B737-NG-ALL-76/301

ENGINE CONTROLS

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Level 3

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Boeing 737-600/700/800/900

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ENGINE CONTROLS
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Training Manual
Sep 2019
TAT GROUP For training purpose only Rev 0.0
 Training Manual

This publication was created by Sabena technics training department,

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following ATA 104 specifications.

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The information in this publication is furnished for informational and
training use only, and is subject to change without notice.

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Sabena technics training assumes no responsibility for any errors or

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inaccuracies that may appear in this publication.

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No part of this publication may be reproduced, stored in a retrieval system,
or transmitted, in any form or by any means, electronic, mechanical,

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photocopying, recording, or otherwise, without the prior written permission

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of Sabena technics training.

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Contact address for

course registrations
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course schedule information

Sabena technics training
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training@sabenatechnics.com
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Table of contents

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SUBJECT PAGE SUBJECT PAGE

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ENGINE CONTROLS 7
GENERAL DESCRIPTION 9

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COMPONENT LOCATIONS 11
INTERFACES 13

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THRUST LEVER 15
START LEVER 17

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FUNCTIONAL DESCRIPTION 19
REVERSE THRUST INTERLOCK SOLENOIDS 21

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Table of illustrations

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ILLUSTRATION NAME PAGE ILLUSTRATION NAME PAGE

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ENGINE CONTROLS –INTRODUCTION 8
ENGINE CONTROLS -GENERAL DESCRIPTION 10

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COMPONENT LOCATIONS 12
INTERFACES 14

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THRUST LEVER 16
START LEVER 18

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START LEVER –FUNCTIONAL DESCRIPTION 20
REVERSE THRUST INTERLOCK SOLENOIDS 22

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ABBREVIATIONS AND ACRONYMS

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AGB - accessory gearbox

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AMM - aircraft maintenance manual
ASM - autothrottle servomotor

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CDS/DEU - common display system/display electronics unit

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EEC - electronic engine control
FDAU - flight data acquisition unit

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IDG - integrated drive generator
HPSOV - high pressure shutoff valve

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RLA - reverse thrust lever angle
TLA - thrust lever angle

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TO/GA - takeoff/go-around

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TRA - thrust lever resolver angle
T/R - thrust reverser

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ENGINE CONTROLS - INTRODUCTION

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Purpose

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The engine control system supplies most of the signals to control the

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engine thrust. It also supplies signals to other airplane systems that use
engine control status.

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The engine control system has these components:
• Thrust lever assemblies

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• Thrust lever resolvers
• Engine start levers

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• Thrust lever interlock solenoids.

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ENGINE CONTROLS - INTRODUCTION

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ENGINE CONTROLS - GENERAL DESCRIPTION

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General Start Levers

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The engine control system supplies manual and automatic control inputs There are two start levers, one for each engine. The engine start lever is

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to operate the engine. The engine control used during engine start and engine shutdown. The start levers operate
system has these components: switches which supply signals to different aircraft and engine systems and

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• Thrust levers (forward and reverse) components.
• Thrust lever resolvers

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• Engine start levers and switches Reverse Thrust Interlock Solenoids
• Thrust lever interlock solenoids.

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There are two reverse thrust interlock solenoids, one for each engine.
Each reverse thrust interlock solenoid limits the range of motion of a
Thrust Levers

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reverse thrust lever.
Use the thrust levers to supply the manual inputs to the engine control The thrust reverser can be deployed, but engine reverse thrust can not go

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system. There are two thrust lever assemblies, one for each engine. For above idle until the thrust reverser sleeves are near the full deployed
each engine, there is a forward thrust lever and a reverse thrust lever. position. The EEC operates the solenoids. The thrust lever interlock

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The reverse thrust lever is on the forward thrust lever. solenoids are in the autothrottle assembly.
For each engine, the thrust levers supply a thrust command signal to the

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electronic engine control (EEC) through the thrust lever resolver. Each

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thrust lever assembly connects mechanically to the resolver through an
adjustable rod.
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An lock pawl prevents the operation of the forward thrust lever and the
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reverse thrust lever at the same time.

Thrust Lever Resolver

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There are two thrust lever resolver assemblies, one for each engine. Each
thrust lever resolver assembly has two resolvers, one for EEC channel A
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and one for EEC channel B. The thrust lever resolvers change the
mechanical forward and reverse thrust lever positions to analog thrust
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lever resolver angle (TRA) signals.

