CTC 224 Engine Systems

TRAINING MANUAL
CFM56-7B
ENGINE SYSTEMS
FEBRUARY 2005
CTC-224 Level 3
TOC
CFM56-ALL TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center CFMI Customer Training Services

Snecma Services GE Aircraft Engines
Site de Melun-Montereau, Customer Technical Education Center
Aérodrome de Villaroche 123 Merchant Street
Chemin de Viercy, B.P. 1936, Mail Drop Y2
77019 - Melun Cedex Cincinnati, Ohio 45246
FRANCE USA
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ALL CFM56 ENGINES GENERAL
Issue 01
CFMI PROPRIETARY INFORMATION
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THIS PAGE INTENTIONALLY LEFT BLANK
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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
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LEXIS
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ALL CFM56 ENGINES LEXIS
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A ATC AUTOTHROTTLE COMPUTER

A/C AIRCRAFT ATHR AUTO THRUST
AC ALTERNATING CURRENT ATO ABORTED TAKE OFF
ACARS AIRCRAFT COMMUNICATION AVM AIRCRAFT VIBRATION MONITORING
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT B
ACMS AIRCRAFT CONDITION MONITORING SYSTEM BITE BUILT IN TEST EQUIPMENT
ACS AIRCRAFT CONTROL SYSTEM BMC BLEED MANAGEMENT COMPUTER
ADC AIR DATA COMPUTER BPRV BLEED PRESSURE REGULATING VALVE
ADEPT AIRLINE DATA ENGINE PERFORMANCE BSI BORESCOPE INSPECTION
TREND BSV BURNER STAGING VALVE (SAC)
ADIRS AIR DATA AND INERTIAL REFERENCE BSV BURNER SELECTION VALVE (DAC)
SYSTEM BVCS BLEED VALVE CONTROL SOLENOID
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT C
AGB ACCESSORY GEARBOX C CELSIUS or CENTIGRADE
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CAS CALIBRATED AIR SPEED
ALF AFT LOOKING FORWARD CBP (HP) COMPRESSOR BLEED PRESSURE
ALT ALTITUDE CCDL CROSS CHANNEL DATA LINK
ALTN ALTERNATE CCFG COMPACT CONSTANT FREQUENCY
AMB AMBIENT GENERATOR
AMM AIRCRAFT MAINTENANCE MANUAL CCU COMPUTER CONTROL UNIT
AOG AIRCRAFT ON GROUND CCW COUNTER CLOCKWISE
A/P AIRPLANE CDP (HP) COMPRESSOR DISCHARGE PRESSURE
APU AUXILIARY POWER UNIT CDS COMMON DISPLAY SYSTEM
ARINC AERONAUTICAL RADIO, INC. CDU CONTROL DISPLAY UNIT
(SPECIFICATION) CFDIU CENTRALIZED FAULT DISPLAY
ASM AUTOTHROTTLE SERVO MECHANISM INTERFACE UNIT
A/T AUTOTHROTTLE CFDS CENTRALIZED FAULT DISPLAY SYSTEM
ATA AIR TRANSPORT ASSOCIATION CFMI JOINT GE/SNECMA COMPANY (CFM
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INTERNATIONAL) DCU DATA CONVERSION UNIT

CG CENTER OF GRAVITY DCV DIRECTIONAL CONTROL VALVE BOEING
Ch A channel A DEU DISPLAY ELECTRONIC UNIT
Ch B channel B DFCS DIGITAL FLIGHT CONTROL SYSTEM
CHATV CHANNEL ACTIVE DFDAU DIGITAL FLIGHT DATA ACQUISITION
CIP(HP) COMPRESSOR INLET PRESSURE UNIT
CIT(HP) COMPRESSOR INLET TEMPERATURE DFDRS DIGITAL FLIGHT DATA RECORDING
cm.g CENTIMETER X GRAMS SYSTEM
CMC CENTRALIZED MAINTENANCE COMPUTER DISC DISCRETE
CMM COMPONENT MAINTENANCE MANUAL DIU DIGITAL INTERFACE UNIT
CMS CENTRALIZED MAINTENANCE SYSTEM DMC DISPLAY MANAGEMENT COMPUTER
CMS CENTRAL MAINTENANCE SYSTEM DMD DEMAND
CODEP HIGH TEMPERATURE COATING DMS DEBRIS MONITORING SYSTEM
CONT CONTINUOUS DMU DATA MANAGEMENT UNIT
CPU CENTRAL PROCESSING UNIT DOD DOMESTIC OBJECT DAMAGE
CRT CATHODE RAY TUBE DPU DIGITAL PROCESSING MODULE
CSD CONSTANT SPEED DRIVE DRT DE-RATED TAKE-OFF
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW E
CTAI COWL THERMAL ANTI-ICING EAU ENGINE ACCESSORY UNIT
CTEC CUSTOMER TECHNICAL EDUCATION CENTER EBU ENGINE BUILDUP UNIT
CTL CONTROL ECA ELECTRICAL CHASSIS ASSEMBLY
Cu.Ni.In COPPER.NICKEL.INDIUM ECAM ELECTRONIC CENTRALIZED AIRCRAFT
CW CLOCKWISE MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
D ECU ELECTRONIC CONTROL UNIT
DAC DOUBLE ANNULAR COMBUSTOR EE ELECTRONIC EQUIPMENT
DAMV DOUBLE ANNULAR MODULATED VALVE EEC ELECTRONIC ENGINE CONTROL
DAR DIGITAL ACMS RECORDER EFH ENGINE FLIGHT HOURS
DC DIRECT CURRENT EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
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EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT

EHSV ELECTRO-HYDRAULIC SERVO VALVE FDRS FLIGHT DATA RECORDING SYSTEM
EICAS ENGINE INDICATING AND CREW FDU FIRE DETECTION UNIT
ALERTING SYSTEM FEIM FIELD ENGINEERING INVESTIGATION MEMO
EIS ELECTRONIC INSTRUMENT SYSTEM FF FUEL FLOW (see Wf) -7B
EIU ENGINE INTERFACE UNIT FFCCV FAN FRAME/COMPRESSOR CASE
EIVMU ENGINE INTERFACE AND VIBRATION VERTICAL (VIBRATION SENSOR)
MONITORING UNIT FI FLIGHT IDLE (F/I)
EMF ELECTROMOTIVE FORCE FIM FAULT ISOLATION MANUAL
EMI ELECTRO MAGNETIC INTERFERENCE FIN FUNCTIONAL ITEM NUMBER
EMU ENGINE MAINTENANCE UNIT FIT FAN INLET TEMPERATURE
EPROM ERASABLE PROGRAMMABLE READ FLA FORWARD LOOKING AFT
ONLY MEMORY FLX TO FLEXIBLE TAKE-OFF
(E)EPROM (ELECTRICALLY) ERASABLE FMC FLIGHT MANAGEMENT COMPUTER
PROGRAMMABLE READ ONLY MEMORY FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
ESN ENGINE SERIAL NUMBER FMGC FLIGHT MANAGEMENT AND GUIDANCE
ETOPS EXTENDED TWIN OPERATION SYSTEMS COMPUTER
EWD/SD ENGINE WARNING DISPLAY / SYSTEM FMGEC FLIGHT MANAGEMENT AND GUIDANCE
DISPLAY ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
F FMV FUEL METERING VALVE
F FARENHEIT FOD FOREIGN OBJECT DAMAGE
FAA FEDERAL AVIATION AGENCY FPA FRONT PANEL ASSEMBLY
FADEC FULL AUTHORITY DIGITAL ENGINE FPI FLUORESCENT PENETRANT INSPECTION
CONTROL FQIS FUEL QUANTITY INDICATING SYSTEM
FAR FUEL/AIR RATIO FRV FUEL RETURN VALVE
FCC FLIGHT CONTROL COMPUTER FWC FAULT WARNING COMPUTER
FCU FLIGHT CONTROL UNIT FWD FORWARD
FDAMS FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM G
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g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)

GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES I
GEM GROUND-BASED ENGINE MONITORING I/O INPUT/OUTPUT
GI GROUND IDLE (G/I) IAS INDICATED AIR SPEED
GMM GROUND MAINTENANCE MODE ID INSIDE DIAMETER
GMT GREENWICH MEAN TIME ID PLUG IDENTIFICATION PLUG
GND GROUND IDG INTEGRATED DRIVE GENERATOR
GPH GALLON PER HOUR IFSD IN FLIGHT SHUT DOWN
GPU GROUND POWER UNIT IGB INLET GEARBOX
GSE GROUND SUPPORT EQUIPMENT IGN IGNITION
IGV INLET GUIDE VANE
H in. INCH
HCF HIGH CYCLE FATIGUE IOM INPUT OUTPUT MODULE
HCU HYDRAULIC CONTROL UNIT IPB ILLUSTRATED PARTS BREAKDOWN
HDS HORIZONTAL DRIVE SHAFT IPC ILLUSTRATED PARTS CATALOG
HMU HYDROMECHANICAL UNIT IPCV INTERMEDIATE PRESSURE CHECK VALVE
HP HIGH PRESSURE IPS INCHES PER SECOND
HPC HIGH PRESSURE COMPRESSOR IR INFRA RED
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE K
HPSOV HIGH PRESSURE SHUT-OFF VALVE °K KELVIN
HPT HIGH PRESSURE TURBINE k X 1000
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) KIAS INDICATED AIR SPEED IN KNOTS
CLEARANCE CONTROL kV KILOVOLTS
HPTC HIGH PRESSURE TURBINE CLEARANCE Kph KILOGRAMS PER HOUR
HPTCCV HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE L
HPTN HIGH PRESSURE TURBINE NOZZLE L LEFT
HPTR HIGH PRESSURE TURBINE ROTOR L/H LEFT HAND
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lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST

LCD LIQUID CRYSTAL DISPLAY MO AIRCRAFT SPEED MACH NUMBER
LCF LOW CYCLE FATIGUE MPA MAXIMUM POWER ASSURANCE
LE (L/E) LEADING EDGE MPH MILES PER HOUR
LGCIU LANDING GEAR CONTROL INTERFACE MTBF MEAN TIME BETWEEN FAILURES
UNIT MTBR MEAN TIME BETWEEN REMOVALS
LP LOW PRESSURE mV MILLIVOLTS
LPC LOW PRESSURE COMPRESSOR Mvdc MILLIVOLTS DIRECT CURRENT
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N
CLEARANCE CONTROL N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
LPTC LOW PRESSURE TURBINE CLEARANCE SPEED
LPTN LOW PRESSURE TURBINE NOZZLE N1* DESIRED N1
LPTR LOW PRESSURE TURBINE ROTOR N1ACT ACTUAL N1
LRU LINE REPLACEABLE UNIT N1CMD COMMANDED N1
LVDT LINEAR VARIABLE DIFFERENTIAL N1DMD DEMANDED N1
TRANSFORMER N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
M N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
mA MILLIAMPERES (CURRENT) SPEED
MCD MAGNETIC CHIP DETECTOR N2* DESIRED N2
MCDU MULTIPURPOSE CONTROL AND N2ACT ACTUAL N2
DISPLAY UNIT N2K CORRECTED CORE SPEED
MCL MAXIMUM CLIMB N/C NORMALLY CLOSED
MCR MAXIMUM CRUISE N/O NORMALLY OPEN
MCT MAXIMUM CONTINUOUS NAC NACELLE
MDDU MULTIPURPOSE DISK DRIVE UNIT NVM NON VOLATILE MEMORY
MEC MAIN ENGINE CONTROL
milsD.A. Mils DOUBLE AMPLITUDE O
mm. MILLIMETERS OAT OUTSIDE AIR TEMPERATURE
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OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL

OGV OUTLET GUIDE VANE psig POUNDS PER SQUARE INCH GAGE
OSG OVERSPEED GOVERNOR PSM POWER SUPPLY MODULE
OVBD OVERBOARD PSS (ECU) PRESSURE SUB-SYSTEM
OVHT OVERHEAT PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE
P PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
Pb BYPASS PRESSURE FLOW)
Pc REGULATED SERVO PRESSURE PT25 HPC TOTAL INLET PRESSURE
Pcr CASE REGULATED PRESSURE
Pf HEATED SERVO PRESSURE Q
P/T25 HP COMPRESSOR INLET TOTAL AIR QAD QUICK ATTACH DETACH
PRESSURE/TEMPERATURE QEC QUICK ENGINE CHANGE
P/N PART NUMBER QTY QUANTITY
P0 AMBIENT STATIC PRESSURE QWR QUICK WINDMILL RELIGHT
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE R
PCU PRESSURE CONVERTER UNIT R/H RIGHT HAND
PLA POWER LEVER ANGLE RAC/SB ROTOR ACTIVE CLEARANCE/START
PMC POWER MANAGEMENT CONTROL BLEED
PMUX PROPULSION MULTIPLEXER RACC ROTOR ACTIVE CLEARANCE CONTROL
PPH POUNDS PER HOUR RAM RANDOM ACCESS MEMORY
PRSOV PRESSURE REGULATING SERVO VALVE RCC REMOTE CHARGE CONVERTER
Ps PUMP SUPPLY PRESSURE RDS RADIAL DRIVE SHAFT
PS12 FAN INLET STATIC AIR PRESSURE RPM REVOLUTIONS PER MINUTE
PS13 FAN OUTLET STATIC AIR PRESSURE RTD RESISTIVE THERMAL DEVICE
PS3HP COMPRESSOR DISCHARGE STATIC AIR RTO REFUSED TAKE OFF
PRESSURE (CDP) RTV ROOM TEMPERATURE VULCANIZING
PSI POUNDS PER SQUARE INCH (MATERIAL)
PSIA POUNDS PER SQUARE INCH ABSOLUTE RVDT ROTARY VARIABLE DIFFERENTIAL
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TRANSFORMER STP STANDARD TEMPERATURE AND PRESSURE

SVR SHOP VISIT RATE
S SW SWITCH BOEING
S/N SERIAL NUMBER SYS SYSTEM
S/R SERVICE REQUEST
S/V SHOP VISIT T
SAC SINGLE ANNULAR COMBUSTOR T oil OIL TEMPERATURE
SAR SMART ACMS RECORDER T/C THERMOCOUPLE
SAV STARTER AIR VALVE T/E TRAILING EDGE
SB SERVICE BULLETIN T/O TAKE OFF
SCU SIGNAL CONDITIONING UNIT T/R THRUST REVERSER
SDAC SYSTEM DATA ACQUISITION CONCENTRATOR T12 FAN INLET TOTAL AIR TEMPERATURE
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF T25 HP COMPRESSOR INLET AIR TEMPERATURE
ARINC SPEC) T3 HP COMPRESSOR DISCHARGE AIR
SDU SOLENOID DRIVER UNIT TEMPERATURE
SER SERVICE EVALUATION REQUEST T49.5 EXHAUST GAS TEMPERATURE
SFC SPECIFIC FUEL CONSUMPTION T5 LOW PRESSURE TURBINE DISCHARGE TOTAL
SFCC SLAT FLAP CONTROL COMPUTER AIR TEMPERATURE
SG SPECIFIC GRAVITY TAI THERMAL ANTI ICE
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92 TAT TOTAL AIR TEMPERATURE
in.Hg / 59°F) TBC THERMAL BARRIER COATING
SLSD SEA LEVEL STANDARD DAY (CONDITIONS : TBD TO BE DETERMINED
29.92 in.Hg / 59°F) TBO TIME BETWEEN OVERHAUL
SMM STATUS MATRIX TBV TRANSIENT BLEED VALVE
SMP SOFTWARE MANAGEMENT PLAN TC(TCase) HP TURBINE CASE TEMPERATURE
SN SERIAL NUMBER TCC TURBINE CLEARANCE CONTROL
SNECMA SOCIETE NATIONALE D’ETUDE ET DE TCCV TURBINE CLEARANCE CONTROL VALVE
CONSTRUCTION DE MOTEURS D’AVIATION TCJ TEMPERATURE COLD JUNCTION
SOL SOLENOID T/E TRAILING EDGE
SOV SHUT-OFF VALVE TECU ELECTRONIC CONTROL UNIT INTERNAL
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TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER

TEO ENGINE OIL TEMPERATURE VIB VIBRATION
TGB TRANSFER GEARBOX VLV VALVE
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE AIRBUS VSV VARIABLE STATOR VANE
TLA THRUST LEVER ANGLE BOEING
TM TORQUE MOTOR W
TMC TORQUE MOTOR CURRENT WDM WATCHDOG MONITOR
T/O TAKE OFF Wf WEIGHT OF FUEL OR FUEL FLOW
TO/GA TAKE OFF/GO AROUND WFM WEIGHT OF FUEL METERED
T/P TEMPERATURE/PRESSURE SENSOR WOW WEIGHT ON WHEELS
TPU TRANSIENT PROTECTION UNIT WTAI WING THERMAL ANTI-ICING
TR TRANSFORMER RECTIFIER
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC
U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
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IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS
1 mile = 1,609 km 1 km = 0.621 mile

1 ft = 30,48 cm 1m = 3.281 ft. or 39.37 in.
1 in. = 25,4 mm 1 cm = 0.3937 in.
1 mil. = 25,4 µ 1 mm = 39.37 mils.
1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 cm² = 0.155 sq.in.
1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 cu.in. = 16.39 cm³ 1 dm³ = 0.264 USA gallon
1 cm³ = 0.061 cu.in.
1 lb. = 0.454 kg 1 kg = 2.205 lbs
1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
°F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8
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CFM56-7B TRAINING MANUAL
TABLE OF CONTENTS
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B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CONTENTS
ENGINE SYSTEMS Feb 05
TOC
SECTION PAGE SECTION PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 FUEL NOZZLE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 FUEL NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
ELECTRONIC ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 VARIABLE GEOMETRY CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . 197
ENGINE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 VARIABLE BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ENGINE WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 VARIABLE STATOR VANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 TRANSIENT BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL . . . . . . 227
IGNITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL . . . . . . . 233
POWER MANAGEMENT AND FUEL CONTROL . . . . . . . . . . . . . . . . . . . 117 OIL GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 ANTI-LEAKAGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
IDG OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 LUBRICATION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
OIL/FUEL HEAT EXCHANGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 DEBRIS MONITORING SYSTEM (OPTIONAL) . . . . . . . . . . . . . . . . . . . . 267
HYDROMECHANICAL UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 OIL SCAVENGE FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
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SECTION PAGE SECTION PAGE
OIL INDICATING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
OIL PRESSURE TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
OIL FILTER BYPASS SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
POWERPLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
VIBRATION MONITORING AND INDICATING . . . . . . . . . . . . . . . . . . . . 303
AIRCRAFT CONDITION MONITORING SYSTEM (ACMS) . . . . . . . . . . . 313
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TOC
INTRODUCTION
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B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL INTRODUCTION
TOC
FADEC SYSTEM INTRODUCTION
FADEC purpose
The CFM56-7B operates through a system known as

FADEC (Full Authority Digital Engine Control).
It takes complete control of engine systems in response

to command inputs from the aircraft. It also provides
information to the aircraft for flight deck indications,
engine condition monitoring, maintenance reporting and
troubleshooting.
- It performs fuel control and provides limit protections

for N1 and N2.
- It controls the engine parameters during the starting
sequence and prevents the engine from exceeding
starting EGT limits (aircraft on ground).
- It manages the thrust according to 2 modes: manual
and autothrust.
- It provides optimal engine operation by controlling
compressor airflow and turbine clearances.
- Finally, it controls the 2 thrust lever interlock
solenoids, reverse sleeve position and reverse
thrust.
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POWER MANAGEMENT ACTIVE CLEARANCE

CONTROL CONTROL
FADEC
STARTING / SHUTDOWN / VARIABLE GEOMETRY
IGNITION CONTROL CONTROL
THRUST REVERSER
FUEL CONTROL
CONTROL
CTC-224-001-01 FADEC PURPOSE

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FADEC components
The FADEC system consists of:
- An Electronic Engine Control (EEC) containing

two identical computers, designated channel A
and channel B. The EEC electronically performs
engine control calculations and monitors the
engine’s condition.
- A Hydro-Mechanical Unit (HMU), which converts

electrical signals from the EEC into hydraulic
pressures to drive the engine’s valves and
actuators.
- Peripheral components such as valves, actuators

and sensors used for control and monitoring.
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CONTROL SIGNALS
T12 T25 T3 T49.5 Ps3 N1 N2 P0
115V FEEDBACK SIGNALS

