).

GENERAL
77−00
% RPM x 10
8
12 88. 7 0
28V DC N1 6 N1 SIGNAL
BATT BUS 10 2
8 4
86.4
EGT
PROBE (9)
C x 100
6
74 5 N1 SPEED
10 EGT 4 0
SENSOR
28V DC EGT SIGNAL
STBY BUS 8 2
TURBINE
6 4 VIBRATION
SENSOR
% RPM x 10
8 N2 CONTROL
12 88. 7 ALTERNATOR
N2 6
0 FAN
N2 SIGNAL VIBRATION
28V DC 10 2 SENSOR
STBY BUS
8 4
6
3
2
4
VIBRATION
115V AC VIBRATION SIGNAL
1
TRANSFER 5
BUS 0
AVM SIGNAL
CONDITIONER
Figure 120 Engine Indicating System

GENERAL
77−00
PANEL DESCRIPTION (CONF. 2)

N1 RPM Indicator Engine Vibration Indicator
Indicates fan speed in percent of RPM used as the primary thrust setting Indicates engine vibration levels in the fan and turbine section of the engine.
referency.
NOTE: Indicator pointer moves to the OFF INDEX MARK (blue) if the
UPPER DIGITAL COUNTER displays actual N1. system is inoperative.
LOWER DIGITAL COUNTER and COMMAND BUG displays target N1.
Failure of FMC signal to the indicator is indicated by the horizontal dashes
in place of the lower digital display.
COMMAND MANUAL SET KNOB
− IN The Command Bug is set by input signals from the flight
management computer (FMC). The lower digital display is
normally blank.
− OUT Disables the FMC input signal. Sets the desired N1 RPM in the
lower digital display. The Command Bug moves to the
corresponding position on the outer scale.
OVERLIMIT LIGHT (red)
− ON N1 is at or above red radial.
− OFF N1 is below red radial.
Exhaust Gas Temperature Indicator (EGT)

Indicates the turbine exhaust gas temperature.
− ON EGT is at or above red radial.
− OFF EGT is below red radial.
N2 RPM Indicator
Indicates high pressure compressor speed in percent of RPM
− ON N2 is at or above red radial.
− OFF N2 is below red radial.

GENERAL
77−00
1 2
REVERSER REVERSER
UNLOCKED UNLOCKED
% RPM x 10 % RPM x 10
8 8 N1 RPM INDICATOR
12 88. 7 0 12 88. 7 0
N1 6 N1 6
2 2
10 10 OVERLIMIT LIGHT
8 4 8 4
86.4 86.4
COMMAND MANUAL
SET KNOB
COMMAND BUG C x 100 C x 100

EXHAUST GAS TEMPERATURE
6 6
P2-1 CENTER INSTRUMENT PANEL 74 5 74 5 INDICATOR
10 EGT 4 0 10 EGT 4 0
OVERLIMIT LIGHT
8 2 8 2
6 4 6 4 ENGINE VIBRATION
INDICATOR
% RPM x 10 % RPM x 10
8 8 3 3
2 2
12 88. 7 12 88. 7 0 4 4
0
N2 6 N2 6 VIBRATION VIBRATION
2 2 1 1
N2 RPM INDICATOR 10 10
5 5
8 4 8 4 0 0
6 6
OFF INDEX MARK

P2−1 CENTER INSTRUMENT PANEL OVERLIMIT LIGHT
101688
Figure 121 Engine Instruments

POWER
77−10

The N1 tachometer indicator is a servo operated instrument which presents a Overlimit indication is provided by a red warning light in the indicator dial
continuous indication of N1 % RPM (i.e., a percentage of a predetermined that is illuminated when the engine is operating at, or above, the red line
engine speed) by means of a tachometer input signal from a remote source. limit of106% RPM.
The indicator is a microprocessor based instrument which performs its various To indicate absence of N1 % RPM tachometer signal (i.e., open circuit
functions under the control of a software program stored in the read only conditions) to the indicator by means of blanking the actual N1 % RPM LED
memory. The random access memory is used to store current data. numeric display and driving the indicator pointer to below the 0% RPM mark
Under the action of the software program all the functions required from the on the dial.
indicator are regularly sampled, thereby producing a continuous updating of To indicate excessive servo system error by means of blanking the actual
actual N1 % RPM pointer, numeric displays and output functions. N1 % RPM LED numeric display.
The dc supplies for the indicator are obtained from the 28 volt dc supply To indicate failure of low voltage of the 28 volt dc supply by means of
through a switching regulator which controls the drive to a transformer. The blanking the actual N1 % RPM LED numeric display and driving the
secondary outputs of the transformer are rectified and smoothed to provide the indicator pointer to below the 0% RPM mark on the dial.
necessary dc supplies required by the indicator.
Operation
The primary function of the indicator is to accept an ac tachogenerator signal,
to process the signal and to display a coarse and fine indication of N1 %RPM
by means of a pointer/dial combination and a light emitting diode (LED)
numeric display, respectively.
The secondary functions of the indicator are:
To display a command (or target) value of N1 % RPM capable of being set
manually or by automatic control. In the automatic mode, the indicator
accepts a dc voltage ratio proportional to command N1 % RPM and
displays the command N1 % RPM by means of an index marker (bug)
against the periphery of the dial. In the manual mode, the index marker and
its associated LED numeric display are driven by manual rotation of the set
knob located on the indicator bezel and the automatic mode is inhibited.
In the automatic mode, the index marker will be positioned provided that the
command N1 valid input signal is present. In the absence of the valid input
signal, the index marker remains at its last valid position and failure bars
appear across the N1 % RPM command LED seven bar numeric display.
To provide a high idle switching circuit, the contacts of which open at a
specified value of % RPM and remain open above the value. The contacts
revert to the closed condition when the % RPM falls to another specified
value and remain closed below that value.

POWER
77−10
28V DC
BATT BUS POWER ACTUAL N1 DISPLAY LIGHT SENSOR
C733 BUS SUPPLY
SUPPLY
N1 TACH
IND−ENG 2 ACMS
OUTPUT SIGNAL
% RPM x 10
8
FREQUENCY
CONVERTER 12 88. 7 0
PMC
N1 6
MICRO
CONTROL PROCESSOR 2
FMC 10
INPUT SIGNAL MODULE
N1 SPEED
SENSOR COMMAND BUG
ENGINE 2 8 4
86.4
AVM SIGNAL COND. LOW
IDLE
AUTOTHROTTLE RELAY
SWITCH
IDLE RELAY < 25%
COMMAND BUG
RELAY COMMAND N1 DISPLAY

MD & T R SWITCH COMMAND MANUAL
NO. 2 BEARING OVERLIMIT LIGHT >106% SET KNOB
ENGINE 2 N1 RPM INDICATOR

REFERENCE LUG
FAN SHAFT
SENSOR
PROBE
SENSOR RING
221917

POWER
77−10

The control alternator (N2) speed sensor receives impulses when the engine is
operating. The engine core rotor drives the accessory drive system which is
connected to the control alternator rotor. The control alternator generates a
single−phase electrical output that energizes the PMC and provides a signal to
the indicator that varies directly with core engine speed (N2).
The N2 input signal, after conditioning, is fed to the frequency digital converter.
The output of the converter is accessed by the microprocessor and the % RPM
calculated. This is the output to the N2 digital counter and the N2 servo pointer.
Overlimit indication is provided by a red warning light in the indicator dial
that is illuminated when the engine is operating at, or above, the red line
limit of105% RPM.
Fault monitoring of the N2 servo and the supply is provided.
The power supply is a dc regulator followed by an inverter and incorporates
surge and transient protection.
The digital display brightness is varied by the dim control from the central
dim input.
The indicator visually indicates to the flight crew any failures or malfunctions
in the engine speed sensing or indicating system.
An internal switch in the indicator transmits a signal to the engine start
circuit. This signal ensures starter disengagement at the maximum starter
run speed (46.33%) and prevents starter re−engagement at engine speeds
(above 30.43%) which could damage the starter or engine. This switch also
inhibits the PMC INOP light.