These signals go to the EEC. The EEC uses these signals to control the
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engine.
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ENGINE CONTROLS - GENERAL DESCRIPTION

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COMPONENT LOCATIONS

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The thrust levers and the start levers are on the control stand in the flight

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compartment. Remove panels
from the side of the aisle stand to get access to these components:

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• Start lever switches

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• Lock Pawl
• Thrust lever cranks and rods.

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The reverse thrust interlock solenoids and thrust lever resolvers are in the

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autothrottle assembly. The autothrottle assembly is under the flight
compartment floor in the forward equipment compartment. Enter the

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forward equipment compartment through the access door, forward of the

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nose landing gear.

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COMPONENT LOCATIONS

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INTERFACES

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General Autothrottle Switch Packs

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These equipment and mechanisms related to the engine control system There are two autothrottle switch packs, one for each thrust

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are on the control stand and below the flight compartment floor in the lever assembly. Each thrust lever assembly moves a switch
autothrottle assembly: pack through a mechanical linkage. Each switch pack has

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• Resolvers nine switches that supply discrete thrust lever position signals
• Clutch pack to various systems. These are the switches and the function of

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• Autothrottle switch packs each switch:
• Autothrottle servomotor (ASM) and gearbox assembly • S1 - auto ground speedbrake control and landing gear warning

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• Take off/go-around (TO/GA) switches and autothrottle disengage • S2 - autobrake system
switches. • S3 - autobrake system

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• S4 - engine thrust reverser synchronous shaft locks

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Resolvers • S5 - engine thrust reverser arm control
• S6 - engine thrust reverser stow control
There are two resolver assemblies, one for each engine.

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• S7 - wing thermal anti-ice system
Each thrust lever assembly moves a resolver. The resolver changes the
• S8 - aural warning - takeoff warning and weather radar and tail skid
forward and reverse thrust lever positions to an analog electric signal. This

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(option)
signal goes to the EEC.
• S9 - landing gear warning.

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Clutch Pack
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The clutch pack gives a friction connection between these Autothrottle Servomotor (ASM) and Gearbox Assembly
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mechanisms:
The thrust management function of the autothrottle system supplies the
• Thrust levers
thrust command signal to the EEC. To do this, the ASM and gearbox
• ASM and gearbox assembly.
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assembly moves the TLA resolvers and the thrust levers through the
clutch pack.
The clutch lets the autothrottle system move the resolver and the thrust
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levers. The clutch also gives a friction force to prevent the free movement
of the thrust levers, but lets the pilot move the thrust levers independent of Takeoff/Go-Around (TO/GA) and Autothrottle Disengage
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the autothrottle system. Switches

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A TO/GA switch and an autothrottle disengage switch are in each thrust

lever assembly. The TO/GA switch lets the pilot set the TO/GA function.
The autothrottle disengage switch lets the pilot disengage the autothrottle
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function. The command buttons for these switches are just under and on
the forward thrust lever knob.
See the autoflight chapter for more information on the go-around ,
autothrottle switches and autothrottle system. (CHAPTER 22)

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INTERFACES

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THRUST LEVER

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General The thrust lever lock pawl prevents the operation of the forward thrust

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lever and the reverse thrust lever at the same time. The pawl must move
The thrust levers and the resolvers in the autothrottle assembly work
into a hole on the control stand web for the reverse thrust lever to move.

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together to supply a thrust command to the EEC. The autothrottle system
The pawl can move into the hole only when the forward thrust lever is in
makes the automatic inputs. The thrust levers are used to make manual

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the idle position.
inputs.
When the forward thrust lever is not at idle, the pawl locks the reverse

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thrust lever at the STOW position. This prevents the movement of the
Thrust Lever reverse thrust lever when the forward thrust lever is not in the idle position.

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There are two thrust lever assemblies, one for each engine. A thrust lever When the forward thrust lever is at idle, the pawl unlocks the reverse
assembly has many parts. These parts mechanically transmit the thrust thrust lever. The reverse thrust lever can now be moved. When the

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command to the resolver: reverse thrust lever moves, the pawl locks the forward thrust lever.
• Forward thrust lever

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• Reverse thrust lever Training Information Point
• Control link

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Adjust the length of the rod to change the relationship between the thrust
• Crank
lever position and the resolver position.
• Rod.

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Refer to the airplane maintenance manual (AMM) part II for more
information on this procedure.