400Hz
SIGNALS
EEC IGNITION HPT LPT

VBV VSV TBV
CC CC
(FMV)
ID PLUG ALTERNATOR FUEL HYDRO-

MECHANICAL
UNIT (HMU)
T/R
FUEL P T P25 Ps13 T5
TRANSLATING DMS
FLOW OIL OIL (PMUX) (PMUX) (PMUX)
SLEEVE LVDT
CTC-224-002-01 FADEC COMPONENTS

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FADEC interfaces
To perform all its tasks, the FADEC system

communicates with the aircraft computers through the
EEC, channels A & B.
Most of the data exchanged between the EEC and

the aircraft computers or systems, passes through the
Common Display System Display Electronic Units (CDS/
DEU).
The CDS/DEU’s act as a conduit for data exchange, but

do not change any of the data that is passed.
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AIRCRAFT
SYSTEMS
CDS/DEU1 CDS/DEU2
AIRCRAFT
ENGINES
EEC EEC
CHANNEL CHANNEL CHANNEL CHANNEL

A B A B
ENGINE 1 ENGINE 2
CTC-224-003-01 FADEC INTERFACES

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FADEC Design
Dual channels: Channel selection and fault strategy:

The FADEC system is a Built In Test Equipment (BITE) Active and Stand-by channel selection is performed at
system. It performs tests and detects its own internal EEC power-up and during operation.
faults and also external faults.
It is fully redundant and built around the two-channel The BITE system detects and isolates failures, or
EEC. combinations of failures, in order to determine the health
The EGT sensors provide quad inputs to the EEC, and status of the channels and to transmit maintenance data
critical sensor inputs used for engine control are dual. to the aircraft.
Some indicating parameters are shared and all
monitoring parameters are single. Active and Stand-by selection is based upon the health of
the channels and each channel determines its own health
CCDL: status. The healthiest is selected as the Active channel.
To enhance system reliability, all inputs to one channel
are made available to the other, through a Cross Channel When both channels have an equal health status,
Data Link (CCDL). This allows both channels to remain Active / Stand-by channel selection alternates with every
operational even if important inputs to one of them fail. engine start, if N2 was greater than 10990 RPM during
the previous run.
Active / Stand-by:
The two channels, A and B, are identical and Failsafe control:
permanently operational, but they operate independently If a channel is faulty and the Active channel is unable to
from each other. Both channels always receive inputs ensure an engine control function, this function is moved
and process them, but only the channel in control, called to a position which protects the engine, and is known as
the Active channel, delivers control outputs. The other is the failsafe position.
called the Stand-by channel.
EFFECTIVITY Page 26
TOC
SINGLE SENSORS
EEC
ACTIVE
CHANNEL
CONTROL
A
OUTPUTS
QUAD SENSORS DUAL SENSORS SHARED SENSORS CCDL
CHANNEL
B STAND BY
SINGLE SENSORS
CTC-224-004-01 FADEC DESIGN

EFFECTIVITY Page 27
TOC
Closed loop control operation
In order to properly control the various engine systems,

the EEC uses an operation known as closed loop control.
The EEC calculates a position for a system component:

- The Command.
The EEC then compares the Command with the actual

position of the component (feedback) and calculates a
position difference:
- The Demand.
The EEC, through the Electro-Hydraulic Servo Valve

(EHSV) of the HMU, sends a signal to a component
(valve, actuator) which causes it to move.
With the movement of the system valve or actuator, the

EEC is provided with a feedback of the component’s
position.
The process is repeated until there is no longer a position

difference.
The result completes the loop and enables the EEC to

precisely control a system component on the engine.
EFFECTIVITY Page 28
TOC
CONTROL
SENSORS
DEMAND
CALCULATOR
DEMAND FEEDBACK
POSITION
+ - SENSOR
CONTROL LAW COMMAND

EHSV HMU ACTUATOR
EEC
CTC-224-005-01 CLOSED LOOP CONTROL PHILOSOPHY

EFFECTIVITY Page 29
TOC
EFFECTIVITY Page 30
TOC
ELECTRONIC ENGINE CONTROL
EFFECTIVITY
ELECTRONIC
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL ENGINE CONTROL Page 31
TOC
EEC Location
The EEC is a dual channel computer housed in an

aluminium chassis, which is secured on the right hand
side of the fan case at the 2 o’clock position (ALF).
EEC Cooling System
To operate correctly, the EEC requires cooling to maintain

internal temperatures within acceptable limits.
Ambient air is picked up by an air scoop, located on the

right hand side (ALF), of the fan inlet cowl and routed to
the EEC chassis, through a duct. The cooling air exits
through an air outlet on the EEC.
EFFECTIVITY
ELECTRONIC
TOC
CTC-224-006-01 ELECTRONIC ENGINE CONTROL

EFFECTIVITY
ELECTRONIC
TOC
EEC chassis
The EEC chassis is mounted on the fan case, by means The rear cover permits access to the EEC electronic
of four bolts with shock absorbers, which provide isolation circuit boards and a side panel provides a connection for
from shocks and vibrations. Two metal straps ensure the cooling air duct.
ground connection.
The cooling air is routed into an internal chamber and
A Front Panel Assembly (FPA) and a Side Interface then back out of the EEC through an air outlet on the top
Assembly (SIA) provide connectors for electrical input of the chassis.
and output signals. Both the FPA and SIA have devices
which protect the EEC from transient voltages. An identification plate, glued to the top of the chassis,
provides information on serial and part numbers and
Just below the SIA, a Pressure Sub-System (PSS) software version.
manifold provides connections for pressure lines coming
from various pick-up points around the engine.
There are two versions of manifold. The standard

manifold (non-PMUX) has just 2 connectors. The PMUX
manifold has 6 connectors, of which only 4 are used. The
2 connectors at either end are dummy connectors and
are blanked off.
EFFECTIVITY
ELECTRONIC
TOC
IDENTIFICATION PLATE
cfm international
A JOINT COMPANY OF SNECMA FRANCE AND GENERAL ELECTRIC COMPANY, USA GROUND
STRAP
ELECTRONIC CONTROL UNIT
PART NO.
SUPPLIER NO.
SERIAL NO.
356A7550P1 BAE SYSTEMS Controls JOHNSON CITY, NY/FT, WAYNE, IN/USA
COOLING AIR
OUTLET COOLING
AIR INLET
SHOCK
REAR COVER
ABSORBER
SIDE INTERFACE
ASSEMBLY
PRESSURE PRESSURE
SUB-SYSTEM SUB-SYSTEM
( PMUX) (NON PMUX)
FRONT PANEL
ASSEMBLY
CTC-224-007-01 EEC CHASSIS

EFFECTIVITY
ELECTRONIC
TOC
Electrical Connectors
There are 11 threaded electrical connectors located on

the front panel and the side interface assembly.
Each connector features a unique key pattern which only

accepts the correct corresponding cable plug.
Engine and aircraft signals are routed to and from

EEC channels A and B, through separate cables and
connectors. The connectors are identified through
numbers J1 to J8 marked on the front panel and J9, J10
and P11 marked on the side interface assembly.
Odd numbered connectors go to Channel A and even

numbered connectors go to Channel B. Some signals
on connectors J5, J6, J7 and J8 are shared between
channels.
P11, shared between channels A & B, is used for Ground

Support Equipment (GSE) connection and for the engine
Identification (ID) plug.
EFFECTIVITY
ELECTRONIC
TOC
FRONT PANEL SIDE INTERFACE

ASSEMBLY ASSEMBLY
J1 P11
J3 J10
J9
J7
J5
J2
J4 J8
J6
CTC-224-008-01 ELECTRICAL CONNECTORS

EFFECTIVITY
ELECTRONIC
TOC
Engine Rating / Identification Plug
The engine rating/identification plug provides the EEC

with engine configuration information for proper engine
operation.
It is plugged into connector P11 and attached to the fan

case by a metal strap. It remains with the engine even
after EEC replacement.
The plug includes a coding circuit, soldered to the plug

connector pins. It is equipped with fuse links and push-
pull links, which either ensure, or prohibit connections
between the different plug connector pins.
The identification (ID) plug supplies configuration data

codes to the EEC as follows:
- Engine family and model.
- N1 trim modifier.
- Thrust rating.
- Bump option for the -7B22 B1, -7B24 B1, -7B27 B1.
- Engine condition monitoring (optional).
- Engine combustor configuration (SAC or DAC).
- BSV active, or inactive.
EFFECTIVITY
ELECTRONIC
TOC
SAFETY WIRE
PUSH-PULL LINK
CODING CIRCUIT
O-RING
SHEATHED
CABLE
BOLTED ON THE
FAN CASE
CTC-224-009-01 IDENTIFICATION PLUG DESCRIPTION

EFFECTIVITY
ELECTRONIC
TOC
Pressure sub-system (PSS)
The PSS, enclosed in the aluminium chassis, consists of

a manifold, a series of pressure transducers, and related
mechanical and electrical connections.
Individual pressure lines enter the PSS through

connectors mounted on a manifold. The last few inches
of the pressure lines are flexible to facilitate EEC removal
and installation.
Behind the manifold, the connectors are attached to

pressure transducers that transform the pressure inputs
into digital signals for processing in the EEC.
If the PMUX option is not installed, the two pressures

used for engine control (P0, PS3) are supplied to both
channels, through the standard manifold.
If the PMUX option is installed (manifold with 6

connectors), P0 and PS3 are still supplied to both
channels and the two optional monitoring pressures are
supplied to a single channel:
- PS13 is dedicated to channel A.
- P25 is dedicated to channel B.
EFFECTIVITY
ELECTRONIC
TOC
MOTHERBOARD ASSEMBLY
UNUSED
PRESSURE TRANSDUCERS
PS3
PS13(PMUX) MANIFOLD (PMUX)
P0
P25(PMUX)
UNUSED
CTC-224-010-01 PRESSURE SUB-SYSTEM

EFFECTIVITY
ELECTRONIC
TOC
EEC power supply Control Alternator
The EEC is provided with redundant power sources to The control alternator provides two separate power
ensure an uninterrupted and failsafe power supply. sources from two independent windings.
A logic circuit within the EEC, automatically selects the One is hardwired to channel A, the other to channel B.
correct power source.
The alternator is capable of supplying the necessary
A/C power supply power above an engine speed of approximately 12% N2.
The power sources are the aircraft 115 VAC 400 Hz

transfer busses 1 and 2.
One is hardwired to channel A, the other to channel B.
EFFECTIVITY
ELECTRONIC
TOC
A/C
115 V AC
400 Hz
CHANNEL A CHANNEL B
J1 J2
EEC
J7 J8
CHANNEL A CHANNEL B
CONTROL
ALTERNATOR
96-134
VAC
CTC-224-011-01 EEC POWER SUPPLY

EFFECTIVITY
ELECTRONIC
TOC
EEC Power Supply Logic
At engine start, the EEC receives electrical power from If one set of alternator windings fail, the EEC switches
the aircraft, through an alternate power relay energized the relay for that channel and power is then provided
by the CDS DEU’s. When energized, the alternate power from the airplane transfer bus. The other EEC channel
relay supplies transfer bus 115 Vac to the EEC, through continues to receive power from the alternator.
EEC internal relays.
If both sets of alternator windings fail, the EEC switches
Any of the following conditions cause the CDS DEU’s to the relays for both channels. The EEC will then receive
energize the alternate power relay: power supply from the airplane transfer bus, through the
- Engine start lever set to idle. EEC internal relays.
- Engine start switch set to ground (GRD).
- Engine start switch set to continuous (CONT).
- Control Display Unit (CDU) set to engine
maintenance pages.
EEC software monitors N2 speed. When N2 is between

12% and 15%, the EEC energizes internal relays, which
switch power supply from the aircraft transfer bus to
the engine control alternator, driven by the accessory
gearbox.
- N2 < 12%: Aircraft transfer bus 115Vac supply.
- N2 between 12% and 15% : EEC energizes internal
relays.
- N2 < 15%: Control alternator power supply.
EFFECTIVITY
ELECTRONIC
TOC
115- VAC
TRANSFER CHANNEL A
BUS ENG ALTN
POWER CH A
INTERNAL RELAYS
115- VAC
TRANSFER CONTROL
CHANNEL B ALTERNATOR
BUS ENG ALTN
POWER CH B
CONNECT/
28- VDC DISCONNECT
BUS LOGIC
ENG RUN/POWER CONT
EEC
ALTERNATE
POWER
RELAY
START LEVER-IDLE
START SWITCH-GRD
START SWITCH-CONT
CDU-ENGINE MAINT PAGES
AIRCRAFT ENGINE
CTC-224-012-01 EEC POWER SUPPLY LOGIC

EFFECTIVITY
ELECTRONIC
TOC
EEC Control Alternator Functional description
The control alternator supplies electrical power for the The control alternator consists of a rotor and stator
EEC. enclosing two sets of windings.
The alternator is mounted on the top forward side of the The rotor contains permanent magnets and is secured on
accessory gearbox (AGB). a stub shaft extending from the drive pad of the AGB. It is
seated in position through 3 flats and a securing nut.
It consists of:
- A stator housing, secured on the attachment pad by The windings are integrated with the housing structure
means of three bolts. and surround the rotor when the housing is mated to the
- Two electrical connectors, one for each EEC drive pad mounting boss.
channel.
- A rotor, secured on the AGB gearshaft by a nut. Each set of windings supplies a three-phase power
signal to each EEC connector on the forward face of the
This control alternator is a “wet” type alternator, lubricated housing.
with AGB engine oil.
Each power signal is rated between 14.2 and 311 VAC,
depending on core speed and load conditions.
The alternator continues to meet all electrical power

requirements at core speed above 45%, even if one
phase in either set, or one phase in both sets of windings
fails.
EFFECTIVITY
ELECTRONIC
TOC
ROTOR AGB
GEARSHAFT
O-RING
AGB
STATOR
J8 HARNESS
CONNECTOR
(CHANNEL B) NUT
J7 HARNESS
CONNECTOR
(CHANNEL A)
CTC-224-013-00 EEC CONTROL ALTERNATOR DESIGN

EFFECTIVITY
ELECTRONIC
TOC
EFFECTIVITY
ELECTRONIC
TOC
ENGINE SENSORS
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL ENGINE SENSORS Page 49
TOC
ENGINE SENSORS
Aerodynamic stations
The EEC requires information on the engine gas path

and operational parameters in order to control the engine
during all flight phases.
Sensors are installed at aerodynamic stations and

various engine locations, to measure engine parameters
and provide them to the EEC subsystems.
Sensors located at aerodynamic stations have the same

number as the station. e.g. T25.
Sensors placed at other engine locations have a

particular name. e.g. TEO sensor.
EFFECTIVITY
TOC
0 12 13 25 3 49.5 5
CTC-224-014-01 AERODYNAMIC STATIONS

EFFECTIVITY
TOC
ENGINE SENSORS
Speed sensors Pressures
LP rotating system speed, N1. Ambient static pressure, P0.

HP rotating system speed, N2. HPC discharge static pressure, PS3 or CDP.
Fan discharge static pressure, PS13 (optional).
Temperature sensors HPC inlet total pressure, P25 (optional) which is a part of
the PT25 sensor.
- Resistive Thermal Device (RTD sensors).
The pressures are measured through transducers located
Fan inlet temperature, T12. in the EEC.
High Pressure Compressor inlet temperature,
T25 (part of the PT25 sensor). Vibration sensors
- Thermocouples. There are two vibration sensors (accelerometers):

- No 1 bearing vibration sensors (accelerometers).
Compressor discharge temperature, T3. - Fan Frame Compressor Case Vertical (FFCCV)
Exhaust Gas Temperature, EGT or T49.5. accelerometer.
LPT discharge temperature, T5 (optional).
EFFECTIVITY
TOC
T5
T49.5 (EGT)
T3
PS13 No.1 BRG

VIB SENSOR
CONNECTOR
P0
PS3 T12
(9 O'CLOCK ON (ON THE INLET COWL)
COMBUSTOR CASE)
FFCCV
ACCELEROMETER
N1 SPEED SENSOR
PT25
(P25 AND T25)
N2 SPEED SENSOR
(FWD FACE OF AGB)
CTC-224-015-01 ENGINE SENSORS

EFFECTIVITY
TOC
ENGINE SENSORS
N1 speed sensor
The N1 speed sensor is mounted through the 4 o’clock

fan frame strut.The sensor body has a flange to attach
the complete sensor to the fan frame shroud and once
secured on the engine with 2 bolts, only the body and the
receptacle are visible.
The receptacle has three electrical connectors.

Two connectors provide the EEC with output signals.
The third is connected to the DEU/AVM signal
conditioner.
The N1 sensor ring has one tooth which is thicker than

the others and this generates a stronger pulse in the
sensor and is used as a phase reference in engine
vibration analysis.
Internally, a spring keeps correct installation of the sensor

probe, regardless of any dimensional changes due to
thermal effects.
Externally, there are two damping rings to isolate the

probe from vibration.
EFFECTIVITY
TOC
DAMPING RINGS (x 2)
POLE PIECES
TENSION SPRING RECEPTACLE
A/C CH A
CH B
PROBE HOUSING
CTC-224-016-01 N1 SPEED SENSOR

EFFECTIVITY
TOC
ENGINE SENSORS
N2 speed sensor
The N2 speed sensor is installed on the front face of the

AGB at 9 o’clock and secured with 2 bolts.
The housing has three connectors:
- EEC channel A.
- EEC channel B.
- DEU/AVM signal conditioner.
EFFECTIVITY
TOC
RECEPTACLE
A/C CONNECTOR
(DEU/AVM SIGNAL CONDITIONER)
EEC CONNECTORS
MAGNETIC
HEAD
CH B CH A
CH A CH B
POLE PIECES
CTC-224-017-01 N2 SPEED SENSOR

EFFECTIVITY
TOC
ENGINE SENSORS
T12 sensor
The T12 temperature sensor measures the fan inlet total

temperature and is installed through the fan inlet cowl, at
the 2:30 clock position. It is accessible through a panel
on the outer right side of the inlet cowl.
The EEC uses TAT supplied from the ADIRU’s and T12
sensor measuremets for engine thrust management and
for VBV, VSV and LPTACC systems control logic.
The T12 sensor consists of a housing, two platinum

elements and two electrical connectors for connection to
the EEC.
The EEC supplies a constant voltage to the sensor

elements, which change resistance in proportion to
changes in the air temperature. The EEC measures the
difference between the constant voltage and the input
from the sensor and converts the difference into a fan
inlet temperature.
EFFECTIVITY
TOC
RECEPTACLE
CHANNEL A
RECEPTACLE INLET COWL
CHANNEL B
GROUND STUD
ELASTOMER
DAMPERS
HOUSING
CTC-224-018-01 T12 SENSOR

EFFECTIVITY
TOC
ENGINE SENSORS
PT 25 sensor
The PT25 sensor consists of a housing, two platinum

elements and two electrical connectors for connection to
the EEC. A ram air pressure tube is also included as part
of the sensor probe.
It is installed in the fan frame mid-box structure, at

approximately the 7 o’clock position.
Temperature sensor.
The T25 temperature sensor, part of the PT25 sensor,

supplies the High Pressure Compressor inlet temperature
to the EEC for FMV, VSV, VBV, TBV, HPTACC logic.
Pressure sensor.
As an option P25 ram air pressure is supplied to the EEC

for condition monitoring purposes.
The air pressure measurement is a direct input to the

EEC and is converted from a pressure signal to an
electrical signal by transducers in the EEC.
EFFECTIVITY
TOC
CHANNEL A
CONNECTOR
CHANNEL B
CONNECTOR
AIR OUTLET
PRESSURE PORT
IN THE ENGINE
FLOWPATH
TEMPERATURE PORT
IN THE ENGINE
FLOWPATH
CTC-224-019-01 PT25 SENSOR

EFFECTIVITY
TOC
ENGINE SENSORS
Compressor discharge temperature T3
The T3 sensor is located at the 12 o’clock position on the

combustion case, just aft of the fuel nozzles.
It consists of two thermocouples enclosed in the same

housing, which send their electrical signal through a rigid
lead to a junction box, accomodating 2 connectors, one
per EEC channel.
The T3 sensor measures the temperature of 9th stage air

(compressor discharge) and sends the data to the EEC
for use in the fuel control logic. The data is also used for
control logic of critical functions, such as VSV and VBV
and it also plays a role in the HPTACC control logic.
The bi-metallic (chromel-alumel) sensor produces a

current (mA) proportional to temperature.
EFFECTIVITY
TOC
THERMOCOUPLE
CTC-224-020-01 T3 TEMPERATURE SENSOR

EFFECTIVITY
TOC
ENGINE SENSORS
Exhaust Gas Temperature
The Exhaust Gas Temperature (EGT) sensing system is

located at aerodynamic station 49.5.
This EGT value is used to monitor the engine’s condition.
The sensing system includes eight thermocouple probes,

secured on the LPT case, and the probes are immersed
in the LPT nozzle stage 2.
Each thermocouple produces an electrical output signal

proportional to the temperature at the sensing probe. The
eight probes are grouped in pairs to make up 4 sectors,
numbered 1 to 4 in the clockwise direction ALF.
Measurements from the four sectors are sent to the EEC.

