SEI-579

GE Aircraft Engines

CF34
TURBOFAN ENGINES
CF34-1A/-3A/-3A2
CF34-3A1
CF34-3B/-3B1
OPERATING INSTRUCTIONS
THE INFORMATION CONTAINED IN THIS DOCUMENT IS GE PROPRIETARY INFORMATION AND IS
DISCLOSED IN CONFIDENCE. IT IS THE PROPERTY OF GE AND SHALL NOT BE USED, DISCLOSED TO
OTHERS OR REPRODUCED WITHOUT THE EXPRESS WRITTEN CONSENT OF GE, INCLUDING, BUT
WITHOUT LIMITATION, IT IS NOT TO BE USED IN THE CREATION, MANUFACTURE, DEVELOPMENT, OR
DERIVATION OF ANY REPAIRS, MODIFICATIONS, SPARE PARTS, DESIGNS, OR CONFIGURATION CHANGES
OR TO OBTAIN FAA OR ANY OTHER GOVERNMENT OR REGULATORY APPROVAL TO DO SO. IF CONSENT
IS GIVEN FOR REPRODUCTION IN WHOLE OR IN PART, THIS NOTICE AND THE NOTICE SET FORTH ON
EACH PAGE OF THIS DOCUMENT SHALL APPEAR IN ANY SUCH REPRODUCTION IN WHOLE OR IN PART.
THE INFORMATION CONTAINED IN THIS DOCUMENT MAY ALSO BE CONTROLLED BY U.S. EXPORT
CONTROL LAWS. UNAUTHORIZED EXPORT OR RE-EXPORT IS PROHIBITED.

NOTICE TO AIRCRAFT OWNER

If you sell your aircraft, the new owner will require the material in this manual to maintain
and service the engines. Please forward this manual to the new owner as soon as possible
after the sale is completed.

JULY 31, 1982

REVISION 15 – JANUARY 1, 2003
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

LIST OF EFFECTIVE PAGES

CHAPTER PAGE DATE

Title Page Jan 1/03

Record of Revisions *1 Jan 1/03

Record of Temporary Revisions 1 Jul 31/82

Service Bulletin List *1 thru 8 Jan 1/03

List of Effective Operations Engineering

Bulletins (OEBs) *OEB-1 Jan 1/03

List of Effective Pages *1 thru 4 Jan 1/03

Table of Contents 1 May 31/97

*2-4 Jan 1/03

Chapter 1 *1-1 Jan 1/03

1-2 thru 1-3 May 31/95

Chapter 2 2-1 Jun 30/90

2-2 Oct 31/92
2-3 May 31/95
2-4 thru 2-7 Jun 30/90
2-8 May 31/95
2-8A/2-8B May 31/95
2-9 thru 2-10 Dec 31/99
2-11/2-12 Dec 31/99
2-13 May 31/95
2-14 thru 2-16 May 31/97
2-16A thru 2-16D May 31/97
2-16E/2-16F May 31/97
2-17 thru 2-19 May 31/95
2-20 thru 2-21 Jun 30/90
2-22 Dec 31/99

*Asterisk indicates pages added, changed, or deleted by this revision.

LIST OF EFFECTIVE PAGES

Page 1
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

LIST OF EFFECTIVE PAGES (Cont)