POWER
77−10
28V DC
STBY BUS POWER
C735 BUS SUPPLY ACTUAL N2 DISPLAY LIGHT SENSOR
SUPPLY
N2 TACH−IND
ENG 2
ACMS % RPM x 10
OUTPUT SIGNAL
8
PMC
12 88. 7 0
G N2 6
FREQUENCY MICRO
CONVERTER PROCESSOR 10 2
MODULE
N2 CONTROL
ALTERNATOR
ENGINE 2 ENGINE 8 4
START SYST
6
NC
RELAY
SWITCH
CUT−OUT
AVM SIGNAL STARTER CUTOUT
CONDITIONER RELAY >46%
LG TRANF. CIRCUIT RELAY

MD & T R
ENG. 1 ONLY SWITCH
OVERLIMIT LIGHT >105%
ENGINE 2 N2 RPM INDICATOR
129503

TEMPERATURE
77−20
EGT IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 2)

General Description
The EGT indicator responds to the varying voltage generated by
the parallel−connected Chromel−Alumel thermocouples located in the
engine exhaust section to display temperatures over the range of −50C
to 1150C. It incorporates a cold−junction reference circuit to reference the
incoming signals to 0C. The EGT indicators provides the following:
Display of EGT by means of a pointer positioned by a DC motor driven by a
closed loop DC servo. The pointer is spring−loaded to return to the bottom
stop position in the event of a power or signal failure.
Numeric display of EGT by means of a four digit LED dot matrix display
which electronically simulates the action of a four−drum mechanical counter.
Blanking this display indicates failure in the EGT indication system.
Engine over−temperature operation is indicated by a red warning light in the
indicator dial face which illuminates when the engine is at, or above, the red
line limit.
The intensity of the LED digital display is controlled by an ambient light
sensitive cell mounted in the dial face.
Operation
The power for the EGT indicating system is 28v dc provided by EGT IND circuit
breakers on panel P6. The thermocouple probes cause a voltage that is
proportional to the temperature around the chromel−alumel hot−junction.
Parallel chromel−alumel leads connect the probes to the junction boxes.
The junction boxes give an average of the voltages. The EGT indicator
reads this average of the voltages. The multiplexer digitizes the signal and
compares this digital signal to the digital signal of the cold junction reference.
The processor module reads the output of the multiplexer and gives
the applicable signals to these modules:
the digital display, the pointer, and the light that shows if the EGT is more
than the limit.

TEMPERATURE
77−20
28V DC
STBY BUS POWER ACTUAL EGT DISPLAY LIGHT SENSOR
C647 BUS SUPPLY
ENG 2 EGT IND SUPPLY
ACMS C x 100
OUTPUT
SIGNAL 6
74 5
10 EGT 4 0
RH SECONDERY THERMOCOUPLE MICRO
JUNCTION BOX PROCESSOR
AMPLIFIER MODULE
8 2
CH AL
UPPER LH SEC.
JUNCTION BOX 6 4
RELAY
MD & T R SWITCH
OVERLIMIT LIGHT >930C
LOWER LH SEC.
JUNCTION BOX
ENGINE 2 EGT INDICATOR
ENGINE EGT THERMOCOUPLE HARNESS
ENGINE 2
177686
Figure 124 EGT Indication System Schematic

ENGINE GROUND OPERATION B737−300/400/500
WIND LIMITATIONS
71−00
71−00 ENGINE GROUND OPERATION

WIND LIMITATIONS DURING ENGINE GROUND OPERATIONS
Static ground operation of the engines is not permitted for these conditions:
Power settings that are not more than 70% N1 rpm, and Crosswinds that
are more than 15 knots, or tailwinds that are more than 5 knots.
If the wind velocity variation is more than 4 knots, engine runs for part
power trim are not permitted.
Tailwinds, or winds with tailwind components, can cause bad effects on the
ground operation of the engines. During the start of the engine, and at idle or
low power, tail winds can cause high EGT values.
When the engine is operated at more than 90% N1 speeds, the tailwinds can
cause fan tip stall. The start of a fan tip stall during stable engine operation can
be identified by these conditions.
The N1 speed increases quickly. The airplane vibration increases.
You can hear a blowtorch sound that continuously starts and stops. To
prevent fan tip stall at N1 speeds of 90%, you must move the thrust lever
rearward in 1 to 2 seconds.
When a fan tip stall is about to occur or has occurred, quick movement of
the thrust lever rearward will almost always permit recovery from the stall.
Compressor Stall
Compressor stalls are caused by an aerodynamic disruption of the usually
smooth airflow through the compressor stages. The disruption of the air flow
can be caused by these conditions:
There is foreign object ingestion or damage (FOD).
The airfoils are distorted.

The variable stator vanes (VSV) are off schedule.
A compressor stall may be indicated by these conditions:
Abnormal engine noises.
Flames from the engine exhaust and possibly from the engine inlet in
severe cases.
Fluctuating engine performance parameters.
Slow throttle response or no throttle response.
High EGT, or a quick EGT increase when throttle is advanced.
FRA US/T4 DiW 01.04 Page 252

WIND LIMITATIONS
71−00
25
17 17
0
25 25
12 12
45 45
7 7
60 60
6 6
75 75 RELATIVE WIND
17 MAXIMUM WIND VELOCITY IN

KNOTS. EXAMPLE: 17 KNOTS
5 90 90 5 MAXIMUM VELOCITY AT 25
RELATIVE TO AIRPLANE
HEADING.
_______
CAUTION: IN ADDITION TO OBSERVING
120 120 THE MAXIMUM WIND VELOCITIES,
PART POWER TRIM RUNS ARE
RESTRICTED IF WIND VELOCITY
VARIATION EXCEEDS 4 KNOTS.
150 150
180
Preferred Relative Wind Direction and Velocity Limitations During Engine Part Power Trim Runs
Figure 125 Wind Limitations
ENGINE OPERATION
71−00
ENGINE OPERATION
Before you operate the engine, do these steps: For maintenance, engine operation at high power can be necessary.
Make sure there are no tools, unwanted materials or objects in the air inlet. One engine can be operated at idle power to a limited power setting,
Make sure the area 40 feet to each side and forward of the power plant is and the other engine can be operated at TAKEOFF power or;
clean. The two engines can be operated at the same power setting.
Make sure the suction of the engine will not pull the unwanted material on the One engine can be operated with the second engine stopped.
ground into the engine. With the parking brakes on and wheel chocks installed at the nose and main
Examine the ramp area around and below the nose and main landing gear. landing gear wheels, engine operation at high thrust can move the airplane.
Make sure the ramp area and the tires are clean and free of contamination and The airplane will go over (jump) the wheel chocks, and
possible FOD (Foreign Object Damage).
The airplane will move in a skid until the thrust is decreased.
Make sure that persons with loose objects (such as hats, eyeglasses, loose
clothing, or rags) do not go into this area. NOTE: A skid is a sideways or forward movement on the ground with the
wheels stopped, and is not controlled.
Make sure the ground locks are installed on the nose and main landing gear.
Put the nose landing gear in the straight forward direction. Put the chocks 15 to
30 cm in front and aft of the nose gear and all the main landing gear tires.
Water, frost, ice, snow, oil, grease, sand or other contaminations are not
permitted on the pavement and under the tires.The concrete pavement under
the airplane can be moist.
Make sure the fuel tanks No. 1 and No. 2 have a minimum fuel load of 1750
pounds (794 kilograms).
It is recommended that ground persons stay outside of the inlet hazard area for
at least 30 seconds after the fuel cutoff signal (start lever placed in CUTOFF
position) from the flight compartment.
When an engine is started, fuel that has collected in the turbine exhaust sleeve
can ignite. Long flames are blown out of the exhaust nozzle. All flammable
materials must be kept clear of the exhaust nozzle.
CAUTION: ON ENGINES WITH HPT CLEARANCE CONTROL TIMER, IF