The two measurements from the right side of the engine
(ALF) go to channel A and the two measurements from
the left side go to channel B.
EFFECTIVITY
TOC
TUBE
THERMOCOUPLE
JUNCTION BOX
WIRE HARNESS
THERMOCOUPLE
T49.5 THERMOCOUPLE HARNESS
ENGINE TURBINE CASE

(RIGHT SIDE)
ENGINE TURBINE CASE
(LEFT SIDE)
CTC-224-021-00 EGT THERMOCOUPLES AND HARNESSES

EFFECTIVITY
TOC
ENGINE SENSORS
LPT discharge temperature T5
The T5 temperature sensor is located at the 4 o’clock

position, on the LPT rear frame.
This sensor is part of the optional monitoring kit, available

upon customer request.
It consists of a metal body, which has two thermocouple

probes and a flange for attachment to the engine.
A rigid lead carries the signal from the probe to a main

junction box with a connector that allows connection with
a harness.
The two thermocouples are parallel-wired in the box and

a single signal is sent to the EEC channel A.
EFFECTIVITY
TOC
FWD
3 O`CLOCK
T5 SENSOR
ASSEMBLY
T5 SENSOR
CTC-224-022-01 T5 TEMPERATURE SENSOR

EFFECTIVITY
TOC
ENGINE SENSORS
Pressure signals Ambient static pressure P0
Various pressures, picked up at specific serodynamic The P0 sensor is used by the EEC as an input of ambient
stations, provide the EEC with information for engine static pressure.
control, or monitoring.
The P0 air pressure is measured through a vent plug,
Air pressures are sent to the EEC through pressure lines, installed on the EEC pressure plate.
which are drained at their lowest part by weep holes.
HPC discharge pressure PS3
Transducers, within the EEC Pressure Sub-System
(PSS), change the air pressure inputs to digital signals. The PS3 sensor provides HPC discharge pressure to the
EEC for use in fuel and engine control.
The transducers are quartz capacitive types and the
vibration frequency of the quartz element varies with the The PS3 static pressure pick-up is located on the
stress induced into the element by the air pressure. combustion case, at the 9 o’clock position, between two
fuel nozzles.
EFFECTIVITY
TOC
FWD
EEC PS3
CDP
LINE
PS3
P0
CTC-224-024-00 P0 AND PS3 PRESSURE SENSORS

EFFECTIVITY
TOC
ENGINE SENSORS
Fan discharge static pressure PS13 HPC inlet total pressure P25
PS13 is part of the optional monitoring kit, available upon P25 is part of the optional monitoring kit, available upon
customer request. customer request.
The PS13 pick-up is located at approximately 1 o’clock, The P25 probe is installed in the fan frame mid-box
downstream from the fan Outlet Guide Vanes (OGV). structure, at approximately the 7 o’clock position.
This signal is processed by channel A only. The pressure line exits the 12-strut hub on its rear wall
through a nipple.
The signal is processed by channel B only.
EFFECTIVITY
TOC
PS13
PS13
P25
PS13
TRANSDUCER EEC CHANNEL A
EEC CHANNEL B
P25
TRANSDUCER
AIR PRESSURE TUBE
CTC-224-025-00 PS13 ANS P25 SENSORS

EFFECTIVITY
TOC
ENGINE SENSORS
No 1 bearing accelerometer
The assembly is made up of a vibration sensor, which

is secured at the 9 o’clock position on the No 1 bearing
support front flange.
It is a 100 pc/g piezo-electric sensor.
A semi-rigid cable, routed in the engine fan frame, links

the vibration sensor to an electrical output connector,
located at the 3 o’clock position (ALF) on the fan frame
outer barrel.
The cable is protected by the installation of shock

absorbers which damp out any parasite vibration.
The No 1 bearing accelerometer permanently monitors

the engine vibration and due to its position, is more
sensitive to fan and booster vibration. However, this
sensor also reads N2 and LPT vibrations.
The data is used to perform fan trim balance. This sensor

is not a Line Replaceable Unit (LRU).
EFFECTIVITY
TOC
FAN FRAME
OUTER
SURFACE SELF-SEALING
CONNECTOR
SHOCK
ABSORBERS
ELECTRICAL SENSITIVE
OUTPUT AXIS
CONNECTOR
CABLE
FORWARD VIBRATION SENSOR

VIBRATION STATIONARY (ACCELEROMETER)
SENSING AIR SEAL
ELEMENT
AFT LOOKING FORWARD (ALF)
CTC-224-026-01 No 1 BEARING ACCELEROMETER

EFFECTIVITY
TOC
ENGINE SENSORS
FFCCV accelerometer
The fan frame compressor case vertical (FFCCV)

accelerometer is a solid state assembly which is attached
to the mid box structure at the 3 o’clock position.
The FFCCV is a 100 pc/g piezo-electric sensor.
The sensor lead extends rearward to a bracket at approx

11 o’clock on the HPC upper stator case.
EFFECTIVITY
TOC
SENSOR
RECEPTACLE
ELECTRICAL
CONNECTOR
FFCCV VIBRATION
SENSOR
FAN FRAME
FFCCV VIBRATION
FWD SENSOR
CTC-224-027-00 FAN FRAME COMPRESSOR CASE VERTICAL (FFCCV) ACCELEROMETER

EFFECTIVITY
TOC
EFFECTIVITY
TOC
ENGINE WIRING HARNESSES
EFFECTIVITY
ENGINE WIRING
HARNESSES Page 77
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL Feb 05
CFMI PROPRIETARY INFORMATION ENGINE SYSTEMS
TOC
Two types of harnesses are used, depending on where

they are installed on the engine.
Core engine section
Harnesses routed along the core engine section have a

special design that can withstand high temperatures.
Hot section harnesses are designated:

- CJ9 and CJ10.
Fan section
Harnesses that run on the fan inlet case and the fan
frame, have a more conventional design.
Cold section harnesses are designated:

- J5, J6, J7, J8, J9 and J10.
EFFECTIVITY
ENGINE WIRING
HARNESSES Page 78
TOC
COLD SECTION:
HOT SECTION:
J5, J6, J7,
CJ9, CJ10
J8, J9, & J10
CTC-224-028-01 ELECTRICAL ENGINE HARNESSES

EFFECTIVITY
ENGINE WIRING
HARNESSES Page 79
TOC
The electrical harnesses ensure the connections between

the various electrical, electronic and electro-mechanical
components, mounted on the engine.
They are all screened against high frequency electrical

interferences, and each individual cable within a
harness is screened against low frequency electrical
interferences.
They are also constructed with fireproof materials and

sealed to avoid any fluid penetration.
The odd numbered harnesses are Channel A.

The even numbered harnesses are Channel B.
EFFECTIVITY
ENGINE WIRING
HARNESSES Page 80
TOC
CHANNEL A J5
J7
FUEL FLOW N2 EEC
HMU
METER SENSOR
J8 N1
OIL J6 SENSOR
TEMP. CHANNEL B
T12
CH. B CH. A
EEC
ALTERNATOR
J9 J10 OIL FILTER

CLOGGED
T49.5 (S1)
OIL PRESSURE
T49.5 (S2) SENSOR
CJ9
T49.5 (S3) FUEL FILTER
CLOGGED
JUNCTION CHANNEL A
T49.5 (S4)
DMS CHIPS
T5 DETECTORS
BOX
(OPTIONAL) (OPTIONAL)
T3 TBV VBV VSV HPTACC LPTACC T25
JUNCTION
CJ10 CHANNEL B
BOX
CTC-224-029-01 HARNESSES INTERFACES

EFFECTIVITY
ENGINE WIRING
HARNESSES Page 81
TOC
EFFECTIVITY
ENGINE WIRING
HARNESSES Page 82
TOC
START SYSTEM
EFFECTIVITY Page 83
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL START SYSTEM
TOC
START SYSTEM
The engine start system uses pneumatic power to turn The engine start system is used to provide sufficient
the engine’s N2 rotor during start or motoring procedures. torque to accelerate the high pressure system to a speed
Pneumatic power comes from one of these sources: at which a combustion light off and self sustained RPM
- The auxiliary power unit (APU). occur.
- The ground power unit (GPU).
- The running opposite engine. The EEC controls the engine parameters during starting,
cranking and ignition.
These components control the engine start system:
- Flight compartment switches. For this purpose, the EEC commands:
- Display electronics unit (DEU). - Positioning of the Fuel Metering Valve (FMV).
- Electronic engine control (EEC). - Energizing of the ignitors.
The engine start system operates on the ground and in It also detects abnormal operation and delivers specific
flight. messages.
The starting system is located underneath the left hand

side engine cowlings (ALF) and consists of:
- One upper air duct.
- One starter valve.
- One lower air duct.
- One starter.
When the starter valve is energized, air pressure is

delivered to the starter.
The starter provides the necessary torque to drive the HP

rotor, through the AGB, TGB and IGB.
EFFECTIVITY Page 84
TOC
PRESSURIZED AIR FROM A/C

AIR BLEED SYSTEM
UPPER
AIR DUCT
CDS/DEU
START VALVE
START VALVE
LOWER AIR
DUCT
STARTER
STARTER
CTC-224-030-00 START SYSTEM

EFFECTIVITY Page 85
TOC
START SYSTEM
Starting is controlled from the following cockpit interfaces:
- The engine start panel (P5) on the overhead panel,

which has two engine start switches, one for each
engine, and an ignition selector switch.
- The two start levers (one per engine), located on the

control stand, under the thrust levers.
- The Common Display System (CDS) display unit.
Electrical power for engine starting control comes from

the transfer bus.
EFFECTIVITY Page 86
TOC
ENGINE START ENGINE START

SWITCH GRD
OFF
CONT BOTH GRD
OFF
CONT
FLT IGN IGN FLT
L R
1 2
P5
IGNITION
SELECTOR
SWITCH
FLIGHT COMPARTMENT
THRUST
LEVERS
ENGINE
START
LEVERS
FWD
CDS DISPLAY UNIT CONTROL STAND
CTC-224-031-01 START SYSTEM INTERFACES

EFFECTIVITY Page 87
TOC
START SYSTEM
Engine start procedure summary

NOTE:
Set ignition selector switch to IGN L, or R, to determine A minimum 20% N2 is required to attempt starting.
which ignition to use for starting.
At 55% N2, the engine start switch automatically goes
Put the engine start switch to the GRD position. back to the OFF position and the ‘START VLV OPEN’
When this is done, light extinguishes.
- A boost signal is sent to the APU.
- The SAV is energized. NOTE :
- The SAV opens and the ‘START VLV OPEN’ light Make sure that the start switch returns to the OFF
illuminates. position.
- N2 increases.
- Oil pressure increases. Monitor all engine parameters as engine speed increases
- N1 begins to rotate CCW (FLA). Check with ground to idle (N2, oil pressure, N1, fuel flow, EGT).
personnel.
Move the engine start lever to the idle position at a

recommended 25% N2, or greater.
- Ignition goes ON, according to the selected

igniter(s).
- Fuel is delivered.
The ‘ENG VALVE CLOSED’ light extinguishes.
Fuel flow increases.
EGT increases.
EFFECTIVITY Page 88
TOC
ENGINE START START VALVE

1 GRD
OFF
CONT BOTH GRD
OFF
CONT 5 OPEN 8
FLT IGN IGN FLT OIL FILTER N2
L R BYPASS
LOW OIL LOW OIL
PRESSURE PRESSURE
1.0 6
1.85
0 0
1 2 4
100 100 FF/FU
50 50 2
LB X 1000
0 0
ENGINE START SWITCHES (P5) OIL P
FUEL FLOW
IN LIMITS
2
ENGINE START
GRD
OFF
CONT BOTH GRD
OFF
CONT 6 GROUND PERSONNEL : 9
FLT IGN IGN FLT
L R
N1 TURNS CCW (FLA)
0 188
1 2
3 7 EGT
3 START VALVE
OPEN
START VALVE
OPEN
OIL FILTER OIL FILTER
BYPASS BYPASS
LOW OIL LOW OIL ENGINE 10 11
PRESSURE PRESSURE
START
100 100
0 LEVERS N2 GRD
OFF
CONT
50 50 FLT
0
OIL P
0
0 10 55.0
0
UPPER CENTER DISPLAY UNIT (P2) MOVED TO 8
2
6 4
CONTROL STAND 20% N2 MINI
2
4
BUT
EGT
10 0.0 10 16.8 RECOMMENDED
8
2
0
8
2
0
0 10 20.1 TO 25 % N2 OR 12
6 4 6 4 0
8
N2 6 4
2 MORE MONITOR ALL ENGINE PARAMETERS
N2
UNTIL IDLE ENGINE SPEED
CTC-224-032-01 ENGINE START PROCEDURE SUMMARY

EFFECTIVITY Page 89
TOC
START SYSTEM
Starting operation
With pneumatic and electrical power available, when the When the engine start switch is placed in the CONT
engine start switch is placed in the GRD position, the position, the following occurs:
following occurs:
- The system sets continuous ignition on the selected
The EEC receives a start signal. igniter.
The CDS energizes the holding solenoid, which When the engine start switch is placed in the FLT
maintains the start switch in the GRD position. position, the following occurs:
The auxiliary power unit (APU) receives an engine start - The system sets continuous ignition on both igniters.
signal from the CDS/DEU.
The CDS energizes the start valve solenoid.

- The start valve opens
- Pneumatic pressure is delivered to the starter, which
turns the engine.
At starter cutout speed (55% N2), the CDS/DEU:

- De-energizes the holding solenoid and the engine
start switch automatically returns to the OFF
position.
- De-energizes the start valve solenoid and the start
valve closes.
EFFECTIVITY Page 90
TOC
OFF
GRD CONT
FLT
APU SYSTEM
OFF
ENGINE START
OFF
START
GRD CONT
FLT IGN
BOTH
IGN
GRD CONT
FLT
VALVE
L R
DEU 1
1 2
ENGINE START SWITCHES (P5) DEU 2
CDS DISPLAY UNIT
EEC STARTER
CTC-224-118-00 START CONTROL

EFFECTIVITY Page 91
TOC
START SYSTEM
On Ground Starting Protection - General Engine hot start
At initial power-up, the EEC selects either the Enhanced- For both the Enhanced-Manual and Manual start modes,
Manual or the Manual starting mode, based on the status the EEC reacts to an abnormally high EGT during a
of airplane (customer option). ground engine start, by setting a Hot-Start Detected
signal.
The Enhanced-Manual setting is the standard mode used
for ground engine starts and features automatic: Hot-Start detection uses an EGT increased characteristic
- Hot start detection and protection. curve to detect an impending start over-temperature.
- Wet start protection. The curve provides a hot-start EGT boundary that would
- Rollback over-temperature protection. otherwise not be exceeded by a normal engine start and
is always less that the starting EGT limit (725°C).
The Manual setting is used for ground engine starts and
features automatic: The curve is a function of core speed (N2) and residual
- Hot start detection. EGT. If EGT exceeds the curve for 360ms, the EEC sets
- Rollback over-temperature protection. the ‘hot-start-detected’ signal.
The CDS reacts to the this signal by “flashing” the

surround box of the EGT digital readout to alert the flight
crew, who are responsible for monitoring and reacting to
an impending hot-start condition.
With the Enhanced-Manual mode option, the EEC will

cut off the fuel flow and ignition when the EGT limit is
reached. The display will continue to flash until the start
lever is returned to the cut-off position.
EFFECTIVITY Page 92
TOC
PRIMARY ENGINE DISPLAY
CTC-224-119-00 ON GROUND STARTING PROTECTION - HOT START

EFFECTIVITY Page 93
TOC
START SYSTEM
Engine Wet Start Rollback over-temperature protection
With the Enhanced-Manual mode option, the EEC stops Rollback protection is provided for both Enhanced-
the engine start if the EGT does not increase more than Manual, or Manual starting modes, after the engine has
42°C within 15 seconds (20 seconds if TAT is less than or started and for ground operations.
equal to 2°C) after the engine start lever is moved to the
idle position. If the airplane is on the ground (the Flight mode discrete
is false), the engine reached idle but has subsequently
The EEC stops fuel flow, turns off ignition and terminates spooled back to less than 45% N2, and EGT exceeds the
the engine start. Starting-EGT Limit, the EEC:
The EEC keeps a message for display on the CDU. - Turns off ignition.
- Commands the Fuel Metering Valve (FMV) to the
fully closed position to stop the fuel flow.
- Latches the ignition off and the FMV closed, until the
start lever is moved to the CUT OFF position.
The CDS displays an “ENG FAIL” message over the

respective engine EGT display on the center display unit.
EFFECTIVITY Page 94
TOC
ENGINE 1 BITE
CURRENT FAULTS 1/1
MAINT MESS 80-XXXXX

IGNITER 1 OR 2 FAILED
TO START ENGINE
FLIGHT LEG (X=FAULT SET)

0 1 2 3 4 5 6 7 8 9 10)
X
<INDEX
CDU - ENGINE STARTING BITE PRIMARY ENGINE DISPLAY
CTC-224-120-00 ON GROUND STARTING PROTECTION - WET START AND ROLLBACK

EFFECTIVITY Page 95
TOC
START SYSTEM
In-flight starting
The crew puts the engine start switch to the FLT position
for a windmill start.
If the engine is out of the windmill start limit, the CDS

displays the message X-BLEED START above the
engine’s N2 digital indicator.
The crew have to set the start switch to the GRD position
to open the start valve to re-engage the starter.
EFFECTIVITY Page 96
TOC
ENGINE START
OFF OFF
GRD CONT BOTH GRD CONT
FLT IGN IGN FLT ENGINE START
L R OFF OFF
GRD CONT BOTH GRD CONT
FLT IGN IGN FLT
L R
1 2
1 2
CROSS BLEED
EGT START MESSAGE
X-BLD START
89.1 89.1 EGT
X-BLD START
87.7 50.0
N2 20.1
UPPER CENTER DISPLAY UNIT (P2)

N2
UPPER CENTER DISPLAY UNIT (P2)
CTC-224-121-00 IN FLIGHT STARTING

EFFECTIVITY Page 97
TOC
START SYSTEM
In-flight starting protection
The EEC outputs an EGT-Start-Redline limit, which the

CDS displays as a radial tic mark on the EGT display.
The EGT-Start-Redline limit depends on the start

classification:
- Quick-Windmill-Relight (QWR),
or,
- Normal in-flight start.
When the core speed drops below 50%, the EEC starts a
timer.
The time for relight depends on altitude.