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These parts operate the crank:
You measure the friction force to move the thrust levers to make sure the
• Forward thrust lever
• Reverse thrust lever
• Control link.
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information on this procedure.
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The crank connects with the clutch pack and the resolver in the
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autothrottle assembly through the rod. The forward thrust lever and the
crank are on the same shaft, but they move independently. The forward
thrust lever holds the reverse thrust lever. The control link directly
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connects the reverse thrust lever and the crank. The control link moves up
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when the reverse thrust lever is raised. The control link moves down when
the forward thrust lever is moved forward.
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When the forward thrust lever is moved, the position of the reverse thrust
lever locks the control link onto the forward thrust lever. The force goes to
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the crank through the control link.

When the reverse thrust lever is moved, the force goes to the crank
through the control link.

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THRUST LEVER

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START LEVER

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General

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The start lever must be raised during an engine start sequence. The start

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lever is lowered to shutdown the engine. The start lever switches send
lever position signals to interfacing systems.

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Start Lever

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There are two start levers, one for each engine. The start lever has two

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positions, IDLE and CUTOFF. A detent locks the lever in each position.
Pull the lever out of the detent to move it from one position to the other.

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The lever connects mechanically to a brake which gives a friction force.

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Each start lever operates 6 switches. Two of the switches send signals to
the EEC. Two of the switches interface with the engine ignition system.

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The other two switches send signals to valves in the engine fuel feed
system.

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START LEVER

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START LEVER – FUNCTIONAL DESCRIPTION

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Functional Description

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Each engine start lever operates six switches. These switches are in the

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engine start lever brake assembly.
The switches send signals to other systems.

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These actions happen when the start lever is moved to the IDLE detent
position and the switches move to the idle position:

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• Fuel control panel receives start lever position for indication logic
• The engine fuel spar valve opens

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• Ignition power (115v ac) goes to the EEC
• Two engine start lever relays move to the idle position

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• Integrated drive generator (IDG) manual disconnect circuit arms

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• Idle (engine run) position is sent to the Flight data acquisition unit
(FDAU)

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• Idle (engine run) position is sent to the CDS/DEUs.

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These actions happen when the start lever is moved to the cutoff position
and the switches move to the cutoff position:

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• Fuel control panel receives start lever position for indication logic
• The engine fuel spar valve closes
• Ignition power is removed from the EEC l r be
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• Two engine start lever relays move to the cutoff position
• The high pressure shutoff valve (HPSOV) in the
• hydromechanical unit (HMU) closes
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• EEC channels A and B reset.

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NOTE: The EEC reset feature allows channels A & B to alternate between
active and standby modes of operation.
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NOTE: The fuel control panel logic monitors high pressure shutoff valve
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(HPSOV) position in the hydro mechanical unit (HMU), and the ENG 1
FUEL HPSOV switch position for operation of the Engine Valve Closed
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light.

NOTE: The fuel control panel logic monitors the fuel spar valve position
and the ENG 1 START LEVER switch position for operation of the Spar
Valve Closed light.
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START LEVER – FUNCTIONAL DESCRIPTION

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REVERSE THRUST INTERLOCK SOLENOIDS

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General

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The reverse thrust interlock solenoid must be energized to permit

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movement of the reverse thrust lever beyond the idle deploy position. The
solenoid is energized when both T/R sleeves are deployed greater than

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60%.

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Reverse Thrust Interlock Solenoids

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There are two reverse thrust interlock solenoids, one for each thrust lever
assembly. They are a rotary type solenoid. Each reverse thrust interlock

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solenoid uses a rod to operate a latch.
When the reverse thrust lever is moved to the DEPLOY position, latch

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contacts a stop on the brake mechanism. This keeps the engine at idle
speed and allows the reverser sleeves to move to the deployed position.

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When the EEC energizes the reverse thrust interlock solenoid, the latch
disengages and allows reverse thrust lever to move towards the full

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reverse thrust position.

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Functional Description
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Each solenoid is connected to EEC channels A and B. The EEC receives
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the T/R translating sleeve position from the LVDT of each sleeve. When
both sleeves are more than 60% deployed, the EEC energizes the
interlock solenoid, and the interlock latch retracts. The reverse thrust lever
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can now move past the idle deploy position to increase reverse thrust.
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REVERSE THRUST INTERLOCK SOLENOIDS

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END OF THIS CHAPTER

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