THE ENGINE IS OPERATED AT HIGH POWER (N2 RPM
MORE THAN 94%), DO THE HPTCC TIMER DEACTIVATION
PROCEDURE (AMM 75−24−02/201). YOU MUST ISOLATE
THE TIMER TO PREVENT ENGINE DAMAGE. THE HPT
BLADE TIP CLEARANCES CAN BE UNSATISFACTORY.

ENGINE OPERATION
71−00
TRANSFER VALVE SELF TEST

NORMAL LAMP R344
ACTUATED TEST 1 TEST 2 R404
TEST
TEST TEST
A B
ON IN AIR SENSOR SELECT R276

NORMAL
S R403
P E
R C
I O
M N
A D
R A R402 R278
Y R
Y
AIR GROUND NOSE
SENSING
E11 FRONT PANEL

Figure 126 HPTCC Timer Deactivation

ENGINE START
71−00
ABNORMAL ENGINE START

NORMAL ENGINE START
Start the engine (ground service air cart or APU air source). Wet Start
Put the Engine Ignition switch to the left, right or both position. The engine does not light up (no EGT increase) in 10 seconds.
Put the ENGINE START switch for the applicable engine to the GRD A wet start can be caused by malfunction of the ignition system.
position and release. Move the start lever to the CUTOFF position.
Make sure the START VALVE OPEN light, on the center instrument panel P2, Continue to motor the engine to remove all fuel from the engine.
comes on.
Hung Start
The person on the ground sees that the N1 rotor starts to turn in the
counterclockwise direction. The engine lights up but the engine speed does not increase.
When the engine is at 25% N2 or the maximum motoring speed, move the The engine speed remains at a low value that is equal to or below the usual
start lever to the IDLE position. speed for the start.
If the engine speed is less than 25% N2, you can move the start lever Stop the start procedure if the N2 accleration decreases, the N1
forward to the IDLE position when the engine is at its maximum motoring acceleration decreases, or if the N1 speed decreases to zero.
speed (20% N2). A HOT START CAN OCCUR AND CAUSE DAMAGE TO THE ENGINE.
Monitor the EGT and N2 carefully as the engine starts for all unusual A hung start can be caused by low air pressure to the starter, or the starter
conditions. could cutout before the engine goes to a self accelerating speed.
Monitor the EGT, fuel flow, N1 and engine oil indications as the engine The starter must help the engine to accelerate to speeds that are more than
accelerates to the idle speed. 46% N2 for a successful start.
NOTE: Make sure that the engine acceleration does not slow or stop NOTE: If the N2 rotor speed accelerates slowly and becomes stable
before the idle speed. at a speed less than idle, this is a hung start. The hung start
can become a hot start if the EGT increases.
The usual engine parameters for a standard day engine start are as
follows: Hot Start
N1: approximately 21% The engine lights up but the exhaust gas temperature goes over the limit very
N2: approximately 60% quickly.
Immediately move the start lever to cutoff.
EGT: approximately 410°C (770°F)

NOTE: The EGT can be between 320°C (608°F) and 520°C (968°F) NOTE: Do not permit the EGT to increase to more than 725C.
with different outside air temperatures, bleed air Stop the engine start if the EGT increases to 725C.
configurations and other engine conditions.
Engine Cowling
Fuel flow: approximately 600 lb/hr (272 kg/hr).
Engine motoring with the engine fan and reverser cowling open is permitted up
On the center instrument panel P2, make sure that the applicable to the maximum motoring speeds of 24−28% N2 rpm.
LOW OIL PRESSURE light goes out.
The fan cowl panels may be open during an idle leak check for these
Make sure the engine master caution light does not come on during the conditions:
engine start.
All operation is in forward thrust and low idle RPM is not exeeded.

ENGINE START
71−00
SELECT THE IGNITION SYSTEM

( L, R, OR BOTH )
ENGINE START SWITCH TO AT 47% N2

GRD STARTER CUTOUT
1.) MAKE SURE THE STARTER VALVE OPEN LIGHT COMES ON

1.) MAKE SURE THE STARTER VALVE OPEN LIGHT GOES OUT
2.) MAKE SURE THAT THERE IS A DECREASE IN DUCT PRESSURE
3.) MAKE SURE THE N2 ROTOR TURNS
2.) MAKE SURE THAT THERE IS A INCREASE IN DUCT PRESSURE
4.) MAKE SURE THE ENGINE OIL PRESSURE INCREASES
5.) MAKE SURE THE N1 ROTOR TURNS 3.) RECORD THE EGT PEAK ( ca. 6 − 8 SECONDS AFTER CUTOUT )
DO NOT MOVE THE START LEVER TO IDLE UNTIL THE N2 IS 25%,OR
4.) ALL ENGINE PARAMETER INCREASES
THE ENGINE IS AT THE MAXIMUM MOTORING SPEED N2 > 20%
AT 25% N2 MOVE THE START LEVER TO IDLE RPM

IDLE ENGINE STABILIZES AT IDLE RPM
START THE CLOCK
FF < 460 PPH (209 KGH) BEFORE LIGHTUP 1) STOP THE CLOCK
FF 400 -1100 PPH (181 - 500 KGH) AFTER LIGHTUP
2) MAKE A RECORD OF ENGINE PARAMETERS
EGT INCREASE IMMEDIATLY AT LIGHT UP MAX. 700 C
N1 INCREASES IMMEDIATELY FROM 6%
N2 INCREASES IMMEDIATELY
OIL PRESSURE POSITIVE INCREASE
LOP GOES OUT
Figure 127 Normal Engine Start Up

TEST RUNS
71−00
TEST RUNS
This procedure gives the necessary tests to make sure that the engine The table that follows shows components that you can replace and the
operates correctly after you replace a component. The tests have numbers for applicable test after replacement.
positive identification. The table that follows shows the test numbers and titles:
TEST NO. TITLE OF THE TEST
1. Pneumatic Leak Test

2. Engine Motoring
3. Leak Check − Idle Power
4. Idle Speed Check
5. Power Assurance Check
6. Main Engine Control (MEC) Trim
7. Vibration Survey
8. Accel / Decel Check
9. Replacement Engine Test (Pretested)
10. Replacement Engine Test (Untested)
11. T2 / CIT Sensor Test
12. Diagnostic Test