- If the EEC detects a relight before the timer limit
is reached, the start is classified as a QWR. The
EGT limit is set at 950°C.
- If the time exceeds the QWR timer limit, the start is
classified as a normal in-flight start. The EGT limit
is set at 725°C.
If there is an overshoot of the EGT limit, an EGT

exceedance is set and recorded by the CDS/DEU.
EFFECTIVITY Page 98
TOC
EGT STARTING
REDLINE (RED)
20
15
TIME
(SECS)
10 NORMAL
REDLINE (RED)
QWR 5
QWR
0 ALTITUDE, FT
0 10000 20000 30000 40000 50000
CTC-224-122-00 IN FLIGHT STARTING PROTECTION

EFFECTIVITY Page 99
TOC
EFFECTIVITY Page 100

TOC
STARTER

B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL STARTER
TOC
STARTER
The engine starter is used to accelerate the High Starter servicing

Pressure rotor (N2) for starting and maintenance
operation. - Remove the magnetic bayonet-type plug from the
plug housing at the bottom of the starter and
The starter is a single stage, axial flow, air turbine, discard the plug seal.
clamped to the accessory gearbox (AGB) forward face at
the 8 o’clock position with a “V” coupling clamp. - Install a TEDECO DB-75 adapter and pressure
service the starter, using the same approved
A locator pin is provided on the mounting flange to engine oil that is used in the AGB.
accurately position the starter to the engine.
- Remove the adapter and re-install the magnetic plug
Oil from the AGB is used to cool down and lubricate the with a new seal.
starter critical components.
A drain/fill port is provided with a magnetic plug to collect

metallic particles in the lubricant.
Installation of a new starter requires the addition of a

small quantity of oil (300cc).

TOC
SAFETY CABLE
MAGNETIC HORIZONTAL DRIVE SHAFT

PLUG HOUSING
PACKING
MAGNETIC PLUG
TEDECO
SERVICING TOOL ADAPTER
LOWER PNEUMATIC COUPLING

DUCT ASSEMBLY
PERFORMED
PACKING
COUPLING
ENGINE
ACCESSORY
GEARBOX
STARTER (AGB)
FWD
DRAIN/FILL PORT OUTPUT
(MAGNETIC PLUG) SHAFT
CTC-224-033-01 STARTER
TOC
STARTER
The pneumatic starter has an air inlet and a stator

housing assembly, which contains the following main
elements:
- A turbine wheel stator and rotor.

- A reduction gear set.
- A clutch assembly.
- An output shaft.
Pressurized air enters the air starter and reaches the

turbine section, which transforms the air’s kinetic energy
into mechanical power.
This high speed power output is transformed into low

speed and high torque motion, through a reduction gear
set.
A clutch system, installed between the gear set and the

output shaft, ensures transmission of the turbine wheel
power to the output shaft during engine starting, and
disconnection when the output shaft is driven by the
engine (N2).

TOC
A = TURBINE
B = REDUCTION GEAR SET
C = CLUTCH
D = OUTPUT SHAFT
EXHAUST
AIR PRESSURE
FROM A/C
AIR SYSTEM
A B C D
CTC-224-034-01 AIR STARTER OPERATION

TOC

TOC
IGNITION

B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL IGNITION
TOC
IGNITION
The engine is equipped with a dual ignition system to

ignite the air/fuel mixture within the combustion chamber.
It is located on the right-hand side of the containment

case at the 5 o’clock position and on both sides of the
core.
The ignition system has two independent circuits

consisting of:
- 2 low energy ignition exciters.
- 2 ignition lead assemblies.
- 2 igniters.
Ignition 1 assembly, located on the left hand side is

connected to the lower ignition exciter.
Ignition 2 assembly, located on the right hand side, is
connected to the upper ignition exciter.
Electrical power from the A/C standby and transfer bus is

supplied to the ignition exciters and transformed into high
voltage pulses. These pulses are sent, through ignition
leads, to the tip of the igniter plugs, producing sparks.

TOC
IGNITER (2)
2 IGNITION LEAD
ASSEMBLIES 2 EXCITERS
CTC-224-035-01 IGNITION GENERAL

TOC
IGNITION
Exciters
The ignition exciters, which are capacitor discharge type, The ignition exciter electrical circuit consists of:
use 115 VAC to produce high voltage pulses to energize - An input circuit.
the spark igniters. - A rectifier and storage circuit.
- A discharge circuit.
The ignition exciters transform this low voltage input into
repeated 18 KV high voltage output pulses. The A/C alternating input voltage is first rectified and then
stored in capacitors.
The 2 ignition exciters are installed on the fan case, at 5
o’clock. In the discharge circuit, a spark gap is set to break down
when the capacitors are charged, delivering a high
An aluminium protective housing, mounted on shock voltage pulse at a regular rate.
absorbers and grounded, encloses the electrical exciter
components. Input voltage: 105-122 VAC (115V nominal).
380-420Hz (400 Hz nominal).
The housing is hermetically sealed, ensuring proper
operation, whatever the environmental conditions. Output voltage: 14-18KV at the end of the
ignition lead.
The components are secured mechanically, or with
silicon cement, for protection against engine vibration.

TOC
UPPER
IGNITION
EXCITER
ENGINE RIGHT SIDE IGNITION 2
TO RIGHT
IGNITER
TO LEFT
IGNITER
IGNITION 1
SHOCKMOUNT
GROUND
LOWER
STRAP
IGNITION
EXCITER
CTC-224-036-00 IGNITION EXCITERS

TOC
IGNITION
Ignition leads
The two ignition leads consist of 14-gauge stranded

copper conductors with silicone rubber insulation within a
tinned copper braid and nickel outer braid.
The leads are routed from the ignition exciters, down to

an air manifold at the 6 o’clock position. Then they are
routed underneath the core engine module, to the igniters
on the combustion case.
Booster air is introduced at the air inlet adapter, into the

cooled section of the braided conduit, and exits at the
combustor case, through the igniter shroud.
The two ignition lead assemblies are identical and

interchangeable and each connects one ignition exciter
to one igniter.

TOC
COOLED SECTION
BOOSTER
AIR
INTRODUCTION
COOLING AIR INLET

AIR EXIT IGNITER ADAPTER
PLUG BOOSTER
SIDE AIR
BRAIDED
CONDUIT
ELBOW
ASSEMBLY NON-COOLED
SECTION
6 O'CLOCK
STRUT
IGNITION
LEADS
IGNITION
EXCITER
SIDE
CTC-224-037-01 IGNITION LEAD

TOC
IGNITION
Igniter plugs
The igniter plugs are located on the combustion case at The installed plug is protected from compartment heat by
the 4 and 8 o’clock positions. the attachment of a two piece shroud. Booster air flows
They provide electrical sparks required to start or over the plug and under the shrouds, exiting against the
maintain combustion. engine case. The shroud halves are attached to the plug
by means of a single hose clamp.
The igniter plug is a recessed gap igniter, which has:
- An input terminal contact. Before installing the igniter, a small amount of graphite
- A shell seal. grease should be applied to the threads that connect with
- A retained insulator. the igniter bushing in the combustion case boss.
- An installation flange gasket.
- A spark gap. NOTE:
Do not apply grease or any lubricant to the threads of the
The two igniter plugs consist of a center electrode connector on the ignition lead as this will cause damage
insulated from the outer shell by aluminium oxide. The to the igniter and lead.
igniter plugs are threaded to a shimmed adapter threaded
to the combustion case and lockwired to a retainer. If the igniter has been removed for maintenance or repair,
A smooth mounting flange on the shank with a nickel the blue chamfered silicone seal must be replaced.
gasket cemented to each side provides an air seal with
the adapter.
A surface gap at the tip discharges the high voltage, low

energy electrical pulses to produce ignition.

TOC
SHROUD CLAMP
COMBUSTION
CASE
COOLING
SHROUD
COUPLING
NUT
IGNITER
BUSHING
IGNITION
LEAD
ELECTRODE
ASSEMBLY
IGNITER PLUG
CAPTIVE
WASHER
OUTER
SILICONE
SEAL COOLING
SHROUD
CTC-224-038-00 IGNITER PLUG

TOC

TOC
POWER MANAGEMENT AND FUEL CONTROL
EFFECTIVITY
POWER MAN. &
FUEL CONTROL Page 117
TOC
POWER MANAGEMENT & FUEL CONTROL
Power management controls the engine thrust levels by

means of throttle lever inputs.
Power management uses fan speed (N1) as the thrust-

setting parameter.
The EEC calculates five reference fan speeds

(corresponding to idle, maximum climb, maximum
continuous, maximum take-off/go-around, and maximum
reverse thrust) for the appropriate engine rating (ID plug)
and based upon ambient conditions and engine bleeds.
EFFECTIVITY
POWER MAN. &
TOC
THROTTLE
RESOLVER ANGLE
AMBIENT
CONDITIONS
PWR
MAN N1 COMMAND
ENGINE
BLEEDS
ID PLUG
CTC-224-039-00 POWER MANAGEMENT

EFFECTIVITY
POWER MAN. &
TOC
Engine Rating (ID plug)
The EEC contains selectable rating data for six different

engine models some of which have thrust bump
options. The actual thrust rating data is selected by pin
programming of the engine ID plug.
The available sea-level-static thrust ratings are
19500 lbs, 20600 lbs, 22700 lbs, 24200 lbs, 26300 lbs
and 27300 lbs.
EFFECTIVITY
POWER MAN. &
TOC
THRUST
RATINGS
Lbs
7B27
27.300
7B26
26.300 ID PLUG
7B24
7B24/B1
24.200
7B22
7B22/B1
22.700
7B20
20.600
7B18
19.500
AMBIENT TEMPERATURE °C
CTC-224-123-00 CFM56-7B THRUST RATINGS

EFFECTIVITY
POWER MAN. &
TOC
Thrust depends on the mass of air entering the engine The baseline thrust rating calculations are:
and the acceleration given to it during the engine cycle. - EOB Emergency Reserve / Bump (Overboost).
- MTO Maximum Takeoff/Go Around.
Thrust Setting Calculation - MCT Maximum Continuous.
- MCL Maximum Climb.
The EEC controls the fan speed, and equivalently the - IDLE Idle Reference.
engine thrust level, by means of a throttle-lever input. - MREV Maximum Reverse.
The throttle-lever is positioned either manually by crew or
automatically by the autothrottle system. The thrust rating Each of these rating sets a fan speed (N1), and each
calculation establishes the available N1 speed at each is associated with a TRA position. The EEC computes
of the fixed rating levels. The actual commanded N1 is thrust levels between these baseline ratings by
calculated as a function of TRA by interpolation between interpolation as a function of TRA. The MTO level is the
fixed ratings. highest normal thrust rating.
Note that the TRA setting is the same for both take off /
Thrust Rating N1 Calculation go around and maximum continuous.
The take off / go around rating is used at lower altitudes
For the current flight conditions, six baseline thrust and airspeeds, while the maximum continuous rating
ratings are calculated by the EEC for power management applies to all other parts of the flight envelope.
control. The baseline thrust rating for EOB, MTO, MCT They are, in effect, two versions of the “maximum rated
and MCL are both engine model and airframe type thrust” rating.
dependent. The MREV rating and Idle reference are the
same for all engine models and airframe types.
EFFECTIVITY
POWER MAN. &
TOC
THRUST THRUST P0
EGT
N1
N1
COMMAND
ALTITUDE EFFECTS OAT
CORNER OAT EOB, 82.0°
POINT
TEMPERATURE EFFECTS MTO AND MCT, 78.0°
MCL, 72.0°
MREV,8.0°
75% MREV,10.3°
IDLEREF, 24° TO 38°
THROTTLE-LEVER
BLEED OFF RESOLVER ANGLE (DEGREES)
THRUST
BLEED ON THRUST
BLEED ON
EGT
STD SEA LEVEL
BLEED OFF
CP OAT 0,1 0,2 0,3 0,4 0,5

BLEED EFFECTS MACH EFFECTS
CTC-224-040-01 PWR - COMPUTATION

EFFECTIVITY
POWER MAN. &
TOC
Each N1 is calculated according to the following flight

conditions:
- Temperature: the thrust delivered depends on

outside air temperature (OAT). By design, the
engine provides a constant thrust up to a pre-
determined OAT value, known as “corner point”,
after which the thrust decreases proportionally to
maintain a constant EGT value.
- Pressure: with an increase in altitude, thrust will

decrease when operating at a constant RPM due
to the reduction in air density, which reduces the
mass flow and fuel flow requirements.
- Mach: when mach number increases, the velocity

of the mass of air entering the engine changes,
decreasing thrust. To determine the fan speed, the
EEC calculates M0 from the static pressure, the
total pressure and the TAT values.
- Bleed: ECS bleed and anti-ice bleed are taken into

account in order to maintain the same EGT level
with and without bleeds.
EFFECTIVITY
POWER MAN. &
TOC
THRUST THRUST P0
EGT
N1
N1
COMMAND
ALTITUDE EFFECTS OAT
CORNER OAT EOB, 82.0°
POINT
TEMPERATURE EFFECTS MTO AND MCT, 78.0°
MCL, 72.0°
MREV,8.0°
75% MREV,10.3°
IDLEREF, 24° TO 38°
BLEED OFF THROTTLE-LEVER

THRUST RESOLVER ANGLE (DEGREES)
BLEED ON
BLEED ON THRUST
EGT
STD SEA LEVEL
BLEED OFF
CP OAT 0,1 0,2 0,3 0,4 0,5

BLEED EFFECTS MACH EFFECTS
CTC-224-124-00 PWR - COMPUTATION

EFFECTIVITY
POWER MAN. &
TOC
Engine Fan Speed Modifier Trim
Excess thrust margin is built into the engine thrust rating N1 trim levels (or modifiers) are determined during the
schedules to absorb variations caused by manufacturing test cell run and the N1 trim is only active beyond 3900
tolerances. RPM.
The EEC uses the N1 discrete modifier to reduce thrust 0 = no trim adjustment
differences between individual engines. 1 = 0.33% downtrim of N1
2 = 0.54% downtrim of N1
The N1 command is reduced within the EEC, and this 3 = 0.73% downtrim of N1
reduces the N1 actual speed by a certain percentage. 4 = 0.93% downtrim of N1
Since N1 speed equals thrust, different thrust outputs can 5 = 1.10% downtrim of N1
be matched. 6 = 1.31% downtrim of N1
7 = 1.51% downtrim of N1
The N1 modifier level that reduces N1, does not affect
the value sent to the flight deck for display, and so, the The EEC washes out the computed trim if the actual
flight deck N1 indication remains unaffected. physical N1 speed is within 0.46% of the N1 redline; or
if altitude is greater than, or equal to 15000 feet; or if the
mach number is greater than, or equal to 0.40.
EFFECTIVITY
POWER MAN. &
TOC
N1 N1
96% 96%
ENG 2
TRA TRA
TRIM DOWN
TO/GA MTO/GA
26300 lbs 26465 lbs

N1 N1
96% 95.4%
96.0 96.0
N1 % N1 %
TRA TRA
TO/GA TO/GA
26300 lbs 26300 lbs

ENG 1
UNCHANGED
96.0 96.0
N1 % N1 %
7
6
5
FAN SPEED MODIFIER TRIM TRIM SCHEDULE
DELTA N1 4
3
2
1
0
3900 N1 4390
CTC-224-125-00 N1 TRIM
EFFECTIVITY
POWER MAN. &
TOC
EFFECTIVITY
POWER MAN. &
TOC
FUEL DISTRIBUTION
EFFECTIVITY
FUEL
DISTRIBUTION Page 129
TOC
FUEL DISTRIBUTION
The purpose of the fuel distribution system is:
- To deliver clean fuel to the engine combustion

chamber.
- To supply clean and ice-free fuel to various servo-

mechanisms of the fuel system.
- To cool down engine oil and Integrated Drive

Generator (IDG) oil.
EFFECTIVITY
FUEL
TOC
FUEL DISTRIBUTION
FUEL
FUEL CLEANING ENGINE OIL
DELIVERY TO
ICE PROTECTION TO AND
COMBUSTION
SERVO MECHANISMS IDG OIL COOLING
CHAMBER
VALVE ACTUATOR
CTC-224-042-00 FUEL DISTRIBUTION

EFFECTIVITY
FUEL
TOC
FUEL DISTRIBUTION
The fuel distribution components consist of:
- Fuel supply and return lines (not shown).

- A fuel pump and filter assembly.
- An IDG oil cooler.
- A main oil/fuel heat exchanger.
- A servo fuel heater.
- A Hydro-Mechanical Unit (HMU).
- A fuel flow transmitter.
- A fuel nozzle filter.
- One fuel manifold.
- Twenty fuel nozzles.
EFFECTIVITY
FUEL
TOC
FWD
FUEL FLOW
TRANSMITTER
FUEL MANIFOLD
(PARTIAL)
FUEL NOZZLE FILTER
MAIN OIL/FUEL
HEAT EXCHANGER FUEL NOZZLE
SERVO
FUEL
HEATER
FUEL FUEL PUMP

HMU IDG OIL COOLER
FILTER ASSEMBLY

EFFECTIVITY
FUEL
TOC
FUEL DISTRIBUTION
Fuel from the A/C tank enters the engine fuel pump,
through a fuel supply line.
After passing through the pump, the pressurized fuel

goes to the IDG oil cooler and to the main oil/fuel heat
exchanger in order to cool down the IDG and engine
scavenge oil.
It then goes back to the fuel pump, where it is filtered,

pressurized and split into two fuel flows.
The main fuel flow goes through the HMU metering

system, the fuel flow transmitter and fuel nozzle filter and
is then directed to the 20 fuel nozzles.
The other fuel flow goes to the servo fuel heater, which
warms up the fuel to prevent any ice particles entering
sensitive servo systems.
The heated fuel flow enters the HMU servo-mechanism

and is then directed to the various fuel-actuated
components.
A line brings unused fuel, from the HMU, back to the

inlet of the main oil/fuel heat exchanger.
EFFECTIVITY
FUEL
TOC
FROM A/C
FUEL
PUMP IDG MAIN
LP STAGE OIL OIL/FUEL
COOLER HEAT
EXCHANGER
FUEL
FILTER
HMU
HP STAGE METERING
SYSTEM FUEL
FUEL FLOW 20 FUEL
NOZZLE
TRANSMITTER NOZZLES
FILTER
HMU
SERVO
SERVO VALVES
FUEL
MECHANISMS ACTUATORS
HEATER

EFFECTIVITY
FUEL
TOC
EFFECTIVITY
FUEL
TOC
FUEL PUMP

B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL FUEL PUMP
TOC
FUEL PUMP
The purpose of the engine fuel pump is:
- To increase the pressure of the fuel from the A/C fuel

tanks, and to deliver this fuel in two different flows.
- To deliver pressurized fuel to the IDG oil cooler.
- To filter the fuel before it is delivered to the fuel
control system.
- To drive the HMU.
The engine fuel pump is located on the accessory

gearbox aft face, on the left side of the engine fan case.
The fuel supply line is routed from a hydraulic junction

box, attached to the left hand side of the fan inlet case,
down to the fuel pump inlet.

TOC
AIRPLANE FUEL SUPPLY

OIL/FUEL HEAT LINE ATTACH FLANGE
EXCHANGER
ATTACH FLANGE
QAD ATTACH FLANGE
DRIVE SHAFT
FWD
FWD
SERVO WASH FILTER

INSIDE ASSEMBLY
FUEL FILTER
FUEL PUMP
AND FILTER
ASSEMBLY
CTC-224-045-01 FUEL PUMP

TOC
FUEL PUMP
The engine fuel pump is a two stage fuel lubricated pump A pressure relief valve is installed, in parallel with the
and filter assembly. gear pump, to protect the downstream circuit from over
pressure.
First, the fuel passes through the boost stage, where it is
pressurized. At the gear stage outlet, the fuel passes through a wash
filter, where it is split into two different fuel flows.
At the outlet of the boost stage, it is directed to the IDG
oil cooler, then to the main oil/fuel heat exchanger. The main fuel flow, unfiltered, goes to the HMU. The
other fuel flow, which is filtered, goes to the servo fuel
The fuel then goes back into the fuel pump, and passes heater.
through the main fuel filter.
A by-pass valve is installed, in parallel with the wash
The clogging condition of the main fuel filter is monitored filter, to by-pass the fuel in case of filter clogging.
through a “Filter Bypass” light on the P5-2 fuel control
panel through a differential pressure switch.
A by-pass valve is installed, in parallel with the filter, to

by-pass the fuel in case of filter clogging.
At the filter outlet, the fuel passes through the HP stage

pump.