CHAPTER PAGE DATE

Chapter 2 (Cont) 2-22A/2-22B Dec 31/99

2-23 Dec 31/99
2-24 Oct 31/92
2-25 thru 2-26 Dec 31/99
2-26A thru 2-26B Dec 31/99
*2-27 Jan 1/03
2-28 May 31/97
2-28A thru 2-28B May 31/97
2-29 thru 2-30 Dec 31/99
2-30A Dec 31/99
2-30B thru 2-30C May 31/97
2-30D Dec 31/99
2-30E thru 2-30F May 31/97
2-31 thru 2-34 May 31/97
2-34A May 31/97
2-34B Dec 31/99
2-35 Dec 31/99
*2-36 Jan 1/03
*2-36A thru 2-36B Jan 1/03
2-37 Mar 31/92
2-38 Oct 31/92
*2-38A thru 2-38B Jan 1/03
2-39 May 31/95
*2-40 Jan 1/03
2-41 May 31/95
2-42 Dec 31/99
2-42A/2-42B Dec 31/99
2-43 May 31/97
2-44 May 31/95
2-45 thru 2-46 Mar 31/92
2-47 May 31/94
2-48 thru 2-49 May 31/95
2-50 Oct 31/92
2-51 May 31/95
2-52 Mar 31/92
2-53 May 31/94

* Asterisk indicates pages added, changed, or deleted by this revision.

LIST OF EFFECTIVE PAGES

Page 2
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

LIST OF EFFECTIVE PAGES (Cont)

CHAPTER PAGE DATE

Chapter 2 (Cont) 2-54 May 31/95

2-55 thru 2-58 May 31/94
2-58A/2-58B May 31/95
2-59 thru 2-61 May 31/95
2-62 May 31/94
2-63 May 31/95

Chapter 3 3-1 thru 3-2 May 31/95

3-3 thru 3-8 May 31/97
3-9 thru 3-11 Dec 31/99
3-12 May 31/94
3-13 May 31/97
3-14 thru 3-16 Dec 31/99
3-16A thru 3-16B Dec 31/99
3-17 Mar 31/92
3-18 May 31/95
3-19 thru 3-20 Mar 31/92
3-21 Oct 31/92
3-22 May 31/97

Chapter 4 *4-1 thru 4-2 Jan 1/03

*4-2A/4-2B Jan 1/03
4-3 thru 4-4 Dec 31/99

Chapter 5 5-1 thru 5-3 May 31/95

*5-4 Jan 1/03
*5-4A/5-4B Jan 1/03
5-5 Mar 31/01
5-6 thru 5-7 Dec 31/99

Chapter 6 6-1 May 31/95

*6-2 thru 6-4 Jan 1/03

Chapter 7 *7-1 thru 7-3 Jan 1/03

* Asterisk indicates pages added, changed, or deleted by this revision.

LIST OF EFFECTIVE PAGES

Page 3
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

LIST OF EFFECTIVE PAGES (Cont)

CHAPTER PAGE DATE

Chapter 8 8-1 May 31/97

8-2 Mar 31/92
8-3 May 31/97
*8-4 Jan 1/03
8-5 May 31/97
8-6 May 31/94
8-7 Mar 31/92

Chapter 9 9-1 Oct 31/92

9-2 Dec 31/99
9-2A/9-2B May 31/94
9-3 May 31/95
9-4 Oct 31/92
9-5 thru 9-6 May 31/97
9-6A/9-6B May 31/97
*9-7 thru 9-12 Jan 1/03

* Asterisk indicates pages added, changed, or deleted by this revision.

LIST OF EFFECTIVE PAGES

Page 4
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETINS (OEBs)

(For CF34-3A1/-3B1 AIRLINE SERVICE ONLY)

Number Revision Subject Date

1 Basic CF34-3A1 Performance Trend Monitoring Program 08/31/92

1 Version 1.2 of Trend ---

2 Version 2.0 of Trend 04/23/93

3 Version 4.0 of Trend 03/24/94

4 Version 5.0 of Trend 12/20/95

2 Basic Extension of Oil Servicing Check - Program Requirements 03/01/93

1 Extension of Oil Servicing Check – Program Requirements 02/17/99

3 Basic Derivative Power Operation (Not Issued) 12/01/95

4 Basic Extensions of Oil/Fuel Filter Replacement Intervals 03/03/94

5 Basic Hot Section Inspection Escalation Procedures 09/02/96

1 Hot Section Inspection Requirements 10/23/97

Please direct any questions concerning OEB distribution (change in address, incorrect quantities, etc.) or to
remove yourself from distribution to:

Technical Services
1330 Kemper Meadow Drive Suite 110-C
Cincinnati, OH 45240
USA

ATTENTION: Debra Leach

Tel. (513) 672-8400

Fax (513) 672-8422
lmco_distribution@[Link]

Page OEB-1
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

RECORD OF REVISIONS

Rev. Revision FAA Insertion Inserted

No. Date Approval Date Date By

Basic Jul 31/82 Aug 18/82

1 Feb 15/83 Feb 23/83

2 Dec 31/84 Dec 31/84

3 Jan 31/87 Sep 26/86

4 Apr 30/88 Apr 11/88

5 Apr 30/89 Mar 21/89

6 Jun 30/90 Aug 14/90

7 Mar 31/91 Feb 7/91

8 Mar 31/92 Jun 22/92

9 Oct 31/92 Dec 8/92

10 May 31/94 Jul 1/94

11 May 31/95 May 31/95

12 May 31/97 Jun 10/97

13 Dec 31/99 Feb 3/00

14 Mar 31/01 Apr 9/01

15 Jan 1/03 Jan 10/03

Retain this record in the front of the manual. On receipt of revisions, insert the revised pages in the manual,
enter the date inserted, and name.

GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.

 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-1A/-3A/-3A2/-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

SERVICE BULLETIN LIST

SERVICE INCORPORATED SERVICE INCORPORATED

BULLETIN IN BULLETIN IN
NUMBER REVISION NUMBER REVISION

72-1 Cancelled 72-16 No Effect

72-2 Cancelled 72-16, Rev 1 No Effect
72-3 Cancelled 72-17 No Effect
72-4 No Effect 72-17, Rev 1 No Effect
72-4, Rev 1 No Effect 72-17, Rev 2 No Effect
72-4, Rev 2 No Effect 72-18 Not Issued
72-5 No Effect 72-19 No Effect
72-5, Add 1 No Effect 72-19, Rev 1 No Effect
72-5, Rev 1 No Effect 72-19, Rev 2 No Effect
72-5, Rev 2 No Effect 72-20 Not Issued
72-5, Rev 3 No Effect 72-21 No Effect
72-5, Rev 4 No Effect 72-21, Rev 1 No Effect
72-5, Rev 5 No Effect 72-21, Rev 2 No Effect
72-5, Rev 6 No Effect 72-22 No Effect
72-6 Not Issued 72-22, Rev 1 No Effect
72-7 Cancelled 72-23 No Effect
72-8 No Effect 72-23, Rev 1 No Effect
72-8, Rev 1 No Effect 72-23, Rev 2 No Effect
72-8, Rev 2 No Effect 72-23, Rev 3 No Effect
72-8, Rev 3 No Effect 72-24 Not Issued
72-8, Rev 4 No Effect 72-25 Not Issued
72-9 Cancelled 72-26 No Effect
72-10 No Effect 72-26, Rev 1 No Effect
72-10, Rev 1 No Effect 72-26, Rev 2 No Effect
72-10, Rev 2 No Effect 72-26, Rev 3 No Effect
72-11 No Effect 72-26, Rev 4 No Effect
72-11, Rev 1 No Effect 72-27 No Effect
72-11, Rev 2 No Effect 72-27, Rev 1 No Effect
72-12 Not Issued 72-28 No Effect
72-13 No Effect 72-29 Not Issued
72-14 No Effect 72-30 No Effect
72-14, Rev 1 No Effect 72-30, Rev 1 No Effect
72-14, Rev 2 No Effect 72-31 No Effect
72-15 No Effect 72-31, Rev 1 No Effect
72-15, Rev 1 No Effect 72-32 No Effect
72-15, Rev 2 No Effect 72-32, Rev 1 No Effect

SB-LIST
Page 1
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-1A/-3A/-3A2/-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

SERVICE BULLETIN LIST (Cont)