TEST RUNS
71−00
EXAMPLE
Component Repaired or Replaced Necessary Test
ENGINE FUEL SYSTEM COMPONENTS

Fuel Pump 6
Fuel Filter Cartridge 3
Servo Fuel Heater 3
Fuel Nozzle 3
Main Engine Control (MEC) 6
CIT Sensor 3
CBP Sensor / Filter 3
VBV Reset Solenoid 3
Idle Reset Soleniod 4
Power Management Control (PMC) PLA Transducer gain
adjustment
(Ref 73-21-00/501)
and 6 (part power trim
Idle Reset Solenoid check)
T 12 Temperature Sensor No Test Required

T 2 Temperature Sensor 3
Fuel Flow Transmitter 3
Figure 128 Test Run Requirement Example

TEST NO. 4 IDLE SPEED CHECK
71−00

Make a record of the ambient air temperature (outside air temperature (OAT)) CAUTION: DO NOT ADJUST THE LOW IDLE RPM, IF THE AMBIENT
in the shade of the wheel well of the nose gear. TEMPERATURE (OAT) IS −9 C OR BELOW. A LOW IDLE
Make a record of the barometric pressure. Set the select current altitude to ADJUSTMENT BELOW THESE TEMPERATURES CAN CAUSE
0 feet and record BARO PRESS. AN INCORRECT LOW IDLE SPEED SCHEDULE. THE IDLE
RPM CAN BE CONTROLLED BY A GOVERNOR IN THE MEC
THAT IS NOT ADJUSTABLE (NOT BY THE ENGINE LOW IDLE
SPEED SCHEDULE). DO A CHECK OF THE LOW IDLE
SPEED, WHEN IT IS POSSIBLE, AT A HIGHER OAT THAN
THESE TEMPERATURES.
100 0FEET Make sure that the %N2 rpm is in the limits.
9 1 If it is necessary, adjust the high idle.
8 0 0 0 00 2 High Idle Check

With the engine at the low idle (no airbleeds or electrical loads), open the IDLE
ALT CONT circuit breaker on the circuit breaker panel, P6.
7 3
MB IN.HG.
Make sure that the %N2 rpm increases approximately 10% and becomes
10 1 3 2 9 9 2
stable at the target %N2 rpm.
6 4
5 If the %N2 rpm is not in the limits, adjust the high idle RPM.
Baro Make sure that the start lever is in the CUTOFF position. Remove the low idle
speed assembly.
Use a 3/32 inch x 3 inch hexagonal wrench to carefully engage the high idle
BARO SELECTOR adjustment. Turn the high idle trim screw clockwise to increase the rpm or
counterclockwise to decrease the rpm (one full turn causes approximately 5%
BARO PRESS. (QFE) change in the N2 rpm).
Set the %N2 rpm in the limits.
Low Idle check
Use a new packing to install the low idle adjustment in the MEC port. Do the
Operate the engine at the low idle. leak check (Ref Test No. 3) of the low idle adjustment.
Make sure that the %N2 rpm is in the limits. Close the IDLE CONT circuit breaker on the circuit breaker panel, P6.
If it is necessary, adjust the low idle. Check that the speed for the two engines goes to Low idle after approximately
Use a 3/16 inch hexagonal wrench to adjust the low idle trim screw. Turn it 4 seconds.
clockwise to increase the rpm or turn it counterclockwise to decrease the rpm
(one full turn causes approximately 5% change in the N2 rpm).

71−00
ASSUME: AMBIENT TEMPERATURE (0AT) = 60F (16C)

BAROMETRIC PRESSURE = 30.0 INCHES OF MERCURY
DETERMINE TARGET VALUES:
1 LOW IDLE = 60.8 +3.0/−1.0 %N2 1
2 HIGH IDLE = 71.1 +3.0/−0.7 %N2 2
BAROMETER (INCHES OF MERCURY

OAT F POWER SETTING
(C)
31.0 30.5 30.0 29.5 29.0 28.5 28.0 27.5
LOW IDLE (%N2) 60.8 60.8 60.8

HIGH IDLE (%N2) 71.1 71.1 71.1 72.0
60 P−P PMC OFF (%N2) 91.0 91.2 91.5 92.3 92.4
(16) P−P PMC ON (%N1) 72.9 73.2 73.4 74.8 75.1 75.4
STATIC T.O. PMC ON/OFF (%N1) 96.1 96.6 97.0 98.3 98.5 98.9
ACCEL CHECK TARGET (%N1) 94.0 94.5 94.9 95.8 95.9 96.1 96.4
LOW IDLE (%N2) 60.9 60.9 60.9 61.0 61.1 61.2 61.3 61.4 61.5 61.6
HIGH IDLE (%N2) 71.2 71.2 71.2 71.3 71.5 71.7 71.8 72.0 72.1 72.2
62 P−P PMC OFF (%N2) 91.2 91.4 91.6 91.8 91.9 92.1 92.2 92.3 92.4 92.5
(17) P−P PMC ON (%N1) 73.0 73.3 73.6 73.9 74.1 74.4 74.7 75.0 75.3 75.6
STATIC T.O. PMC ON/OFF (%N1) 96.3 96.7 97.2 97.5 97.8 98.0 98.3 98.5 98.7 99.1
ACCEL CHECK TARGET (%N1) 94.1 94.6 95.1 95.4 95.6 95.8 95.9 96.1 96.3 96.6
LOW IDLE (%N2) 61.0 61.0 61.0 61.1 61.2 61.3 61.5 61.6 61.7 61.8
HIGH IDLE (%N2) 71.4 71.3 71.3 71.5 71.6 71.8 72.0 72.1 72.2 72.3
Figure 129 Trim Table

TEST NO. 6 MAIN ENG. CONTROL TRIM
71−00
TEST NO.6 MAIN ENGINE CONTROL (MEC) TRIM

This test gives the checks that you must do after a main engine control (MEC)
replacement. Do this test for the conditions that follow:
If you think that you have incorrect engine trim.
The Power Plant Test Reference Table tells you to do this test after a
component replacement.
This test gives the instructions for the specific gravity adjustment and the trim PART POWER
adjustment for the part power. RIG PIN
It also includes these checks:
The travel check for the VSV (variable stator vane) and VBV (variable bleed
valve) feedback cable. PART POWER
RIG PIN HOLE
The static rig check for the VSV (variable stator vane) and VBV feedback
cable.
The travel test for the engine control system. LEFT FAN
The gain check of the PLA (power lever angle) transducer. COWL PANEL
The idle leak check.