TOC
IDG
FUEL N2 OIL COOLER
PUMP
LP MAIN FUEL/OIL
FUEL HEAT EXCHANGER
STAGE
EEC P SW SERVO
FUEL
HEATER
MAIN FUEL FILTER
(DISCARDABLE)
FILTER
BY-PASS
HP
STAGE PRESSURE
RELIEF
BY-PASS VALVE
WF FOR
WASH SERVOS
FILTER WF FOR FMV APPLICATION
N2
H M U
CTC-224-046-01 FUEL PUMP OPERATION

TOC
FUEL PUMP
Fuel pump housing
The fuel pump housing encloses the fuel pump drive On the housing, fuel ports and covers are provided which
system, the LP and HP stages, the fuel filter, and the are:
wash filter. - Main filter by-pass valve cover.
- Outlet port to heat exchanger.
The fuel pump housing is secured onto the accessory - Return port from heat exchanger.
gearbox with a Quick Attach/Detach (QAD) ring. The - Filter drain port.
mounting flange is equipped with 2 locating pins to give - Fuel Delta P switch port.
the pump its angular position to the AGB. - Gear stage pressure relief valve cover.
- Fuel inlet port.
- Discharge port to HMU.
- Servo fuel heater supply port.
- Boost stage flow access port.
- Boost stage discharge pressure tap.
- Gear stage discharge pressure tap.

TOC
GEAR STAGE PRESSURE

FILTER OUTLET (PSF) PORT
RELIEF VALVE
(NOT SHOWN)
MAIN FILTER BY-PASS
VALVE COVER
FUEL INLET PORT
MOUNTING
FLANGE DISCHARGE PORT TO
ASSEMBLY HMU (NOT SHOWN)
SHAFT SEAL
CARRIER
SUPPLY TO SERVO
MAIN FUEL HEATER (PF)
DRIVE SHAFT
FILTER COVER RETURN FROM MAIN

HEAT EXCHANGER
GEAR STAGE DISCHARGE

FILTER
OU
T PRESSURE PORT (PHP)
DRAIN
PORT
BOOST STAGE DISCHARGE
PORT (LP)
CTC-224-047-01 FUEL PUMP HOUSING

TOC
FUEL PUMP
Fuel pump drive system
The fuel pump is fuel lubricated, and the necessary

rotative motion is provided by a drive system consisting
of concentric shafts:
The main drive shaft is driven by the AGB, and drives the
HP stage drive spur gear through splines.
The HP stage drive spur gear, through splines, drives the

LP stage drive shaft, which in turn drives :
- The HMU, through the HMU drive shaft.

- The LP stage.
The fuel pump drive system is equipped with shear neck

sections to provide:
- Protection of the AGB against any excessive torque

created within the fuel pump assembly.
- Assurance of the HMU drive operation, even in case
of total failure of the LP stage pump.

TOC
LP PUMP DRIVE SHAFT

SPLINES
SHEAR NECK
DRIVE SPUR GEAR
SEAL ROTARY PART
MAIN DRIVE SHAFT
HMU DRIVE SHAFT
SHEAR NECK
SPLINES
DRIVEN GEAR
HP STAGE LP STAGE
CTC-224-048-00 FUEL PUMP DRIVE SYSTEM

TOC
FUEL PUMP
Fuel filter Maintenance practices
The fuel filter protects the downstream circuit from Fuel filter removal/installation and check
particles in the fuel.
The filter must be removed and visually inspected
It consists of a filter cartridge and a by-pass valve. after any “Filter bypass” indication, or when significant
contamination is found at the bottom of the filter cover.
The filter cartridge is installed in a cavity in the fuel pump This inspection can help to determine any contamination
body. The fuel circulates from the outside to the inside of of aircraft, or engine fuel systems.
the filter cartridge.
During re-installation of the fuel filter cover, carefully
In case of a clogged filter, the by-pass valve opens to follow the torquing sequence.
allow fuel to pass to the fuel pump HP stage.
Perform a wet motoring check for leakage.
A tapping on the filter housing enables the installation of
a differential pressure switch that transmits filter clogging
conditions to the A/C monitoring system.
The cartridge has a filtering capability of 38 microns

absolute.

TOC
HOUSING
O-RING FUEL FILTER

CARTRIDGE
ANTI-ROTATION
A LUGS
PLEATS
FOLDED
FUEL FILTER BACK
CARTRIDGE
O-RING
FUEL FILTER
COVER
VIEW A
CONTAMINANTS
CTC-224-049-01 VISUAL INSPECTION OF THE FUEL FILTER CARTRIDGE

TOC
FUEL PUMP
Maintenance practices
Visual inspection of impeller rotation
This inspection must be done during troubleshooting

when the procedure calls for it, or when a broken shaft is
suspected and the rotation of the LP impeller has to be
checked.
The lubrication flow screen is removed, and the engine is

cranked through the handcranking pad.
If the impeller turns freely, and if the surface of the

impeller has no visible damage, the check is positive.
If the impeller does not turn, or there is damage,

replace the fuel pump and continue the troubleshooting
procedure to determine if there is any further engine
damage.
After fuel pump replacement, perform an idle leak check

and FADEC ground test with motoring.

TOC
IMPELLER LIGHT GREY COLOR

MACHINED COATED SURFACE
PACKING
DARK GREY
ROUGH SURFACE
LUBRICATION
FLOW SCREEN
FUEL PUMP
CTC-224-050-00 VISUAL INSTECTION OF IMPELLER

TOC

TOC
IDG OIL COOLER

B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL IDG OIL COOLER
TOC
IDG OIL COOLER
The Integrated Drive Generator (IDG) oil cooler cools the

IDG oil.
The IDG oil cooler is located on the fan case at the

7 o’clock position.
The interfaces are:
- The fuel supply and return lines.
- The oil supply and return lines.
After the heat exchange, the fuel returns to the inlet of

the main oil/fuel heat exchanger, and the oil goes back to
the IDG.
The unit consists of a matrix providing the heat exchange

operation, a housing, and a cover enclosing a pressure
relief valve.

TOC
HOUSING
FUEL PUMP
FUEL IN
MATRIX
(INSIDE)
COVER
OIL OUT
MAIN OIL/FUEL
HEAT INTEGRATED
EXCHANGER FUEL OUT BYPASS VALVE OIL IN DRIVE
GENERATOR
CTC-224-051-00 IDG OIL COOLET DESIGN

TOC
IDG OIL COOLER
There are two different flows within the unit, the fuel flow
and the oil flow.
The fuel flows inside a tube bundle and the oil circulates
around the tube bundle to transfer heat to the fuel.
If the pressure drop is greater than 24 psid inside the

matrix, a valve opens and by-passes the matrix.
There is also a bypass valve on the IDG oil circuit, which

opens if the IDG oil circuit matrix is clogged. In this case,
the IDG oil goes directly from the air/oil cooler to the IDG.

TOC
IDG
OIL OUT FUEL
IDG OIL
COOLER
OIL IN
HIGH PRESSURE
BYPASS VALVE
ENGINE FAN OIL TEMP
AIR
AIR/OIL COOLER
CTC-224-052-01 IDG OIL COOLER OPERATION

TOC

TOC
OIL/FUEL HEAT EXCHANGERS
EFFECTIVITY
OIL/FUEL
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL HEAT EXCHANGERS Page 157
TOC
The purpose of the main oil/fuel heat exchanger is to

cool the scavenged oil with cold fuel, through conduction
and convection, inside the exchanger where both fluids
circulate.
The servo fuel heater is another a heat exchanger which

uses engine scavenge oil as the heat source to warm
up fuel in the fuel control system. This prevents ice
particles entering sensitive servo mechanisms.
The exchangers are installed at the 9 o’clock position

(ALF), on the fuel pump housing. The main oil/fuel heat
exchanger is attached to the servo fuel heater.
EFFECTIVITY
OIL/FUEL
TOC
MAIN OIL/FUEL
HEAT EXCHANGER SERVO FUEL
HEATER
HMU
AGB
FWD
CTC-224-053-01 OIL/FUEL HEAT EXCHANGERS

EFFECTIVITY
OIL/FUEL
TOC
The fuel circulates in the tubes of the core assembly of When the fuel pressure differential between the inlet and
both exchangers. outlet of the heat exchanger is high, the bypass valve
opens and sends fuel out of the core assembly of the
There are 2 different sources of the fuel: heat exchanger.
- Cold fuel from IDG oil cooler in the main oil/fuel heat There are 2 “oil-in” passages: normal or bypass
exchanger. operation. The bypass operation passage is used if
either the servo fuel heater core or the main oil/fuel heat
- Hot fuel from the pump HP stage discharge in the exchanger core are clogged.
servo fuel heater.
When the oil pressure differential is high, the bypass
The scavenge oil enters through the inlet port of the valve opens and sends oil out of the heat exchanger.
servo fuel heater, is filtered, flows along the inside of the
core assembly between the cooling tubes. After being The oil returns to the oil tank and the fuel returns to the
deflected by 3 baffles the oil leaves the servo fuel heater fuel pump.
to the main oil fuel heat exchanger. It flows along the fuel
tubes of the core, is deflected by 2 baffles.
The cooled oil leaves the main oil fuel heat exchanger
through a pipe in the servo fuel heater before going back
to the oil tank.
Inside the main oil fuel heat exchanger, there are 2

by-pass valves, one in the fuel circuit, the second one in
the oil system.
EFFECTIVITY
OIL/FUEL
TOC
OIL IN FROM LUBE UNIT
OIL OUT TO OIL TANK

OIL BY-PASS
VALVE
MAIN OIL FUEL

HEAT EXCHANGER
FUEL BY-PASS
VALVE
FUEL IN FROM FUEL OUT

FUEL FROM FUEL PUMP TO HMU
IDG OIL COOLER WASH FILTER SERVOS
SERVO FUEL
FUEL TO HEATER
FUEL FILTER
CTC-224-126-00 OIL/FUEL HEAT EXCHANGERS OPERATION

EFFECTIVITY
OIL/FUEL
TOC
Main oil/fuel heat exchanger Heat exchanger housing
The connections with the other systems are: The housing encloses the core, and the following items
are located on its outer portion:
- An oil IN port from the servo fuel heater.
- An oil OUT port to the oil tank, through the servo fuel - An oil pressure relief valve, which by-passes the
heater body. oil when the differential pressure across the oil
- A fuel IN tube from the IDG oil cooler. portion of the exchanger is too high.
- A fuel OUT port connected to the fuel pump. - A fuel pressure relief valve, which by-passes the
fuel when the differential pressure across the fuel
The mechanical interfaces are the mating flanges with portion of the exchanger is too high.
the fuel pump, the servo fuel heater, plus one other with - A drain port, for fuel leak collection from inter-seal
the supply fuel tube. cavities, that prevent oil cavity contamination. A
plug blanks off the drain port during shipping or
Heat exchanger core storage.
- Two attachment flanges; one with the fuel pump
The heat exchanger is a tubular design consisting of a which also provides fuel OUT passages, and one
removeable core, a housing and a cover. with the servo fuel heater which also provides oil
IN and OUT tubes.
The core has two end plates, fuel tubes and two baffles. - One fuel IN port for fuel from the main fuel pump, via
the IDG oil cooler.
The fuel tubes are attached to the end plates and the
baffles inside lengthen the oil circulation path around the Maintenance practices
fuel inlet tubes.
If there is contamination in the fuel, both the servo fuel
Sealing rings installed on the core provide insulation heater and main oil/fuel exchanger must be replaced.
between the oil and fuel areas.
EFFECTIVITY
OIL/FUEL
TOC
COVER
FUEL CIRCULATION
OIL CIRCULATION
SEALING
RINGS BAFFLES
FUEL TUBES
OIL PRESSURE
RELIEF VALVE
OIL-IN
(BYPASS)
FUEL FLOW
(BY PASS)
SERVO FUEL
HEATER
ATTACHING
FLANGE
OIL-IN
(NORMAL
OPERATION)
FUEL-IN PORT DRAIN PORT
FUEL PUMP
FUEL PRESSURE OIL-OUT PORT ATTACHING
FUEL-OUT PORT
RELIEF VALVE FLANGE
CTC-224-054-01 MAIN OIL/FUEL HEAT EXCHANGER
EFFECTIVITY
OIL/FUEL
TOC
Servo fuel heater Oil from the lubrication unit enters the case, is filtered,
and then passes into the matrix where it circulates
Heat exchange between oil and fuel is by conduction and around the fuel tubes.
convection inside the unit, which consists of:
At the matrix outlet, the oil is directed to the main oil/fuel
- A case, enclosing the exchanger core and heat exchanger. If the filter is clogged, or if the differential
supporting the unit and oil lines. pressure across the filter is too great, a by-pass valve,
- The exchanger core, or matrix, where heat is installed in the main oil/fuel heat exchanger, will open.
transferred.
- The cover, which supports the fuel lines. Oil will then be directed to the main oil/fuel heat exhanger
- A filter, which catches particles in suspension in the oil outlet port, pass through the servo fuel heater and go
oil circuit. back to the engine oil tank.
Fuel from the pump wash filter enters the unit and passes Servo fuel heater casing
through aluminium alloy, “U”-shaped tubes immersed
in the oil flow. The tubes are mechanically bonded to a At the flanged end of the case, facing outward, there are
tube plate, which is profiled to the housing and end cover two square oil inlet/outlet mounting pads.
flanges. The fuel then exits the unit and is directed to the
HMU servo mechanism area. The flange has threaded inserts to allow the installation of
the cover attachment screws.The mounting flange is part
of the housing casting, and has 6 holes to accommodate
the main oil/fuel heat exchanger securing studs.
A side port chamber is provided to run the oil by-pass

flow from the main oil/fuel heat exchanger to the oil outlet
line connected to the engine oil tank.
EFFECTIVITY
OIL/FUEL
TOC
FUEL OUT
FUEL IN
FILTER
CORE
BAFFLE
ATTACHMENT FLANGE
TO MAIN OIL/FUEL
HEAT EXCHANGER
OIL OUT
OIL IN
CTC-224-055-02 SERVO FUEL HEATER

EFFECTIVITY
OIL/FUEL
TOC
EFFECTIVITY
OIL/FUEL
TOC
HYDROMECHANICAL UNIT
EFFECTIVITY
HYDROMECHANICAL
UNIT Page 167
TOC
The Hydro-Mechanical Unit (HMU) transforms electrical

signals sent from the EEC into hydraulic pressures in
order to actuate various actuators used in engine control.
The HMU is at the 8 o’clock position and is attached to

the aft side of the fuel pump assembly.
EFFECTIVITY
HYDROMECANICAL
UNIT Page 168
TOC
LPTACC
HPTACC
TBV
VSV HEAD
FWD VSV ROD
AIRFRAME SHUT-OFF
VALVE SOLENOID
VBV CLOSED
HMU
CH B VBV OPEN
AIRFRAME SHUT-OFF INDICATOR

PCR
SWITCH CONNECTOR
CH A OVERBOARD DRAIN
CTC-224-056-00 HYDROMECHANICAL UNIT LOCATION

EFFECTIVITY
HYDROMECHANICAL
UNIT Page 169
TOC
The HMU has different functions:
- It provides internal calibration of fuel pressures.

- It meters the fuel flow for combustion.
- It provides the fuel shut-off and fuel manifold
minimum pressurization levels.
- It bypasses unused fuel.
- It provides mechanical N2 overspeed protection.
- It delivers the correct hydraulic power source to
various engine fuel equipment.
The HMU has:
- Two electrical connectors to EEC channels A and B.

- An electrical connection between the airframe shut-
off indicator switch and the A/C.
- An electrical connection between the airframe shut-
off solenoid valve and the A/C.
EFFECTIVITY
HYDROMECANICAL
UNIT Page 170
TOC
AIRFRAME SHUT-OFF AIRFRAME SHUT-OFF FUEL PRESSURES CALIBRATION

SOLENOID VALVE INDICATOR SWITCH
CONNECTOR CONNECTOR
METERED FUEL FLOW

FOR COMBUSTION
CHANNEL A
CONNECTOR - FUEL SHUT-OFF
- FUEL MANIFOLD PRESSURIZATION
HMU
EXCESS FUEL FLOW

BYPASS
CHANNEL B
CONNECTOR
MECHANICAL
N2 OVERSPEED PROTECTION
FUEL EQUIPMENT POWER

SOURCE SUPPLY
CTC-224-057-00 HYDROMECHANICAL UNIT PURPOSES

EFFECTIVITY
HYDROMECHANICAL
UNIT Page 171
TOC
To manage and control the engine systems and

equipment, the HMU houses two different internal
subsystems, which are:
- The servo-mechanism area, including the pressure

regulation system, the servo flow regulation
system, solenoid valve and electro-hydraulic servo
valves to supply fuel to the various valves and
actuators of the engine.
- The fuel metering system, including the fuel

metering valve, the head sensor, the pressurizing
and shut-off valve, the by-pass valve, and the
overspeed governor system.
EFFECTIVITY
HYDROMECANICAL
UNIT Page 172
TOC
SERVO MECHANISMS
AREA
PRESSURE REGULATION SYSTEM
A/C SERVO FLOW REGULATION

ACTUATORS
VALVES
SOLENOID
ELECTRO HYDRAULIC
EEC
SERVO VALVES
FUEL METERING SYSTEM
FUEL METERING VALVE COMBUSTION

CHAMBER
HEAD SENSOR
PRESSURIZING AND SHUT-OFF

VALVE
BY-PASS VALVE MAIN OIL/FUEL

HEAT EXCHANGER
OVERSPEED GOVERNOR SYSTEM
CTC-224-058-01 HYDROMECHANICAL UNIT DESIGN

EFFECTIVITY
HYDROMECHANICAL
UNIT Page 173
TOC
General description.
To achieve all the different engine functions, the HMU is

fitted with:
- 6 Electro-Hydraulic Servo Valves (EHSV) for the

control of:
- FMV.
- VSV.
- VBV.
- TBV.
- HPTACC.
- LPTACC.
- 1 solenoid (S) for airframe shut-off solenoid valve

signal generation (this solenoid is not controlled
by the EEC, but by the A/C Start lever & Fire
switches).
- 1 resolver (R), to track the FMV position.
- 1 switch for the overspeed governor.
- 1 set of switches, connected to A/C, for position

feedback of the pressurizing and shut-off valve.
EFFECTIVITY
HYDROMECANICAL
UNIT Page 174
TOC
EEC
CHANNEL
A
CHANNEL F/B
EHSV LPTACC
EHSV HPTACC
EHSV TBV ACTUATORS
EHSV VSV
EHSV VBV
FROM SERVO
FUEL HEATER
EHSV AIRFRAME SHUT-OFF
S FROM A/C
R SOLENOID VALVE
TO FUEL
FROM ENGINE FMV
PRESSURIZING
NOZZLES
AND
FUEL PUMP SHUT-OFF
BY-
VALVE SW TO A/C
PASS HEAD SENSOR
VALVE
RETURN TO MAIN OIL/FUEL

HEAT EXCHANGER
AND FUEL PUMP
OVERSPEED GOVERNOR
N2 SW
N2 > 106%
HMU
CTC-224-059-01 HMU DESCRIPTION

EFFECTIVITY
HYDROMECHANICAL
UNIT Page 175
TOC
EFFECTIVITY
HYDROMECHANICAL
UNIT Page 176
TOC
FUEL FLOW TRANSMITTER
EFFECTIVITY
FUEL FLOW
TRANSMITTER Page 177
TOC
The purpose of the fuel flow transmitter is to provide the

EEC with information, for indicating purposes, on the
weight of fuel used for combustion.
The fuel flow transmitter is on the fan case at the 10

o’clock position. it is located in the fuel flow path, beween
the HMU metered fuel discharge port and the fuel nozzle
filter.
It consists of an aluminium body with a cylindrical bore

and an electrical connector installed on the outside of the
body for connection to the EEC.
The interfaces are:
- A fuel supply hose, connected from the HMU.