The idle speed check.
The power assurance check (optional).
The accel/decel check.
The trim changes with the relative wind direction and velocity. Do not adjust it
when the wind direction and velocity are more than the limits in the engine
(normal) operation procedure.
P
FUEL R
CONTROL PART POWER
BOX RIG PIN

TEST NO. 6 MAIN ENG. CONTROL TRIM
71−00

3 P−P PMC OFF = 91.5 +0.5/−0.5 %N2 3
4 P−P PMC ON = 73.4 +1.5/−1.5 %N1 4
BAROMETER (INCHES OF MERCURY)

OAT F POWER SETTING
(C)
31.0 30.5 30.0 28.5 28.0 27.5 27.0 26.5
LOW IDLE (%N2) 60.8 60.8 60.8

HIGH IDLE (%N2) 71.1 71.1 71.1 72.0
60 P−P PMC OFF (%N2) 91.0 91.2 91.5 92.3 92.4
(16) P−P PMC ON (%N1) 72.9 73.2 73.4 74.8 75.1 75.4
LOW IDLE (%N2) 60.9 60.9 60.9 61.0 61.1 61.2 61.3 61.4 61.5 61.6
HIGH IDLE (%N2) 71.2 71.2 71.2 71.3 71.5 71.7 71.8 72.0 72.1 72.2
62 P−P PMC OFF (%N2) 91.2 91.4 91.6 91.8 91.9 92.1 92.2 92.3 92.4 92.5
(17) P−P PMC ON (%N1) 73.0 73.3 73.6 73.9 74.1 74.4 74.7 75.0 75.3 75.6
LOW IDLE (%N2) 61.0 61.0 61.0 61.1 61.2 61.3 61.5 61.6 61.7 61.8
HIGH IDLE (%N2) 71.4 71.3 71.3 71.5 71.6 71.8 72.0 72.1 72.2 72.3

TEST NO. 5 POWER ASSURANCE CHECK
71−00

The Power Assurance Check is a good test for the performance analysis of the
engine. The check should not be used by itself for the acceptance or rejection
of an engine.
This procedure may be used as a functional test to determine the general
condition of an engine.
This test gives an indication of the engine to produce the necessary takeoff
power in the EGT and N2 limits during a full rated takeoff on a hot day (corner
point) environment.
When you do this test as specified after maintenance, you must include a
takeoff power check to make sure the engine and system are serviceable.
This check can be done at one of three different N1 speeds;
80%, 85% or 90%.
You can use one of the three MPA fan speeds if you do not go over the engine
operation limits.
Make sure to use the correct thrust rating identified on the IDENT page of the
FMC CDU.
There may be adjustments to the EGT and N2 margins for the HPTCC Timer,
altitude, and thrust level.
The power assurance check includes a takeoff power check.

71−00

Figure 131 MPA Test Table

TEST NO. 8 ACCEL/DECEL CHECK
71−00
TEST NO. 8 ACCEL/DECEL CHECK TEST NO. 7 VIBRATION SURVEY

This procedure makes sure of a smooth accel/decel operation with no stalls or This test gives the necessary data to make sure that the engine vibration stays
flameouts. You will do the check first with the PMC on, and then with the PMC in the permitted levels. This test applies after a component replacement as it is
off. specified in the Power Plant Test Reference Table.
Use the vibration survey with the trouble−shooting.
Accel/Decel Check
This test requires power settings from low idle RPM to static takeoff RPM.
Find and make a record of these targets for the current OAT and barometric
pressure: During the acceleration/deceleration, monitor the applicable engine
VIBRATION indication.
Static Takeoff (T.O.) power
If the vibration levels are above the permitted levels, install the test equipment
Accel/Decel Target N1
to isolate the source of the vibration or use the onbord ACMS.
CAUTION: ON THE ENGINES WITH THE HIGH PRESSURE TURBINE
NOTE: You can also examine the history data in the AVM signal
CLEARANCE CONTROL (HPTCC) TIMER, DO THE HPTCC
conditioner. You will find the AVM signal conditioner in the EE
TIMER DEACTIVATION PROCEDURE BEFORE HIGH
bay area.
POWER ENGINE TEST (WITH N2 RPM EXCEEDING 94%)
Do the fan rotor trim balance (Ref 72−31−00/501), if you find these conditions
Accel/Decel Check HIGH IDLE to Target N1 to be the source of the high vibration:
Make sure that the applicable POWER MANAGEMENT (PMC) switch is in the The high vibration is in the N1 rotor only (FAN and/or LPT).
ON position. The high vibration is in the N1 rotor (FAN and/or LPT) and the N2 rotor
Make sure that the acceleration time from your records is not more than 7.4 (HPC and/or HPT).
seconds. If the engine uses more than 7.4 seconds in the acceleration, do the If you find the high vibrations only in the N2 rotor (HPC and/or HPT) and
check again. If the acceleration time is still more than the limit, start the they are more than 3.0 units, then replace the engine (Ref 71−00−02/401).
trouble−shooting.
Put the applicable POWER MANAGEMENT (PMC) switch in the OFF position.
Do the accel/decel check again with PMC OFF.
Accel/Decel Check LOW IDLE to 40%N1

The difference in acceleration time between the two engines must not exceed
four seconds. If the difference exceeds 4 seconds, do the applicable

troubleshooting procedure.
Accel/Decel Check 40%N1 to Target N1
The difference in acceleration time between the two engines must not be more
than 2 seconds. If the difference in acceleration time is more than 2 seconds,
do the applicable trouble−shooting procedure .

TEST NO. 8 ACCEL/DECEL CHECK
71−00

5 STATIC T.O. PMC ON/OFF = 97.0 %N1 5
6 ACCEL CHECK TARGET = 94.9 %N1 6
BAROMETER (INCHES OF MERCURY)

OAT F POWER SETTING
(C) 31.0 30.5 30.0 29.5 28.0 27.5 27.0 26.5
LOW IDLE (%N2) 60.8 60.8 60.8

HIGH IDLE (%N2) 71.1 71.1 71.1 72.0
60 P−P PMC OFF (%N2) 91.0 91.2 91.5 92.3 92.4
(16) P−P PMC ON (%N1) 72.9 73.2 73.4 74.8 75.1 75.4
LOW IDLE (%N2) 60.9 60.9 60.9 61.0 61.1 61.2 61.3 61.4 61.5 61.6
HIGH IDLE (%N2) 71.2 71.2 71.2 71.3 71.5 71.7 71.8 72.0 72.1 72.2
62 P−P PMC OFF (%N2) 91.2 91.4 91.6 91.8 91.9 92.1 92.2 92.3 92.4 92.5
(17) P−P PMC ON (%N1) 73.0 73.3 73.6 73.9 74.1 74.4 74.7 75.0 75.3 75.6
LOW IDLE (%N2) 61.0 61.0 61.0 61.1 61.2 61.3 61.5 61.6 61.7 61.8
HIGH IDLE (%N2) 71.4 71.3 71.3 71.5 71.6 71.8 72.0 72.1 72.2 72.3

TEST NO. 7 VIBRATION SURVEY
71−80
POWER PLANT PRESERVATION

This test gives the necessary data to make sure that the engine vibration stays
in the permitted levels. This test applies after a component replacement as it is
specified in the Power Plant Test Reference Table.
Use the vibration survey with the trouble−shooting.
This test requires power settings from low idle RPM to static takeoff RPM.
During the acceleration/deceleration, monitor the applicable engine
VIBRATION indication.
If the vibration levels are above the permitted levels, install the test equipment
to isolate the source of the vibration or use the onbord ACMS.
NOTE: You can also examine the history data in the AVM signal
conditioner. You will find the AVM signal conditioner in the EE
bay area.
Do the fan rotor trim balance (Ref 72−31−00/501), if you find these conditions
to be the source of the high vibration:
The high vibration is in the N1 rotor only (FAN and/or LPT).
The high vibration is in the N1 rotor (FAN and/or LPT) and the N2 rotor
(HPC and/or HPT).
If you find the high vibrations only in the N2 rotor (HPC and/or HPT) and
they are more than 3.0 units, then replace the engine (Ref 71−00−02/401).

TEST NO. 7 VIBRATION SURVEY
71−80
SEE C
TEST
EQUIPMENT
SEE A UNIT
ELECTRONIC
SEE B EQUIPMENT AVM SIGNAL
RACK E1 CONDITIONER
B
DIGITAL DIGITAL
ANALOG ANALOG
ADAPTER ADAPTER
NO.1 NO.2
TEST SHELF 2 SELECTOR

EQUIPMENT SWITCH
UNIT
A C
Figure 133 VIB Test Equipment

71−00

Up to 10 Days − Serviceable and Not Serviceable Power Plant Power Plant Preservation Renewal − Up to 10 Days − Serviceable and Not
TASK 71−00−03−622−001−C00 Serviceable Power Plant
A. General TASK 71−00−03−622−009−C00
The procedures in AMM 71−00−03/201 are for engines that are installed Power Plant Preservation − Up to 30 Days − Serviceable and Not Serviceable
on−wing. Power Plant
Procedures for engines that are removed from the airplane are in the CFMI TASK 71−00−03−622−013−C00
Engine Shop Manual, Section 72−00−00.
B. Equipment Power Plant Preservation Renewal − Up to 30 Days − Serviceable and Not
Serviceable Power Plant
Engine Inlet and Exhaust Covers.
TASK 71−00−03−622−028−C00
C. References
MM 71−00−00/201, Power Plant Power Plant Preservation − Up to 90 Days − Serviceable Power Plant
TASK 71−00−03−622−037−C00
Power Plant Preservation (Serviceable)
WARNING: USE AMM 71−00−00/201 TO OPERATE THE POWER PLANT. Power Plant Preservation Renewal − Up to 90 Days − Serviceable Power
IF YOU DO NOT USE THIS PROCEDURE, YOU CAN CAUSE Plant
DAMAGE TO EQUIPMENT OR INJURY TO PERSONS. TASK 71−00−03−622−043−C00
Use the Power Plant Operation (Normal) procedure to start the engine (AMM Power Plant Preservation − 30 to 365 Days − Serviceable and Not serviceable
71−00−00/201). Power Plant
Let the engine become stable for 3 minutes at low idle. TASK 71−00−03−622−046−C00
Use the Power Plant Operation (Normal) procedure to do the engine shutdown
(AMM 71−00−00/201). Power Plant Preservation Renewal − 30 to 365 Days − Serviceable and Not
Serviceable Power Plant
Install the inlet and exhaust covers to prevent fan windmilling and to prevent
foreign object damage (FOD). TASK 71−00−03−622−067−C00
Power Plant Preservation (Not Serviceable) Power Plant Depreservation − 30 to 365 Days − Serviceable Power Plant
If the engine has had an in−flight shutdown, do the engine dry−out procedure. TASK 71−00−03−622−071−C00
Install the inlet and exhaust covers to prevent fan windmilling and to prevent Power Plant Long Term Preservation Period (365 Days) Exceeded −
foreign object damage (FOD). Serviceable Power Plant
Consider engine preserved for 10 days from time of last operation or from TASK 71−00−03−622−084−C00
accomplishment of engine dry−out procedure, as applicable.
Engine Dry−Out Procedure
TASK 71−00−03−622−088−C00

71−00
AFT SUMP FWD SUMP TGB/AGB

PUSHER PUSHER PUSHER
OIL SUPPLY
VALVE LUBRICATION
UNIT
OIL SUPPLY PLATE

LINE
RELUBRICATION
MANIFOLD
FWD
AIR SUPPLY AIR

CONNECTOR SUPPLY KNURLED
LINE BOLTS
(4 PLACES)
AIR PRESSURE
SUPPLY LINE
EXHAUST
AIRFLOW PLUG
OIL SUPPLY
LINE
CLAMP
HOT AIR
SOURCE
CLAMPS
OIL
CONTAINER
ENGINE SUMP RELUBRICATION MANIFOLD TOOL

HOSE
HOSE AIR
FILTER
DRY-OUTEQUIPMENT
____
NOTE: LAYOUT SHOWN FOR ENGINE OFF WING;
SIMILAR FOR ON WING INSTALLATIONS.
Figure 134 Preservation Eqiupment General Layout

B737−3 71−80 B1
TABLE OF CONTENTS
ATA 71..80 POWER PLANT . . . . . . . . . . . . . . . . . . . 1 OIL SUMP PHILOSOPHY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
79−20 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 OIL TANK ANTISIPHON DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
72−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MAGNETIC CHIP DETECTOR INSPECTION . . . . . . . . . . . . . . . . . . . . 56
ENGINE CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 79−30 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
ENGINE GROUND SAFETY PRECAUTION . . . . . . . . . . . . . . . . . . . . . 4 LOP AND OIL FILTER BYPASS WARNING SYSTEM . . . . . . . . . . . . . 58
ENGINE STARTING AND OPERATING LIMITATIONS. . . . . . . . . . . . . 6 SYSTEM DESCRIPTION (CONFIG. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ENGINE FLANGES, CASES AND FRAMES . . . . . . . . . . . . . . . . . . . . . 8 SYSTEM DESCRIPTION (CONFIG. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 64
FAN, BOOSTER AND HPC ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 10
COMBUSTION CHAMBER AND HIGH PRESS. TURB. . . . . . . . . . . . 12
LPT AND FRAME DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . 68
ROTOR BEARINGS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
AERODYNAMIC STATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 76−10 POWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
ENGINE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
72−30 FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
ENGINE CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
ENGINE CONTROL SYSTEM - ADJUSTMENT . . . . . . . . . . . . . . . . . . 74
FAN ROTOR BLADE BLEND LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
THRUST CONTROL RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
FAN TRIM BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
START CONTROL RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FAN ACOUSTIC PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
AUTOTHROTTLE RIGGING ADJUST . . . . . . . . . . . . . . . . . . . . . . . . . . 78
71−21 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 MEC FUEL CONTROL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
72−60 ACCESSORY DRIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ACCESSORY GEARBOX (AGB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ACCESSORY DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 82
72−00 INSPECTION / CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 73−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
ENGINE BORESCOPE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 34 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
FUEL DISTRIBUTION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 84
MANIFOLDS AND NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 IDLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
79−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 FUEL FILTER BYPASS WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . 90
ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 COMPRESSOR INLET TEMPERATURE (CIT) SENSOR . . . . . . . . . . 92
EIS SECONDARY DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 FAN INLET TEMPERATURE SENSOR (T2 SENSOR) . . . . . . . . . . . . 94
ENGINE OIL INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 COMPRESSOR BIAS PRESSURE (CBP) SENSOR . . . . . . . . . . . . . . 96
Page i
B737−3 71−80 B1
TABLE OF CONTENTS
MEC ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 INLET COWL TAI COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
IDLE CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 INLET COWL TAI VALVE DE-ACTIVATION . . . . . . . . . . . . . . . . . . . . . . 150
MEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 INLET COWL TAI-SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
FUEL FLOW INDICATING SYSTEM (CONF. 1) . . . . . . . . . . . . . . . . . . 108
FUEL FLOW INDICATING SYSTEM (CONF. 2) . . . . . . . . . . . . . . . . . . 110
FUEL FLOW IND. SYST. DESCRIPT. (CONF. 2) . . . . . . . . . . . . . . . . . 112 ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
POWER MANAGMENT CONTROL (PMC) . . . . . . . . . . . . . . . . . . . . . . 116 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
COMPONENT FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 118 ENGINE IGNITION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
PMC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 ADJUSTMENT / TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
PMC GAIN ADJUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