- A fuel discharge tube, connected to the fuel nozzle
filter.
- An electrical wiring harness, connected to the EEC.
EFFECTIVITY
FUEL FLOW
TOC
FUEL FLOW ELECTRICAL

TRANSMITTER CONNECTOR
TO THE EEC
TO FUEL NOZZLE
FILTER, FUEL
MANIFOLD, AND
NOZZLES
FROM HMU
CTC-224-060-00 FUEL FLOW TRANSMITTER

EFFECTIVITY
FUEL FLOW
TOC
The driver assembly, flow straightener and measurement The impeller is installed on the shaft, on bearings. It
assembly are put on a shaft and installed in the bore. is attached to the drum through a spring assembly
and is turned only by the spring. This permits impeller
The transmitter driver assembly is made up of a movement with respect to the attached parts.
shrouded turbine, petal valves and a valve support cone.
As the spring assembly tries to turn the impeller, the
Fuel enters the turbine and flows out through angled impeller, in turn, tries to rotate the fuel flow and the
drive holes and this causes the driver to rotate, thus spring that drives the impeller deflects, permitting a
turning the measurement assembly which is installed on rotational deflection between the drum and impeller. The
the same shaft. deflection angle between the drum and impeller provides
a measurement of fuel flow mass.
Bypass holes, covered by petal valves, control driver
speed at high fuel flow rates, limiting the transmitter The drum and impeller each have 2 magnets installed in
rotational speed. them, on opposite sides (180° apart). As the drum and
impeller turn, the magnets generate an electrical pulse
After the fuel leaves the driver assembly, it goes through in the pickoff coils as they pass. The time between drum
a flow straightener, which is stationary and not attached pulse and impeller pulse defines the deflection and is
to the shaft. The straightener removes all swirl and other proportional to the fuel flow.
disturbances in the fuel flow.
The pulses are supplied to the fuel flow indicator where
The measurement assembly consists of an impeller and they are changed to a mass flow measurement.
a drum. The drum is on the same shaft as the driver and
so, turns at the same rate.
EFFECTIVITY
FUEL FLOW
TOC
IMPELLER SIGNAL
DRUM SIGNAL
t PROPORTIONAL TO MASS FUEL FLOW RATE
DRUM
IMPELLER
IMPELLER PICKOFF
PICKOFF DRUM COIL
COIL
FUEL
FUEL
IN OUT
SPRING
O SHAFT DRUM
DRIVER VALVE IMPELLER CL MAGNET
ASSEMBLY
MAGNET CL DRUM
STRAIGHTENER DEFLECTION MAGNET
IMPELLER
(STATIONARY) ANGLE POSITION
MAGNET
POSITION
CTC-224-127-00 FUEL FLOW TRANSMITTER OPERATION

EFFECTIVITY
FUEL FLOW
TOC
EFFECTIVITY
FUEL FLOW
TOC
FUEL NOZZLE FILTER
EFFECTIVITY
FUEL NOZZLE
FILTER Page 183
TOC
FUEL NOZZLE FILTER
The fuel nozzle filter is installed near the top of the

engine fan case at 10 o’clock and attached to the fuel
flow transmitter outlet.
The fuel nozzle filter collects any contaminants that may

still be left in the fuel before it goes to the fuel nozzle
supply manifold.
Inside the fuel nozzle filter, a bypass valve can open

to allow the filter to continue supplying fuel to the fuel
nozzles, if the filter becomes clogged.
EFFECTIVITY
FUEL NOZZLE
FILTER Page 184
TOC
FROM FUEL FLOW

TRANSMITTER
FUEL NOZZLE
FILTER
TO FUEL NOZZLE
SUPPLY MANIFOLD
CTC-224-061-01 FUEL NOZZLE FILTER

EFFECTIVITY
FUEL NOZZLE
FILTER Page 185
TOC
EFFECTIVITY
FUEL NOZZLE
FILTER Page 186
TOC
FUEL NOZZLE

B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL FUEL NOZZLE
TOC
FUEL NOZZLE
The fuel nozzles spray fuel into the combustion chamber

and ensure good light-off capability and efficient burning
at all engine power settings.
There are twenty fuel nozzles, which are installed all

around the combustion case area, in the forward section.

TOC
FUEL MANIFOLD
FUEL NOZZLE
COMBUSTION CASE
COMBUSTION
CHAMBER
CTC-224-062-01 FUEL NOZZLE

TOC
FUEL NOZZLE
Basically, all fuel nozzle models are similar, provide the

same operational performances, and are mounted and
connected to the engine in an identical manner.
However, four nozzles located on either side of the spark

plugs, have a wider primary spray angle.
The wider spray angle is incorporated to improve altitude

re-light capability.
To facilitate identification of the nozzle type, a colour

band is installed on the nozzle body. The colours are also
engraved on the band:
- Blue colour band on the 16 regular fuel nozzles.

- Natural colour band on the 4 wider spray fuel
nozzles.

TOC
PRIMARY
FLOW
64°
(BLUE BAND)
PRIMARY
FLOW
89°
SPARK PLUGS
WIDER
FUEL NOZZLES
(NATURAL BAND)
8 O'CLOCK
4 O'CLOCK
WIDER
FUEL NOZZLES
(NATURAL BAND)
CTC-224-064-00 FUEL NOZZLE IDENTIFICATION

TOC
FUEL NOZZLE
The fuel nozzle is a welded assembly which delivers fuel

through two independent flows, and consists of:
- A cover, where the nozzle fuel inlet connector is

located.
- A cartridge assembly, which encloses a check valve

and a metering valve.
- A mounting flange with an integral locating pin, used

to secure the fuel nozzle onto the combustion
case.
- A metering set, to calibrate primary and secondary

fuel flow sprays.
- A cut-out seal, installed between the mounting

flange and the combustion case.

TOC
CARTRIDGE
CHECK VALVE
VALVE ASSEMBLY
MOUNTING
FLANGE
INLET
CONNECTOR
COLOR BAND
(BLUE OR NATURAL)
LOCATING
PIN
CUT-OUT SEAL
METERING SET
CTC-224-063-01 FUEL NOZZLE DESCRIPTION

TOC
FUEL NOZZLE
From the nozzle inlet, fuel passes through the inlet filter
and accumulates within the cartridge assembly.
At 15 psig, the fuel opens the check valve. It is sent to

the central area of the metering set which calibrates the
spray pattern of the primary fuel flow (narrow angle).
When the fuel pressure reaches 120 psig, it opens the

flow divider metering valve and the fuel goes through the
outer tube of the support to another port in the metering
set.
This ports calibrates the spray pattern of the secondary

fuel flow (wider angle of 125°).

TOC
METERING SET
CARTRIDGE
ASSEMBLY
PRIMARY
FUEL FLOW
CHECK VALVE
125°
FUEL
INLET
64°/89°
FILTER
SECONDARY
FUEL FLOW
METERING
VALVE
CTC-224-065-01 FUEL NOZZLE OPERATION

TOC

TOC
VARIABLE GEOMETRY CONTROL SYSTEM
EFFECTIVITY
VARIABLE GEOMETRY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CONTROL SYSTEM Page 197
TOC
VARIABLE GEOMETRY CONTROL SYSTEM
The variable geometry control system is designed to VBV

maintain satisfactory compressor performance over all
operation conditions. At low speed, the LP compressor supplies a flow of air
greater than the HP compressor can accept.
The system consists of:
To establish a more suitable air flow, VBV’s are installed
- A Variable Bleed Valve (VBV) system, located on the contour of the primary airflow stream, between the
downstream from the booster. booster and the HPC.
- A Variable Stator Vane (VSV) system, located within
the first stages of the HPC. At low speed, they are fully open and reject part of
the booster discharge air into the secondary airflow,
The compressor control system is commanded by the preventing the LPC from stalling.
EEC and operated through HMU hydraulic signals.
At high speed, the VBV’s are closed.
VSV
The HPC is equipped with one Inlet Guide Vane (IGV)

stage and three VSV stages.
An actuation system changes the orientation of the vanes

to provide the correct angle of incidence to the air stream
at the blades leading edge, improving HPC stall margins.
EFFECTIVITY
VARIABLE GEOMETRY
TOC
VARIABLE BLEED VALVES

(VBV)
INLET GUIDE VANES
(IGV)
VARIABLE STATOR VANES

(VSV)
CTC-224-066-00 COMPRESSOR CONTROL DESIGN

EFFECTIVITY
VARIABLE GEOMETRY
TOC
EFFECTIVITY
VARIABLE GEOMETRY
TOC
VARIABLE BLEED VALVE
EFFECTIVITY
VARIABLE
BLEED VALVE Page 201
TOC
The purpose of the Variable Bleed Valve (VBV) system is

to regulate the amount of air discharged from the booster
into the inlet of the HPC.
To eliminate the risk of booster stall during transient

conditions, the VBV system by-passes air from the
primary airflow into the secondary airflow.
The system is located around the 12-strut hub and

consists of the following components:
- Two VBV actuators, including LVDT’s.

- An actuation ring.
- Twelve bellcranks.
- Twelve bleed doors.
EFFECTIVITY
VARIABLE
TOC
STRUT 1
BLEED DOOR
(QTY12)
VBV
ACTUATORS
(QTY2)
BELLCRANK
(QTY12)
FWD
ACTUATION
RING
CTC-224-067-00 VBV SYSTEM

EFFECTIVITY
VARIABLE
TOC
VBV actuators
The two VBV actuators are interchangeable and provide

the hydraulic force required to move the actuation ring
and the twelve bleed doors located around the fan frame.
They are mounted to brackets attached to the rear face

of the fan frame inner diameter at the 4 and 10 o’clock
positions.
Fuel pressure from the HMU is delivered to both the head

and rod ports of each double acting actuator.
The port that receives the greater pressure will determine

the direction of movement. The amount of fuel will
determine the travel distance.
Fuel pressure to the rod side of the actuator will cause

the system bleed doors to move towards the closed, or
high-power position.
Each actuator has an LVDT to provide actual position

feedback to the EEC.
EFFECTIVITY
VARIABLE
TOC
CYLINDER
PISTON ROD
SENSOR HOUSING
SLIDE ROD
CLEVIS
SENSOR
CONNECTOR
DRAIN
ROD PORT
HEAD PORT
CTC-224-068-00 VBV ACTUATOR

EFFECTIVITY
VARIABLE
TOC
All 12 bleed doors are connected to the actuation ring

through a bellcrank assembly.
Two of the bleed doors have a longer bellcrank, which is

connected to the clevis of the actuator.
When the actuators move, the actuation ring opens or

closes the bleed doors to control the quantity of LPC air
discharged into the secondary airflow.
EFFECTIVITY
VARIABLE
TOC
SHORT
BELLCRANK
VBV DOOR
(12)
CLEVIS ROD
ACTUATION
RING
LONG
BELLCRANK
CTC-224-069-00 VBV DOORS

EFFECTIVITY
VARIABLE
TOC
The EEC uses airplane and engine data to schedule a

position for the VBV door actuators.
When the EEC has established the position of the VBV

door actuators, it sends a command signal to move a
servo valve inside the HMU, which sends servo fuel
pressure to move the pistons in the two VBV actuators.
Each actuator has an LVDT and the EEC uses feedback

from these sensors to monitor the position of the
actuators. One LVDT on the right handside VBV actuator
sends an electrical signal to channel A and the other on
the left handside sends an electrical signal to channel B.
The VBV’s start closing as N1 speed increases and are

fully closed above 80% N1 speed.
The EEC commands the VBV doors to be more open

during:
- Rapid engine deceleration.
- Thrust reverser operation.
- Potential icing conditions.
EFFECTIVITY
VARIABLE
TOC
CHANNEL B
LEFT VBV ACTUATOR
CHANNEL A
EEC
HMU
RIGHT VBV ACTUATOR
CTC-224-070-00 VBV SYSTEM
EFFECTIVITY
VARIABLE
TOC
EFFECTIVITY
VARIABLE
TOC
VARIABLE STATOR VANE
EFFECTIVITY
VARIABLE
STATOR VANE Page 211
TOC
The Variable Stator Vane (VSV) system positions the The system consists of:
HPC stator vanes to the appropriate angle to optimize
HPC efficiency. It also improves the stall margin during A series of actuators and bellcrank assemblies, on both
transient engine operations. sides of the HPC case:
The VSV position is calculated by the EEC using various - Two hydraulic actuators.
engine parameters, and the necessary fuel pressure is - Two feedback sensors, installed in the actuators.
delivered by the HMU dedicated servo valve. - Two bellcrank assemblies.
- Tour actuation rings (made in 2 halves).
The VSV system is located at the front of the HP
compressor. Variable stator stages, located inside the HPC case:
- Inlet Guide Vane (IGV).

- Variable Stator Vane (VSV) stages1-2-3.
EFFECTIVITY
VARIABLE
TOC
VARIABLE STATOR
VANE ACTUATOR
ACTUATION
RINGS
HP COMPRESSOR
CASE
BELLCRANK
ASSEMBLIES
CTC-224-071-01 VSV SYSTEM LOCATION

EFFECTIVITY
VARIABLE
TOC
VSV actuators
The actuators provide an output force and motion to the

VSV system, in response to fuel pressure.
They are single ended, uncushioned, hydraulic cylinders,

able to apply force in both directions.
Piston stroke is controlled by internal stops.
The piston incorporates a capped, preformed packing to

prevent cross-piston leakage and a wiper is provided to
ensure the piston rod is dirt free.
The rod end features a dual-stage seal with a drain port

and, at the end of the piston, there is an extension, which
houses a bearing seat.
For cooling purposes, the head end of the piston has an

orifice that allows the passage of fuel.
The VSV actuator is self-purging.
Each actuator has an LVDT to provide actual position

feedback to the EEC.
EFFECTIVITY
VARIABLE
TOC
SENSOR
CONNECTOR
PISTON DRAIN PORT
COOLING SEAL
ORIFICE
HEAD PORT ROD PORT

(VSV CLOSED) (VSV OPEN)
LINEAR VARIABLE
DIFFERENTIAL TRANSDUCER
(LVDT)
CTC-224-072-01 VSV ACTUATOR
EFFECTIVITY
VARIABLE
TOC
VSV linkage system
Each VSV actuator is connected through a clevis link and

a bellcrank assembly to a master rod.
The vane actuation rings are linked to the master rod in

the bellcrank assembly, through slave rods.
The actuation ring halves, which are connected at the

splitline of the compressor casing, rotate circumferentially
about the horizontal axis of the compressor.
Movement of the rings is transmitted to the individual

vanes, through vane actuating levers.
EFFECTIVITY
VARIABLE
TOC
ACTUATION RINGS (x4)
FWD
SLAVE RODS (x4)
MASTER ROD
VSV ACTUATOR
CTC-224-073-00 VSV LINKAGE SYSTEM

EFFECTIVITY
VARIABLE
TOC
According to sensor signals, the EEC computes the VSV position transducer
appropriate VSV actuator position.
The position sensors are Linear Variable Differential
The two actuators, located at the 2 and 8 o’clock Transducers (LVDT) and consist of two windings, one
positions on the HPC case, move the 4 actuation rings to stationary, one moveable.
change the angular position of the vanes.
The moveable winding translates with the actuator rod,
Two electrical feedback sensors (LVDT), one per and the resulting voltage is a function of actuator stroke/
actuator, transmit the VSV position to the EEC to close VSV position.
the control loop.
The right handside feedback sensor is connected to

channel A and the left handside feedback sensor to
channel B.
EFFECTIVITY
VARIABLE
TOC
EEC
VSV
LVDT FEEDBACK
SUPPLY
VSV
EHSV
ROD (OPEN)
HMU
HEAD
VSV (CLOSED)
ACTUATING LVDT
RING
VSV
ACTUATOR
BELLCRANK
CTC-224-074-00 VSV SYSTEM DESIGN

EFFECTIVITY
VARIABLE
TOC
EFFECTIVITY
VARIABLE
TOC
TRANSIENT BLEED VALVE
EFFECTIVITY
TRANSIENT
TOC
The Transient Bleed Valve (TBV) system improves

the HPC stall margin during engine starting and rapid
acceleration.
Using engine input parameters, the EEC logic calculates

when to open or close the TBV to duct HPC 9th stage
bleed air to the LPT stage 1 nozzle through the TBV
manifold.
The TBV system consists of:
- The TBV, located at the 6 o’clock position on the

HPC case.
- The TBV manifold.
EFFECTIVITY
TRANSIENT
TOC
TRANSIENT
BLEED VALVE
(TBV)
TBV MANIFOLD
CTC-224-075-00 TRANSIENT BLEED VALVE SYSTEM

EFFECTIVITY
TRANSIENT
TOC
The EEC uses airplane and engine data to schedule the

position of TBV.
An electrical command from the EEC moves a servo

valve inside the HMU.
HMU servo fuel pressure moves the actuator to an open,

or closed position.
The EEC monitors TBV system position through two

LVDT’s (channel A and channel B).
EFFECTIVITY
TRANSIENT
TOC
9TH STAGE
BLEED AIR
EEC
TO LPT
STAGE 1
NOZZLE
HMU
CHANNEL A
CHANNEL B
CTC-224-128-00 TRANSIENT BLEED VALVE SYSTEM

EFFECTIVITY
TRANSIENT
TOC
EFFECTIVITY
TRANSIENT
TOC
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL
EFFECTIVITY
HPT ACTIVE
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CLEARANCE CONTROL Page 227
TOC
HIGH PRESSURE TURBINE ACTIVE CLEARANCE

CONTROL
The High Pressure Turbine Active Clearance Control A thermocouple, located on the right hand side of the
(HPTACC) system optimizes HPT efficiency through HPT shroud support structure, provides the EEC with
active clearance control between the turbine rotor and temperature information.
shroud and reduces compressor load during starting and
transient engine conditions. To control the temperature of the shroud at the desired
level, the EEC calculates a valve position schedule.
The HPTACC system uses bleed air from the 4th and 9th
stages to cool down the HPT shroud support structure in This valve position is then sent by the EEC active
order to: channel to the HPTACC Electro-Hydraulic Servo Valve
(EHSV), within the HMU.
- Maximize turbine efficiency during cruise.
- Minimize the peak EGT during throttle burst. The servo valve modulates the fuel pressure sent to
command the HPTACC valve.
The HPTACC valve is located on the engine core section
at the 3 o’clock position of the high pressure compressor Two sensors (LVDT), connected to the actuator, provide
(HPC). the EEC with position feedback signals and the EEC
changes the valve position until the feedback matches
This is a closed loop system, using the valve position as the schedule demand.
feedback.
The EEC uses various engine and aircraft sensor

information to take into account the engine operating
range and establish a schedule.
EFFECTIVITY
HPT ACTIVE
TOC
9th STAGE HPTACC

VALVE
DISCHARGE
MANIFOLD
4th STAGE FWD
CTC-224-076-01 HPTACC SYSTEM LOCATION

EFFECTIVITY
HPT ACTIVE
TOC
HIGH PRESSURE TURBINE ACTIVE CLEARANCE

CONTROL
The HPTACC valve is a fuel and, gear operated An intermediate pressure, Pcr, is applied on the opposite
sequence valve that mainly consists of the following: side of the valve actuator.
- 9th stage air valve.
- 4th stage air valve. There is a drain port on the valve to direct any fuel leaks
- One actuator for both valves. towards the draining system.
- Two LVDT connectors.
- Fuel manifold mount flange. The position of the valves can be checked through visual
- 4th stage air inlet duct. indicators.
The HPTACC valve has integrated dual butterfly valves,

driven by a single actuator which receives the fuel
pressure from the HMU servo valve.
Each butterfly valve controls its own dedicated

compressor stage air pick-up.
The two airflows are mixed downstream of the valve and

sent through the HPTACC discharge manifold to the high
pressure (HPT) shroud support, at the 6 and 12 o’clock
positions.
The fuel pressure command from the HMU, Pc or Pcb,

enters the valve at the Turbine Clearance Control (TCC)
supply port.
EFFECTIVITY
HPT ACTIVE
TOC
9 TH STAGE
VISUAL POSITION
INDICATOR 9 TH STAGE
AIR VALVE
9 TH STAGE
INLET
LVDT CONNECTORS
ACTUATOR
ASSEMBLY
Pcr SUPPLY PORT
DRAIN PORT
TCC SUPPLY
PORT (Pc / Pcb)
FUEL MANIFOLD
4 TH STAGE MOUNT FLANGE
4 TH STAGE AIR INLET DUCT
VISUAL POSITION 4 TH STAGE
INDICATOR AIR VALVE
CTC-224-077-00 HPTACC VALVE

EFFECTIVITY
HPT ACTIVE
TOC
EFFECTIVITY
HPT ACTIVE
TOC
LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL
EFFECTIVITY
LPT ACTIVE
TOC
LOW PRESSURE TURBINE ACTIVE CLEARANCE

CONTROL
The Low Pressure Turbine Active Clearance Control

(LPTACC) system uses fan discharge air to cool the LPT
case during engine operation and controls the LPT rotor
to stator clearances.
It also protects the turbine case from over-temperature by

monitoring the EGT.
This ensures the best performance of the LPT at all

engine ratings.
The LPTACC system is a closed loop system, which

regulates the cooling airflow sent to the LPT case,
through a valve and a manifold.
The LPTACC valve is located on the engine core

section at the 4 o’clock position.
The LPTACC system consists of:
- An air scoop (not shown).