ATA 75 AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
ENGINE STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
75−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 ENGINE STARTING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
ENGINE AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 ENGINE STARTING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
75−30 COMPRESSOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
VARIABLE STATOR VANE (VSV) SYSTEM . . . . . . . . . . . . . . . . . . . . . . 126
VSV SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . 174
VARIABLE BLEED VALVE (VBV) SYSTEM . . . . . . . . . . . . . . . . . . . . . . 130 DRY MOTORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
VBV KICKER MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 WET MOTORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
VBV SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
71-70 ENGINE DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
VSV FEEDBACK CABLE ADJUSTMENT/TEST . . . . . . . . . . . . . . . . . . 136 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
VBV FEEDBACK CABLE ADJUSTMENT/TEST . . . . . . . . . . . . . . . . . . 138
ENGINE VENTS AND DRAINS INSPECTION . . . . . . . . . . . . . . . . . . . . 182
5TH - STAGE START BLEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 140
71−10 COWLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
75−20 ACCESSORY COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
ENGINE COWLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
ENGINE EXTERNAL ACCESSORIES COOLING . . . . . . . . . . . . . . . . . 142 THRUST REVERSER COWLING OPENING . . . . . . . . . . . . . . . . . . . . . 186
HPT CLEARANCE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 144
ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . 188

ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 146
78−30 THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
30−20 AIR INTAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
INLET COWL THERMAL ANTI-ICING SYSTEM . . . . . . . . . . . . . . . . . . 146 THRUST REVERSER SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . 190
Page ii
B737−3 71−80 B1
TABLE OF CONTENTS
THRUST REVERSER INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192 77−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
T/R CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 SYSTEM DESCRIPTION (CONF. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
T/R SYNC - LOCK CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 198 PANEL DESCRIPTION (CONF. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
THRUST REVERSER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 200 N1 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 2) . . . . . . 246
FEEDBACK PUSH-PULL CABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 N2 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 2) . . . . . . 248
THRUST REVERSER INTERLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 EGT IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 2) . . . . 250
THRUST REVERSER DE-ACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . 212 71−00 ENGINE GROUND OPERATION . . . . . . . . . . . . . . . . . . . . . . 252
WIND LIMITATIONS DURING ENGINE GROUND OPERATIONS . . 252
ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
ATA 31 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . 214 NORMAL ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
31−42 ENGINE INSTRUMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . 214 ABNORMAL ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
EIS PRIMARY DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214 TEST RUNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
PRIMARY DISPLAY PARAMETERS INDICATION . . . . . . . . . . . . . . . . 216 TEST NO. 4 IDLE SPEED CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
EXCEEDANCE DATA RECORDING AND STORAGE . . . . . . . . . . . . . 218 TEST NO.6 MAIN ENGINE CONTROL (MEC) TRIM . . . . . . . . . . . . . . 262
BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 TEST NO. 5 POWER ASSURANCE CHECK . . . . . . . . . . . . . . . . . . . . . 264
TEST NO. 8 ACCEL/DECEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
TEST NO. 7 VIBRATION SURVEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . . . 222 POWER PLANT PRESERVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
POWER PLANT PRESERVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
77−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
SYSTEM DESCRIPTION (CONF. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
77−10 ENGINE TACHOMETER SYSTEM . . . . . . . . . . . . . . . . . . . . . 224
N1 SPEED SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
N1 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1) . . . . . . 226
N2 SPEED SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
N2 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1) . . . . . . 230
77−20 EXHAUST GAS TEMP. (EGT) INDICATING SYSTEM . . . . 232
EGT THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
EGT THERMOCOUPLE HARNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
EGT IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1) . . . . 234
77−30 AIRB. VIBR. MONIT. SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 236
AVM SYSTEM COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . 236
AVM SYSTEM DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . 238
AVM SIGNAL CONDITIONER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
Page iii
B737−3 71−80 B1
TABLE OF FIGURES
Figure 1 Engine Cross-section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 35 Engine Control Components . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Engine Inlet and Exhaust Hazard Areas . . . . . . . . . . . . . . 5 Figure 36 Thrust Control Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Engine Starting and Operation Limitations . . . . . . . . . . . . 7 Figure 37 Start Control Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Engine Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 38 Autothrottle Rigging Adjust . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Booster and HPC Schematic . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 39 MEC Fuel Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Combustion Chamber and HPT . . . . . . . . . . . . . . . . . . . . . 13 Figure 40 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 LPT and Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 41 Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Rotor Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 42 Fuel Nozzle Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Engine Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 43 Idle and VBV Reset Solenoid . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Spinner and Fan Blade Installation . . . . . . . . . . . . . . . . . 21 Figure 44 Fuel Filter Bypass Warning System Schematic . . . . . . . 91
Figure 11 Fan Rotor Blade Blend Limits . . . . . . . . . . . . . . . . . . . . . . 23 Figure 45 CIT Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Balance Screw Specification . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 46 T2 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Fan Acoustic Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 47 Bleed Bias Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 48 MEC Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Accessory Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 49 Idle Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 Accessory Drive and Seal . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 50 MEC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Borescope Port Location . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 51 MEC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 52 MEC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 Sec. Display / Engine Oil Indication . . . . . . . . . . . . . . . . . 39 Figure 53 Fuel Flow Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 Engine Oil Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 54 Fuel Flow Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Oil Sump Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 55 Fuel Flow Indicating System Schematic . . . . . . . . . . . . . 113
Figure 22 Forward Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 56 Fuel Flow Transmitter Flow Diagram . . . . . . . . . . . . . . . . 115
Figure 23 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 57 PMC Block Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 Anti Siphon Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 58 PMC Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 59 PMC System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Scavenge Oil Filter a. Main Oil/Fuel Heat Exchanger . . 53 Figure 60 PMC Gain Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Oil Press. X-mitter a. Low Oil Press. Warning Switch . . 55 Figure 61 Engine Air Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Magnetic Chip Detector Inspection . . . . . . . . . . . . . . . . . 57 Figure 62 VSV System Components . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 LOP Warning and Filter Bypass Switch Sys. Schematic 59 Figure 63 VSV System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Engine Oil Indicating Sys. Schematic (Config. 1) . . . . . 63 Figure 64 VBV System Components . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 Engine Oil Indicat. Sys. Schematic (Config. 2) . . . . . . . 65 Figure 65 VBV Kicker Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Engine Oil Quantity Indicating Figure 66 VBV System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Sys. Schematic (Config. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 67 VSV Feedback Cable Static Rig . . . . . . . . . . . . . . . . . . . . 137
Figure 33 Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 68 VBV Feedback Cable Static Rig . . . . . . . . . . . . . . . . . . . . 139
Figure 34 Engine Control Components . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 69 5TH - Start Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Page iv
B737−3 71−80 B1
TABLE OF FIGURES
Figure 70 Engine External Accessories Cooling . . . . . . . . . . . . . . . 143 Figure 105 Thrust Reverser De-Activation . . . . . . . . . . . . . . . . . . . . 213
Figure 71 HPT Clearance Control Components . . . . . . . . . . . . . . . 145 Figure 106 Engine/Hydraulic Indicating Display . . . . . . . . . . . . . . . . 215
Figure 72 Inlet Cowl TAI Components . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 107 Primary Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Figure 73 Inlet Cowl TAI Components . . . . . . . . . . . . . . . . . . . . . . . . 149 Figure 108 Primary Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 74 Inlet Cowl TAI Valve De-Activation . . . . . . . . . . . . . . . . . . 151 Figure 109 Primary Display Panel Block Diagram . . . . . . . . . . . . . . 221
Figure 75 Inlet Cowl TAI System-Test . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 110 Engine Indicating System . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 76 Ignition System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 155 Figure 111 N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 77 Ignition System Components . . . . . . . . . . . . . . . . . . . . . . 157 Figure 112 N1 Indication System Schematic . . . . . . . . . . . . . . . . . . 227
Figure 78 Ignition Exciter and Ignition Lead . . . . . . . . . . . . . . . . . . . 159 Figure 113 N2 Speed Sensor (Control Alternator) . . . . . . . . . . . . . . 229
Figure 79 Spark Igniter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 114 N2 Indication System Schematic . . . . . . . . . . . . . . . . . . 231
Figure 80 Ignition Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 115 EGT Probes and Harness . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 81 Ignition System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 116 EGT Indication System Schematic . . . . . . . . . . . . . . . . . 235
Figure 82 Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 117 AVM System Components . . . . . . . . . . . . . . . . . . . . . . . . 237
Figure 83 Starting System Components . . . . . . . . . . . . . . . . . . . . . . 169 Figure 118 AVM System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 84 Starting System Components . . . . . . . . . . . . . . . . . . . . . . 171 Figure 119 AVM System BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Figure 85 Starting Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 120 Engine Indicating System . . . . . . . . . . . . . . . . . . . . . . . . 243
Figure 86 Dry Motoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 121 Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 87 Wet Motoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 Figure 122 N1 Indication System Schematic . . . . . . . . . . . . . . . . . . 247
Figure 88 Front Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 123 N2 Indication System Schematic . . . . . . . . . . . . . . . . . . 249
Figure 89 Rear Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 124 EGT Indication System Schematic . . . . . . . . . . . . . . . . 251
Figure 90 Engine Vents and Drains Allowable Leakage Rates . . . 183 Figure 125 Wind Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Figure 91 Engine Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 126 HPTCC Timer Deactivation . . . . . . . . . . . . . . . . . . . . . . . 255
Figure 92 Thrust Reverser Cowling Opening . . . . . . . . . . . . . . . . . . 187 Figure 127 Normal Engine Start Up . . . . . . . . . . . . . . . . . . . . . . . . . . 257
Figure 93 Thrust Reverser Assembly . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 128 Test Run Requirement Example . . . . . . . . . . . . . . . . . . . 259
Figure 94 TR System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 129 Trim Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
Figure 95 Thrust Reverser Indicating System . . . . . . . . . . . . . . . . . 193 Figure 130 Trim Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Figure 96 Engine Accessory Unit Sixteen Lights . . . . . . . . . . . . . . . 195 Figure 131 MPA Test Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
Figure 97 T/R Control System Schematic . . . . . . . . . . . . . . . . . . . . 197 Figure 132 Trim Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
Figure 98 T/R Sync - Lock Control System Schematic . . . . . . . . . 199 Figure 133 VIB Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Figure 99 Thrust Reverser Components . . . . . . . . . . . . . . . . . . . . . . 201 Figure 134 Preservation Eqiupment General Layout . . . . . . . . . . . 271
Figure 100 Thrust Reverser Actuator . . . . . . . . . . . . . . . . . . . . . . . . 203
Figure 101 Thrust Reverser Lock Actuator Schematic . . . . . . . . . . 205
Figure 102 Thrust Reverser Switches . . . . . . . . . . . . . . . . . . . . . . . . 207
Figure 103 TR Feedback Cable Rigging . . . . . . . . . . . . . . . . . . . . . . 209
Figure 104 Thrust Reverser Interlock . . . . . . . . . . . . . . . . . . . . . . . . 211
Page v
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B737 300/400/500 Boeing: Power Plant

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B737 300/400/500 Boeing: Power Plant

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Boeing

ATA 71−80 Author: GiM

Revision Identification: For training purposes and internal use only.

Lufthansa Technical Training

Tel: +49 (0)40 5070 2520

Air flow (lbs/sec) 638 - 655 655 - 683 638 - 710

FRA US/E di 12.02.98 Page 2

Figure 1 Engine Cross-section

ENGINE GROUND SAFETY PRECAUTION

FRA US/E di 07.01.99 Page 4

HAZARD AREA PLACARDS

ENGINE NOISE HAZARD AREA

WARNING: EAR PROTECTION REQUIRED WITHIN THIS AREA

WARNING: PRLONGED EXPOSURE WITHIN THIS AREA OF MORE

1.5 METER =TO INLET COWL LIP

Figure 2 Engine Inlet and Exhaust Hazard Areas

ENGINE STARTING AND OPERATING LIMITATIONS.

MAXIMUM CONTINUOUS Ignition Ground Use Limits

FRA US/T gz 4.3.96 Page 6

STARTING 2 *[2] 725 *[3] INDICATION 160

LOW IDLE *[6] CONTINUOUS − 13 MINIMUM 160

HIGH IDLE *[6] CONTINUOUS − 13 MINIMUM 160

MAXIMUM CRUISE CONTINUOUS 895 27−75 160

MAXIMUM CLIMB CONTINUOUS 895 27−75 160

MAXIMUM CONTINUOUS CONTINUOUS 895 27−75 160

TAKEOFF 5 *[8] 930 27−87 160

*[1] ROTOR MAXIMUM ALLOWABLE OPERATING SPEED:

*[4] OIL PRESSURE CAN VARY BETWEEN 13−35 PSI

ENGINE FLANGES, CASES AND FRAMES

Engine frames -3C-1 104860 9712 23515 21833 72−804

Engine name plate ENGINE NAME PLATE

FRA US/E di 25.04.00 Page 8

TURBINE FRAME FAN FRAME

FAN, BOOSTER AND HPC ASSEMBLY

High Pressure Compressor (HPC)

FRA US/T gz 4.3.96 Page 10

CENTER HUB 9 5 PRIMARY

BOOSTER ROTOR BLADES

104002/ 769859/ 117133

Figure 5 Booster and HPC Schematic

COMBUSTION CHAMBER AND HIGH PRESS. TURB.

High Pressure Turbine (HPT)

FRA US/T gz 4.3.96 Page 12

HPT HPT 1ST−STAGE

Figure 6 Combustion Chamber and HPT

LPT AND FRAME DESCRIPTION

Twelve struts are arranged in a slanted position relative to the hub to

FRA US/T gz 4.3.96 Page 14

Figure 7 LPT and Frame

ROTOR BEARINGS DESCRIPTION

FRA US/T gz 4.3.96 Page 16

FWD OIL SUMP AFT OIL SUMP

FAN FRAME TURBINE FRAME

Figure 8 Rotor Bearings

T 12 = Fan inlet temperature used for PMC.

FRA US/T gz 4.3.96 Page 18

Figure 9 Engine Stations

72−30 FAN AND BOOSTER

FRA US/E di 07.01.99 Page 20

3 2 FAN BLADE NO. 1 FAN BLADE

REAR FLANGE OF THE BALANCE

DIMPLE BALANCE WEIGHT (38) FAN DISK

BLADE DAMPER DAMPER RETAINERS

STARTING 2 [2] 725 [3] INDICATION 160