- The LPTACC valve.
- An air duct and manifold.
- Six LPT case cooling tubes.
EFFECTIVITY
LPT ACTIVE
TOC
LPTACC
MANIFOLD
LPTACC
AIR DUCT
LPTACC
VALVE
CTC-224-078-01 LPT ACTIVE CLEARANCE CONTROL

EFFECTIVITY
LPT ACTIVE
TOC
LOW PRESSURE TURBINE ACTIVE CLEARANCE

CONTROL
According to a schedule from the EEC, an electrical If the valve position does not match the demand, the EEC
order, proportional to a valve position demand, is first sends an order, through the HMU, to change the
sent to the EHSV within the HMU. valve state until both terms are equal.
The servo valve changes the electrical information into The expansion or contraction of the case positions the
fuel pressure and sends it to the LPTACC valve. LPT rotor shrouds in relationship to the LPT rotor. The
tighter the clearances between shroud and rotor, the
Within the LPTACC valve, an actuator drives a butterfly, greater the improvement in specific fuel consumption
installed in the airflow. (SFC).
The butterfly valve position determines the amount of

fan discharge air entering the manifold and cooling tube
assembly.
RVDT sensors, built in the valve, send the valve position

to the EEC as feedback, to be compared with the position
demand.
EFFECTIVITY
LPT ACTIVE
TOC
ELECTRICAL HYDRAULIC
ORDER PRESSURE LPTACC
HMU
EEC
REGULATED
POSITION FAN AIR FLOW
FEEDBACK
LPT
FAN AIR COOLING
MANIFOLDS
CTC-224-079-01 LPTACC
EFFECTIVITY
LPT ACTIVE
TOC
EFFECTIVITY
LPT ACTIVE
TOC
OIL GENERAL
EFFECTIVITY
OIL
GENERAL Page 239
TOC
OIL GENERAL
Sump philosophy
The engine has 2 sumps; the forward and aft.
The forward sump is located in the cavity provided by

the fan frame and the aft sump is located in the cavity
provided by the turbine frame.
The sumps are sealed with labyrinth type oil seals, which
must be pressurized in order to ensure that the oil is
retained within the oil circuit and, therefore, minimize oil
consumption.
Pressurization air is extracted from the primary airflow

(booster discharge) and injected between the two
labyrinth seals. The air, looking for the path with the least
resistance, flows across the oil seal, thus preventing oil
from escaping.
Any oil that might cross the oil seal is collected in a cavity
between the two seals and routed to drain pipes.
Once inside the oil sump cavity, the pressurization air

becomes vent air and is directed to an air/oil rotating
separator and then, out of the engine through the center
vent tube, the rear extension duct and the flame arrestor.
EFFECTIVITY
OIL
GENERAL Page 240
TOC
PRESSURIZING
PORT
OIL JET
AIR TO
AIR SEAL CENTER
VENT
OIL SEAL
DRAIN
ROTATING SCAVENGE
AIR/OIL
SEPARATOR
CTC-224-080-00 SEALS PRESSURIZATION PRINCIPLE

EFFECTIVITY
OIL
GENERAL Page 241
TOC
OIL GENERAL
The purpose of the oil system is to provide lubrication

and cooling for gears and bearings located in the engine
sumps and gearboxes.
It includes the following major components:
- An oil tank, located on the right handside (aft looking

forward) of the containment case.
- An anti-leakage valve, located at the bottom of the
containment case.
- A lubrication unit assembly, installed on the
accessory gearbox.
- A main oil/fuel heat exchanger, secured on the
engine fuel pump.
- An oil scavenge filter assembly, located on the rear
face of the AGB at the 7 o’clock position.
EFFECTIVITY
OIL
GENERAL Page 242
TOC
MAIN OIL/FUEL
HEAT EXCHANGER
LUBRICATION
UNIT
ANTI-LEAKAGE
VALVE OIL TANK
OIL SCAVENGE
FILTER
CTC-224-081-01 OIL DISTRIBUTION SYSTEM LOCATION

EFFECTIVITY
OIL
GENERAL Page 243
TOC
OIL GENERAL
The oil system is self contained and may be split into the
different circuits listed below:
- Oil supply circuit.

- Oil scavenge circuit.
- Oil circuit venting.
EFFECTIVITY
OIL
GENERAL Page 244
TOC
4
5
7 AIR/OIL
MIXTURE
6 VENTING 1 - OIL TANK
THROUGH
EXHAUST 2 - ANTI-LEAKAGE VALVE
3 PLUG
TGB
8 3 - OIL QUANTITY TRANSMITTER
12 AGB
4 - OIL PRESSURE TRANSMITTER
2 1
5 - OIL TEMPERATURE TRANSMITTER
11
9
6 - FORWARD SUMP
10 7 - CENTER VENT TUBE
8 - AFT SUMP
9 - LUBRICATION UNIT
SUPPLY CIRCUIT 10 - OIL SUPPLY FILTER
11 - SCAVENGE OIL FILTER

AGB SCAVENGE CIRCUIT
DRIVE
12 - OIL-FUEL HEAT EXCHANGERS
CIRCUIT VENTING
FRONT SCAV. IN
AGB/TGB SCAV. IN
REAR SCAV. IN
CTC-224-082-01 OIL SYSTEM
EFFECTIVITY
OIL
GENERAL Page 245
TOC
EFFECTIVITY
OIL
GENERAL Page 246
TOC
OIL TANK

B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL OIL TANK
TOC
OIL TANK
The oil tank stores the engine oil and is installed on the Between engine start and running conditions, the oil level
containment case and on the fan frame shroud, at the 3 drops, due to the gulping effect.
o’clock position, on one upper and two lower mounts with
shock absorbers. At engine start the oil level may decrease as much as
1 gallon (4 liters). At takeoff power the oil level can
The upper mount and the left lower mount are fixed on decrease as much as 0.5 gallons (2 liters) more. This
fan frame shroud flanges. The right lower mount is fixed oil is partially recovered during engine deceleration and
on a containment case flange. completely recovered (minus oil consumption) upon
engine shutdown.
The tank body is a machined light alloy weldment. Six
inner bulkheads add strength and reduce oil sloshing. Oil level checks must be done within five to thirty
minutes, after engine shutdown, due to oil volume
The tank has an oil inlet tube from the servo fuel heater changes.
and the main oil/fuel heater exchanger, an oil outlet to the
lubrication unit and a vent tube. To avoid serious injury, the oil filler cap must not be
opened until a minimum of 5 minutes has elapsed after
To replenish the oil tank, there is a gravity filling port. The engine shutdown.
remote filling and overflow ports are optional.
Oil tank characteristics:
A scupper ducts any oil spillage to a drain line and a
plug is provided at the bottom of the tank for draining U.S. QUARTS LITERS
purposes.
Min usable oil volume 10.89 10.3
Max oil total capacity 22.1 20.09
Total tank volume 23.26 22.01

TOC
OIL QUANTITY
GRAVITY
TRANSMITTER
FILL PORT
OIL SCUPPER
UPPER
MOUNT
LOCKING
HANDLE
VENT TUBE DRAIN LINE

(TO FORWARD
SUMP)
PRESSURE
SERVICING
PORTS
OIL IN FROM
SCAVENGE OIL LEVEL
CIRCUIT) SIGHT GLASS
FWD
LOWER
MOUNT
DRAIN PORT
OIL OUT TO
ANTILEAKAGE
VALVE
CTC-224-083-01 OIL TANK

TOC
OIL TANK
Oil tank servicing
The oil tank can be serviced manually or with a remote Between 5 and 30 minutes after engine shutdown, the oil
pressure servicing unit. The tank is fully serviced when tank can be serviced with approved oil by pressure filling,
the oil level is at the 22.1 US qts. (20.09 l) level. or gravity filling:
Do not mix brands of oil. This could cause engine - Pressure filling is accomplished by means of an
damage. Part II of the Aircraft Maintenance Manual external oil servicing unit. Pressurizing and return
(AMM) provides information on approved brands of lines are connected to “fill” and “overfill” ports
engine oil. located on the front, right-hand side of the tank. Oil
from the unit is then pumped into the tank through
the fill port. By means of a stand pipe within the
tank, oil will return to the servicing unit through
the overfill port, indicating that the tank has been
properly filled.
- Gravity filling is accomplished through a

manual, self sealing fill cap. The fill cap is opened
and oil is poured directly from individual containers
into the tank.
The tank is considered fully serviced when the oil level

within the tank reaches the shaded area of the sight
glass.

TOC
OIL TANK
ACCESS DOOR
GRAVITY FILL PORT
SIGHT GLASS
PRESSURE
SERVICING
PORTS
DRAIN LINE
CTC-224-129-00 OIL TANK SERVICING

TOC

TOC
ANTI-LEAKAGE VALVE
EFFECTIVITY
ANTI-LEAKAGE
VALVE Page 253
TOC
ANTI-LEAKAGE VALVE
The anti-leakage valve prevents oil leakage when the

oil tube from the oil tank is removed and upon engine
shutdown to counter any siphon effect on the oil tank.
It is a pressure actuated, spring-loaded normally closed

valve. It is mounted on the containment case, at the
6 o’clock position, in-line with the tube running from the
oil tank to the lubrication unit.
During engine operation, oil pressure from the rear sump

supply line holds the anti-leakage valve open. When the
engine is shut down, spring tension closes the valve.
EFFECTIVITY
ANTI-LEAKAGE
VALVE Page 254
TOC
INLET PORT COVER

(FROM OIL TANK)
FWD
SUMP
REAR
SUMP
MOLDED SEAL
TGB
A
G
B °C
LUBRICATION HELICAL SPRING
POPPET
UNIT
OIL TANK
PISTON
INLET PORT
FROM OIL TANK
ANTI-LEAKAGE
VALVE
BODY
ASSEMBLY
OIL-IN OUTLET
PORT PORT
(TO SUPPLY PUMP)
OUTLET
PORT OIL-IN PORT
TO LUBRICATION FROM REAR SUMP
UNIT
CTC-224-084-01 ANTI-LEAKAGE VALVE

EFFECTIVITY
ANTI-LEAKAGE
VALVE Page 255
TOC
EFFECTIVITY
ANTI-LEAKAGE
VALVE Page 256
TOC
LUBRICATION UNIT
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL LUBRICATION UNIT Page 257
TOC
LUBRICATION UNIT
The lubrication unit has two purposes:
- It pressurizes and filters the supply oil for lubrication

of the engine bearings and gears.
- It pumps in scavenge oil to return it to the tank.
The unit is mounted by a V-band clamp to the rear face of

the accessory gearbox, at the 6 o’clock position.
The lubrication unit has:
- A suction port (from the oil tank).

- Three scavenge ports (aft sump, fwd sump, TGB/
AGB).
- Three scavenge screen plugs.
- An oil out port.
- A supply oil filter.
- A clogging indicator.
Internally, it has 4 pumps driven by the AGB, through a

single shaft. One pump is dedicated to the supply circuit
and three pumps to the scavenge circuits.
EFFECTIVITY
TOC
SCAVENGE
OIL FROM OIL OUT TO
SCAVENGE
OIL FILTER
AFT SUMP
OIL TO FWD SUMP AND TGB
FWD SUMP
OIL TO AFT
AGB/TGB SUMP
OIL TO AGB
CLOGGING
INDICATOR
DRIVE SHAFT
OIL IN FROM TANK HOUSING FOR
3 SCAVENGE SCREENS
SUPPLY FILTER
HOUSING
CHIP DETECTOR
HANDLING PLUGS
SUPPLY FILTER
DRAIN PLUG
CTC-224-085-01 LUBRICATION UNIT INTERFACE

EFFECTIVITY
TOC
LUBRICATION UNIT
Supply circuit Supply oil filter
During supply, oil from the oil tank is pressurized through The supply oil filter is a discardable paper cartridge and
the supply pump and then goes to the supply oil filter. is located inside a housing that is part of the lubrication
unit. A locating ring maintains the filter cartridge in the
In case of clogging of the supply oil filter, a visual housing. The base of the housing features a cover and a
indication is given and a bypass valve opens. drain plug.
A pressure relief valve, installed downstream from the Clogging indicator

supply pump, redirects the oil to the scavenge circuit
when oil pressure reaches a maximum limit value. The clogging indicator is a sensor, installed between the
upstream and downstream pressures of the supply oil
Downstream from the supply oil filter, the oil flows through filter. It senses any rise in differential pressure due to filter
three outlets to the engine sumps. clogging.
When the filter is clogged, a pop-out indicator is activated

at approx 27psi, showing a red button in a sight glass.
This indication signals the need for a maintenance action
to change the filter.
At 34psi, the bypass valve opens to keep the engine

supplied with lubrication oil.
EFFECTIVITY
TOC
TO FWD/AFT SUMPS RED BUTTON OUT

AND
AGB/TGB OIL JETS BUTTON IN
BY-PASS
VALVE
POP-OUT
INDICATOR
SCAVENGE SIGHT GLASS

OIL CIRCUIT
AGB
DRIVE
INPUT
SUPPLY OIL FILTER
RELIEF SUPPLY
(INSIDE THE HOUSING)
VALVE PUMP
FROM
OIL TANK
DRAIN PLUG
COVER
CTC-224-086-00 SUPPLY OIL FILTER AND CLOGGING INDICATOR

EFFECTIVITY
TOC
LUBRICATION UNIT
Scavenge circuit
In the scavenge circuit, the oil/air mixture is pumped from

each engine sump by a dedicated pump, and passes
through separate scavenge screens and magnetic chip
detectors, installed on plugs.
The scavenge pumps downstream oil flows to a common

outlet.
EFFECTIVITY
TOC
TO AGB TO SUMP AND TO AFT SUMPS

OIL JETS TGB OIL JETS AND ANTI-LEAKAGE VALVE
BY-PASS
SUPPLY
VALVE
OIL FILTER
POP-OUT
INDICATOR
FROM FROM
AFT FWD FROM
SUMP SUMP AGB/TGB
SCAVENGE
SCREEN
MAGNETIC
CHIP DETECTOR
(OPTIONAL DMS) AGB
DRIVE
INPUT
SUPPLY
TO SCAVENGE PUMP
OIL FILTER RELIEF FROM
ASSEMBLY VALVE OIL TANK
CTC-224-087-00 LUBE UNIT OIL SCAVENGE CIRCUIT

EFFECTIVITY
TOC
LUBRICATION UNIT
Chip detector
The chip detectors trap and keep unwanted magnetic

particles suspended in the scavenge oil.
There are three chip detectors, one for each sump:
- Forward sump.
- Rear sump.
- AGB & TGB sump.
Each detector consists of a magnet and metallic-mesh

screen attached to the inlet of the scavenge pumps.
The chip detector has a spring-loaded bayonet lock that
mates into a matching housing. A check valve in the
housing prevents oil loss when the detector is removed.
Scavenge oil flowing to the scavenge pumps flow over

the magnetic pole piece positioned in the center of the
detector. Ferrous particles are attracted to the metallic-
mesh screen surrounding the magnet.
EFFECTIVITY
TOC
MAGNET
METALLIC-MESH SCREEN
BAYONET LOCK
REAR SUMP
CHIP DETECTOR
FWD
FORWARD SUMP
CHIP DETECTOR AGB/TGB SUMP
CHIP DETECTOR
CTC-224-088-00 CHIP DETECTOR

EFFECTIVITY
TOC
EFFECTIVITY
TOC
DEBRIS MONITORING SYSTEM (OPTIONAL)
EFFECTIVITY
DEBRIS MONITORING
SYSTEM Page 267
TOC
DEBRIS MONITORING SYSTEM
The optional debris monitoring system detects magnetic Scavenge oil flowing from the scavenge pumps flow over
particles suspended in the scavenge oil and sends a the magnets positioned in the center of the detector.
signal through three wires to the DPM box. From the
DPM box a single wire transmits the signal to EEC Ferrous particles are attracted to the two magnetic
channel B. Then a message “DMS requires inspection” pickups and when the resistance is:
can be retrieved by interrogating the CDU. - Between 39 ohms and 130 ohms a “DMS requires
inspection” message is sent to the CDU.
The system consists of three electrical chip detectors, - Less than 39 ohms or greater than 4000 ohms DMS
one for each sump: is invalid.
- Forward sump. - Greater than 130 ohms and less than 4000 ohms no
- Rear sump. chips are detected by the DMS.
- AGB & TGB sump.
Each electrical chip detector consists of two magnetic

pickups attached to a probe. The electrical chip detector
has a spring-loaded bayonet lock that mates into a
matching housing. A check valve in the housing prevents
oil loss when the chip detectors are removed.
EFFECTIVITY
DEBRIS MONITORING
SYSTEM Page 268
TOC
FWD MAGNETIC PICKUPS

SCREEN
TO THE DPM BOX
AGB/TGB SUMP ELECTRICAL CHIP DETECTOR
REAR SUMP FORWARD SUMP

ENGINE 1 BITE TEST
INPUT MONITORING 1/1
OIL SYSTEM
<PEO: 0.0 PSIG

<TEO: 50.0C
J8-F <FILTER BYPASSED:NO
DMS REQUIRES INSPECTION
CH.
A
B <INDEX
J8-G
CDU MESSAGE
DMS DETECTORS EEC
CTC-224-089-01 DEBRIS MONITORING SYSTEM

EFFECTIVITY
DEBRIS MONITORING
SYSTEM Page 269
TOC
EFFECTIVITY
DEBRIS MONITORING
SYSTEM Page 270
TOC
OIL SCAVENGE FILTER ASSEMBLY
EFFECTIVITY
OIL SCAVENGE
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL FILTER ASSEMBLY Page 271
TOC
OIL SCAVENGE FILTER ASSEMBLY
The scavenge oil filter is used to remove contaminants

from the engine oil prior to it returning to the oil tank.
The assembly consists of a disposable scavenge oil filter,

a filter bowl, a body and an oil bypass valve inside the
filter body. The body also contains the oil filter bypass
switch.
A locking ratchet lever prevents rotation of the filter bowl.
The scavenge oil filter is located on the rear face of the

accessory gearbox at the 7 o’clock position.
Should the filter element become clogged the oil bypass

valve will open. The differential pressure is monitored by
the bypass switch.
EFFECTIVITY
OIL SCAVENGE
TOC
OIL CLOGGING
INDICATOR
(TO ELECTRICAL
CIRCUIT)
OIL OUT
OIL FILTER
BYPASS SWITCH
BODY
OIL IN
FWD LOCKING
RATCHET
LEVER
FILTER
BOWL
FWD
CTC-224-090-00 OIL SCAVENGE FILTER ASSEMBLY

EFFECTIVITY
OIL SCAVENGE
TOC
EFFECTIVITY
OIL SCAVENGE
TOC
OIL INDICATING COMPONENTS
EFFECTIVITY
OIL INDICATING
COMPONENTS Page 275
TOC
OIL INDICATING COMPONENTS
The oil indicating system supplies data, through the

common display system (CDS), for display on the upper
center display unit on the P2 panel.
The system consists of the following components:

- Oil quantity transmitter (on the oil tank, 2 o’clock).
- Oil pressure transmitter (on the T/P sensor, 10
o’clock).
- Oil temperature sensor (on the T/P sensor,
10o’clock).
- Oil filter bypass switch (on the scavenge oil filter
assembly, 8 o’clock).
- Optional DMS chip detector.
The oil quantity transmitter sends data directly to the

CDS and the three other components send data to the
CDS, through the EEC.
EFFECTIVITY
OIL INDICATING
COMPONENTS Page 276
TOC
OIL QUANTITY
TRANSMITTER
OIL TANK
OIL PRESSURE
TRANSMITTER
OIL TEMPERATURE
SENSOR CDS/
DEU
EEC
T/P SENSOR
OIL FILTER
BYPASS
SWITCH
DMS CHIP
DETECTOR
SCAVENGE OIL (OPTIONAL)
FILTER
CTC-224-091-00 OIL INDICATING COMPONENTS

EFFECTIVITY
OIL INDICATING
COMPONENTS Page 277
TOC
EFFECTIVITY
OIL INDICATING
COMPONENTS Page 278
TOC
OIL QUANTITY TRANSMITTER
EFFECTIVITY
OIL QUANTITY
TOC
OIL QUANTITY TRANSMITTER
The transmitter measures and sends oil quantity data to

the flight deck.
It is an electrical resistance sensor that uses a floating

magnet and reed switches to show oil quantity. A single
connector transmits the data to the common display
system (CDS).
An excitation signal is received by the transmitter from

the CDS. As the floating magnet moves up or down with
the oil level, reed switches open or close resistor circuits.
The resistance value returned to the CDS is proportional
to oil quantity and is displayed on the common display
unit in percent.
EFFECTIVITY
OIL QUANTITY
TOC
CDS/
DEU
OIL TANK
CTC-224-092-01 OIL QUANTITY TRANSMITTER

EFFECTIVITY
OIL QUANTITY
TOC
EFFECTIVITY
OIL QUANTITY
TOC
OIL PRESSURE TRANSMITTER
EFFECTIVITY
OIL PRESSURE
TOC
OIL PRESSURE TRANSMITTER
The transmitter measures the oil pressure at the outlet of

the lubrication unit and sends the data, through the EEC,
to the CDS for flight deck indication.
The transmitter consists of two sensing elements in

a single housing and one connector. Each element
connects to one channel of the EEC. The transmitter is
part of the T/P sensor.
The oil pressure differential between the oil supply pump

outlet pressure and the TGB vent pressure, is compared
and sent as an electrical signal to the EEC.
The EEC converts the signal to an ARINC 429 format

that is used by the CDS to display the oil pressure on two
round analog dial indicators on the center upper display.
EFFECTIVITY
OIL PRESSURE
TOC
EEC
CDS/
DEU
CHANNEL A
CHANNEL B
OIL VENT
PRESSURE
LINE TO TGB
OIL PRESSURE IN OIL PRESSURE LINE
OUT TO FWD SUMP AND TGB
CTC-224-093-01 OIL PRESSURE TRANSMITTER

EFFECTIVITY
OIL PRESSURE
TOC
EFFECTIVITY
OIL PRESSURE
TOC
OIL TEMPERATURE SENSOR
EFFECTIVITY
OIL TEMPERATURE
SENSOR Page 287
TOC
OIL TEMPERATURE SENSOR
The sensor measures the oil temperature at the outlet of

the lubrication unit and sends the data, through the EEC,
to the CDS for flight deck indication.
It consists of two sensing elements in a single housing

and one connector. Each element connects to one
channel of the EEC. The transmitter is part of the T/P
sensor.
The oil temperature sensor reads the temperature of the

oil sent to the forward sump and transfer gearbox (TGB)
oil supply line.
The sensor sends an electrical signal to the EEC, which

changes it into ARINC 429 format. The signal is then sent
to the CDS and displayed on the center upper display
unit.
EFFECTIVITY
OIL TEMPERATURE
SENSOR Page 288
TOC
EEC
CDS/
DEU
CHANNEL A
CHANNEL B
CTC-224-094-00 OIL TEMPERATURE SENSOR

EFFECTIVITY
OIL TEMPERATURE
SENSOR Page 289
TOC
EFFECTIVITY
OIL TEMPERATURE
SENSOR Page 290
TOC
OIL FILTER BYPASS SWITCH
EFFECTIVITY
OIL FILTER
BYPASS SWITCH Page 291
TOC
OIL FILTER BYPASS SWITCH
The oil filter bypass switch monitors the differential

pressure between the inlet and the outlet of the scavenge
oil filter. It is a normally open switch, that connects to the
EEC, through a single connector. The switch is part of the
scavenge oil filter assembly.
When the switch closes, an electrical signal is sent to the

EEC which in turn changes it into an ARINC 429 signal.
This signal is sent to the CDS and then displayed on the
center upper display unit. The message displayed by the
CDS reads as “OIL FILTER BYP”.
The oil filter bypass message flashes for 10 seconds, and

then shows continuously. This flashing feature is inhibited
during takeoff and landing.
EFFECTIVITY
OIL FILTER
TOC
EEC
CDS/
DEU
CHANNEL A OIL PRESSURE

CHANNEL B INDICATION
OIL FILTER OIL FILTER

BYPASS BYPASS
100 100 N1 SET SPD REF

AUTO BRAKE
50 50
AUTO AUTO AUTO BRAKE
1 BOTH V DISARM NOSE
1 2 5 GEAR
2 SET V 2 1 10 NOSE
R 1 3 GEAR
0 0 WT
UP 15
LEFT RIGHT
G/ 20 V OFF MAX
S 20 G FUEL FLOW REF 25 GEAR GEAR
Y RESET FLAPS
10 10 R MFD RTO 30 LEFT RIGHT
O 40 GEAR GEAR
RATE ANTI SKID
OIL P 10
ENG SYS
10 ANTI SKID LE FLAPS LE FLAPS
20
USED
20 INOP TRANSIT EXT
C INOP
B/CRS
LO
APP PULL
OFF TO
CA
GE UP
L
A
N
97 0 1 D
FEE
100 T
I
36 000 2
200 200
5 N OFF
7 ALT 3 G
MB
6 5 4 IN HG
1013 2992 G
E
250 300 A
100 100 BARO IAS KNOTS R DN
HDG
0 3
33
0 0 LANDING GEAR
2730
OIL T
6 9 12
LIMIT (IAS)
OPERATING
V V EXTEND 270-.82M
24
O O RETRACT 235K
EXTENDED 320K-.82M
R R
15
18 21 FLAPS LIMIT (IAS)
ADF ADF
INOP
85 98
230K ALT FLAP
EXTEND
OIL Q %
P2 PANEL
FWD
CTC-224-095-01 OIL FILTER BYPASS SWITCH
EFFECTIVITY
OIL FILTER
TOC
EFFECTIVITY
OIL FILTER
TOC
POWERPLANT DRAINS
EFFECTIVITY
POWERPLANT
DRAINS Page 295
TOC
POWERPLANT DRAINS
The engine drain system consists of lines collecting The starter air discharge duct drains the following:
and carrying waste fluids overboard from various points - Service disconnect (strut).
along the engine, from accessories, and from pylon drain - Main fuel/oil heat exchanger.
cavities. - Hydromechanical Unit (HMU).
- High Pressure Turbine Active Clearance Control
All of the drain lines migrate to the 6:00 o’clock position valve (HPTACC).
of the engine where the fluids are ejected directly - Variable Stator Vane (VSV) actuators.
overboard. - Variable Bleed Valve (VBV) actuators.
- Transient Bleed Valve (TBV).
The drain system is divided into three outputs: - Low Pressure Active Clearance Control valve
- the starter air discharge duct. (LPTACC).
- the right fan cowl hole. - Forward Sump Drain.
- the left fan cowl hole.
EFFECTIVITY
POWERPLANT
DRAINS Page 296
TOC
DRAIN HOLE SCUPPER FOR DRAIN HOLE

THE FUEL PUMP PAD DRAIN SCUPPER
LEFT FAN
COWL PANEL STARTER AIR
DISCHARGE DUCT
RIGHT FAN
COWL PANEL
FWD DRAIN HOLE
SCUPPER FOR BSV/LPTACC VALVE
THE OIL TANK
SCUPPER RIGHT VBV
DRAIN HOLE
SCUPPER FOR FORWARD
THE HYDRAULIC SUMP
PUMP AND LEFT VSV
IDG DRAIN SERVICE
DISCONNECT
(STRUT)
RIGHT VSV
MAIN FUEL/OIL HEAT
EXCHANGER PAD HPTACC VALVE
HMU PAD
LEFT VBV BSV &

LPTACC
HPTCC
VALVE
LEFT
VSV
TRAN
BLEED
TBV
RIGHT RIGHT LEFT
VSV VSV VALVE VSV
LOWER DRAIN IDENTIFICATION

MANI FOLD
CTC-224-096-01 POWERPLANT DRAINS

EFFECTIVITY
POWERPLANT
DRAINS Page 297
TOC
EFFECTIVITY
POWERPLANT
DRAINS Page 298
TOC
THRUST REVERSER
EFFECTIVITY
THRUST
REVERSER Page 299
TOC
THRUST REVERSER
Thrust lever interlock
A thrust-lever interlock provides the crew with a tactile The interlock is operated by a solenoid. The interlock
indication that the thrust reverser has, or has not solenoid receives power directly from an airplane 28Vdc
deployed. The interlock prevents the flight crew from supply.
moving the reverse-thrust lever beyond the reverse-idle
position, until the EEC detects that both thrust-reverser The EEC completes the circuit to open the interlock
sleeves have deployed more than 60% of full deploy and by grounding the low side of the solenoid based on
energizes the interlock solenoid, removing the interlock. translating sleeve and TRA position. The EEC closes the
circuit and energizes the interlock, allowing reverse-thrust
The thrust-lever interlock affects only the operation of lever motion to the full-reverse position, when the TRA is
the reverse-thrust lever. Once the reverse-thrust lever at idle Rev and the position of both translating sleeves is
is returned to the normal, stowed position, the forward- greater than 60% deployed.
thrust lever can be advanced, regardless of the thrust-
reverser position. However, the EEC constrains the thrust The EEC opens the circuit and de-energizes the
command to idle until the thrust reverser is stowed. interlock, blocking reverse-thrust lever motion, when the
TRA is in the forward thrust commanded position and
both translating sleeves are less than 40% deployed.
EFFECTIVITY
THRUST
REVERSER Page 300
TOC
28V DC
BATTERY
BUS
T/R INLK RIGHT
60% SLEEVE
P6 CIRCUIT
DEPLOY LVDT
BREAKER PANEL
REVERSE THRUST LEVER
CHANNEL A
(IN THE STOW POSITION)
60% LEFT
DEPLOY SLEEVE
LVDT
CHANNEL B
EEC THRUST
REVERSER
INTERLOCK
LATCH
THRUST LEVER
INTERLOCK SOLENOID
CTC-224-097-01 THRUST LEVER INTERLOCK SOLENOIDS

EFFECTIVITY
THRUST
REVERSER Page 301
TOC
EFFECTIVITY
THRUST
REVERSER Page 302
TOC
VIBRATION MONITORING AND INDICATING
EFFECTIVITY
VIBRATION MONITORING
& INDICATING Page 303
TOC
The engine vibration system consists of:

- N1 speed sensor.
- N2 speed sensor.
- No 1 bearing vibration sensor.
- FFCCV sensor.
- Airborne Vibration Monitoring (AVM) signal
conditioner.
The N1 and N2 speed sensors send data to the EEC for

internal logic calculations, to the DEU’s for indicating and
to the AVM signal conditioner.
The No 1 bearing vibration sensor and the FFCCV

sensor also send data to the AVM signal conditoner for
vibration analysis.
The accelerometers respond to oscillatory motion and

are highly directional. The low signal strength requires
specially shielded leads, securely supported to avoid and
prevent externally induced signals.
The signal conditoner is required to process the

accelerometer output to a usable strength for flight deck
display. It amplifies and delivers an analog signal to the
DEU’s and the Flight Data Acquisition Unit (FDAU).
EFFECTIVITY
TOC
EEC
No 1 BEARING
VIB SENSOR
N2 SPEED
SENSOR FFCCV
N1 SPEED SENSOR
SENSOR
AVM SIGNAL
DEU 1 DEU 2 FDAU
CONDITIONER
CTC-224-113-01 VIBRATION MONITORING SYSTEM

EFFECTIVITY
TOC
Vibration monitoring and indicating
The AVM system uses N1 rpm, N2 rpm, and vibration

data and supplies it to the signal conditioner. The signal
conditioner supplies the amplified data as an analog
signal to the DEU’s and the FDAU.
The highest vibration signal is displayed on the center

upper display (P2) in units.
EFFECTIVITY
TOC
2 3 4 2 3 4
1 1
5 5
0 VIB 0
ENDEVCO 213
N1 SPEED SENSOR CDS DISPLAY UNIT (P2)
N2 SPEED SENSOR
DIGITAL VIBRATION
SIGNAL CONDITIONING UNIT DEU (2)
MODEL
S/N
BOEING P/N
FAA/PMA
NO YES
FDAU
AVM SIGNAL
CONDITIONER
FFCCV No 1 BEARING
SENSOR VIBRATION SENSOR
CTC-224-114-00 VIBRATION MONITORING AND INDICATING

EFFECTIVITY
TOC
AVM signal conditioner
The AVM signal conditioner is located in the EE

compartment on the E3-2 shelf.
There are two kinds of AVM signal conditioners, and two

suppliers.
The model 213 AVM signal conditioner is supplied by
Endevco. Model 113 signal conditioner is supplied by
Vibrometer.
The functions of the AVM signal conditioner are the

following:
- Calculates engine vibration that show on the
common display system (CDS).
- Isolates AVM system failures.
- Keeps historical engine vibration and system failure
data in memory.
The AVM signal conditioner calculates vibration for these

engine areas:
- Fan/low pressure compressor (LPC).
- High pressure compressor (HPC).
- High pressure turbine (HPT).
- Low pressure turbine (LPT).
EFFECTIVITY
TOC
DIGITAL VIBRATION
YES NO
SIGNAL CONDITIONING UNIT
MODEL
S/N
BOEING P/N
FAA/PMA
EE COMPARTMENT
(LOOKING AFT) NO YES
AIRBORNE VIBRATION MONITOR AIRBORNE VIBRATION MONITOR

(AVM) SIGNAL CONDITIONER, M1240 (AVM) SIGNAL CONDITIONER
(ENDEVCO-213) (VIBROMETER, MODEL 113)
CTC-224-115-00 AIRCRAFT VIBRATION MONITOR (AVM) SIGNAL CONDITIONERS

EFFECTIVITY
TOC
AVM signal conditioner
Vibration data for the last 32 flights is held in nonvolatile

memory. A new flight starts whenever N2 rpm exceeds
45%.
The vibration and fault data is accessible through the

signal conditioner BITE.
The program pins identify the engine model and the

customer options.
EFFECTIVITY
TOC
DEU 1
ARINC 429 DEU 2

VIBRATION
FFCCV VIBRATION CALCULATIONS
SENSOR
- N1 VIB RECORD
IN-FLIGHT
VIB DATA
No 1 BEARING - N2 VIB FDAU
VIBRATION SENSOR
- HIGH VIB
YES NO
MONITOR FOR
SYSTEM FAULTS
N1 SPEED SENSOR
RECORD AVM SYSTEM

FAULT DATA
N2 SPEED SENSOR
AVM SIGNAL CONDITIONER
CTC-224-116-00 FUNCTIONAL DESCRIPTION

EFFECTIVITY
TOC
EFFECTIVITY
TOC
AIRCRAFT CONDITION MONITORING SYSTEM (ACMS)
EFFECTIVITY
A/C CONDITION
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL MONITORING SYSTEM Page 313
TOC
AIRCRAFT CONDITION MONITORING SYSTEM
The ACMS is a subsystem within the Flight Data With the FDAMS, the QAR is integrated through the use
Acquisition & Management System (FDAMS). of a removable storage device called a PC Card. The PC
The FDAMS integrates an ARINC 717 Digital Flight Card is a PC-Laptop standard storage device.
Data Acquisition Unit (DFDAU), an Aircraft Condition
Monitoring System (ACMS), a Digital ACMS Recorder The same digital (ARINC 429) data available to the
(DAR), and a Quick Access Recorder (QAR). DFDAU is also available to the Aircraft Condition
Monitoring System (ACMS). The ACMS can be
The Aircraft Condition Monitoring System (ACMS) is programmed to monitor this aircraft data, collect it, and
designed to collect data from onboard aircraft ARINC 429 generate Reports when certain events occur, such as an
DITS data busses and dedicated discrete inputs. The engine temperature exceedance or a hard landing.
ACMS analyzes and sorts this information according to
the users’ needs. The ACMS function comes not only with a standard array
of ACMS Reports for performing most maintenance and
It distributes the resulting information: operations related event detection, but also accomodates
- In the form of hard copy printouts on the Cockpit up to a total of 80 totally reconfigurable ACMS Reports,
Printer. each with user-defined triggering algorithms for detecting
- Down linked via the Aircraft Communication unique events of interest.
Addressing Reporting System (ACARS).
- Displayed on the Control Display Unit (CDU), The ACMS and its easily-programmable event triggering
- Dumped to the ARINC 615 Airborne Data Loader and data collections lets the airline configure the FDAMS
(ADL). to their own data monitoring and collection needs.
- Recorded onto the Digital ACMS Recorder (DAR),
- Stored internally within the ACMS’s nonvolatile
storage buffers.
- Stored to a Data Dump PC Card.
EFFECTIVITY
A/C CONDITION
TOC
FLIGHT DATA ACQUISITION & MANAGEMENT SYSTEM (FDAMS)
DISCRETES FLIGHT DATA

RECORDER
ANALOG DFDAU
QUICK ACCESS
RECORDER
(QAR)
DIGITAL DATA LOADER

4 MBYTE RAM (ADL OR PDL)
ARINC-429
170 MBYTE PC-CARD
ACMS
DAR
COCKPIT
ACARS CDU
PRINTER
CTC-224-117-00 FDAMS DESCRIPTION

EFFECTIVITY
A/C CONDITION
TOC
EFFECTIVITY
A/C CONDITION
TOC

CTC 224 Engine Systems

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TRAINING MANUAL

CFMI Customer Training Center CFMI Customer Training Services

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COPYRIGHT 1998 CFM INTERNATIONAL

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A ATC AUTOTHROTTLE COMPUTER

INTERNATIONAL) DCU DATA CONVERSION UNIT

EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT

g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)

lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST

OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL

TRANSFORMER STP STANDARD TEMPERATURE AND PRESSURE

TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER

IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS

1 mile = 1,609 km 1 km = 0.621 mile

1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 lb. = 0.454 kg 1 kg = 2.205 lbs

1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

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LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 FUEL NOZZLE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 FUEL NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

ELECTRONIC ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 VARIABLE GEOMETRY CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . 197

ENGINE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 VARIABLE BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

ENGINE WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 VARIABLE STATOR VANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 TRANSIENT BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221

STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL . . . . . . 227

IGNITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL . . . . . . . 233

POWER MANAGEMENT AND FUEL CONTROL . . . . . . . . . . . . . . . . . . . 117 OIL GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 ANTI-LEAKAGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253

IDG OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 LUBRICATION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257

OIL/FUEL HEAT EXCHANGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 DEBRIS MONITORING SYSTEM (OPTIONAL) . . . . . . . . . . . . . . . . . . . . 267

HYDROMECHANICAL UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 OIL SCAVENGE FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 271

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OIL INDICATING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275

OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279

OIL PRESSURE TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283

OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287

OIL FILTER BYPASS SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291

POWERPLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295

THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299

VIBRATION MONITORING AND INDICATING . . . . . . . . . . . . . . . . . . . . 303

AIRCRAFT CONDITION MONITORING SYSTEM (ACMS) . . . . . . . . . . . 313

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FADEC SYSTEM INTRODUCTION

The CFM56-7B operates through a system known as

It takes complete control of engine systems in response

- It performs fuel control and provides limit protections

POWER MANAGEMENT ACTIVE CLEARANCE

CTC-224-001-01 FADEC PURPOSE

FADEC SYSTEM INTRODUCTION

The FADEC system consists of:

- An Electronic Engine Control (EEC) containing

- A Hydro-Mechanical Unit (HMU), which converts

- Peripheral components such as valves, actuators

T12 T25 T3 T49.5 Ps3 N1 N2 P0

115V FEEDBACK SIGNALS

EEC IGNITION HPT LPT

ID PLUG ALTERNATOR FUEL HYDRO-

CTC-224-002-01 FADEC COMPONENTS

FADEC SYSTEM INTRODUCTION