SERVICE INCORPORATED SERVICE INCORPORATED

BULLETIN IN BULLETIN IN
NUMBER REVISION NUMBER REVISION

72-33 No Effect 72-57 No Effect

72-34 No Effect 72-57, Rev 1 No Effect
72-34, Rev 1 No Effect 72-57, Rev 2 No Effect
72-35 No Effect 72-57, Rev 3 No Effect
72-36 Not Issued 72-58 No Effect
72-37 No Effect 72-0058, Rev 1 No Effect
72-0037, Rev 1 No Effect 72-59 No Effect
72-38 No Effect 72-59, Rev 1 No Effect
72-38, Rev 1 No Effect 72-59, Rev 2 No Effect
72-38, Rev 2 No Effect 72-60 No Effect
72-39 No Effect 72-60, Rev 1 No Effect
72-40 No Effect 72-0060, Rev 2 No Effect
72-41 No Effect 72-61 No Effect
72-42 Not Issued 72-62 No Effect
72-43 No Effect 72-63 No Effect
72-44 Not Issued 72-64 No Effect
72-45 Not Issued 72-65 No Effect
72-46 No Effect 72-66 No Effect
72-47 Not Issued 72-67 No Effect
72-48 No Effect 72-67, Rev 1 No Effect
72-48, Rev 1 No Effect 72-67, Rev 2 No Effect
72-48, Rev 2 No Effect 72-68 No Effect
72-49 No Effect 72-69 No Effect
72-49, Rev 1 No Effect 72-69, Rev 1 No Effect
72-50 May 31/95 72-70 No Effect
72-50, Rev 1 No Effect 72-70, Rev 1 No Effect
72-50, Rev 2 No Effect 72-70, Rev 2 No Effect
72-0050, Rev 3 No Effect 72-71 No Effect
72-51 No Effect 72-72 No Effect
72-52 No Effect 72-72, Rev 1 No Effect
72-53 No Effect 72-73 No Effect
72-54 No Effect 72-73, Rev 1 No Effect
72-54, Rev 1 No Effect 72-73, Rev 2 No Effect
72-0054, Rev 2 No Effect 72-74 No Effect
72-55 No Effect 72-74, Rev 1 No Effect
72-56 No Effect 72-0074, Rev 2 No Effect

SB-LIST
Page 2
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-1A/-3A/-3A2/-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

SERVICE BULLETIN LIST (Cont)

SERVICE INCORPORATED
BULLETIN IN
NUMBER REVISION

72-75 No Effect
72-75, Rev 1 No Effect
A72-76 No Effect

SB-LIST
Page 3
Jan 1/03
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-1A/-3A/-3A2/-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

SERVICE BULLETIN LIST

SERVICE INCORPORATED SERVICE INCORPORATED

BULLETIN IN BULLETIN IN
NUMBER REVISION NUMBER REVISION

72-77 No Effect 73-5 Cancelled

72-77, Rev 1 No Effect 73-6 Cancelled
72-0077, Rev 2 No Effect 73-7 No Effect
72-0077, Rev 3 No Effect 73-8 No Effect
72-78 No Effect 73-8, Rev 1 No Effect
72-79 No Effect 73-9 No Effect
72-0079, Rev 1 No Effect 73-10 No Effect
72-80 No Effect 73-10, Rev 1 No Effect
72-80, Rev 1 No Effect 73-11 No Effect
72-0081 No Effect 73-11, Rev 1 No Effect
72-0082 No Effect 73-12 No Effect
72-0082, Rev 1 No Effect 73-13 No Effect
72-0082, Rev 2 No Effect 73-14 No Effect
72-0083 Not Issued 73-14, Rev 1 No Effect
72-0084 No Effect 73-14, Rev 2 No Effect
72-0084, Rev 1 No Effect 73-15 No Effect
72-0085 No Effect 73-15, Rev 1 No Effect
72-0085, Rev 1 No Effect 73-16 No Effect
72-0085, Rev 2 No Effect 73-17 No Effect
72-0086 No Effect 73-18 No Effect
72-0087 No Effect 73-0018, Rev 1 No Effect
72-A0088 No Effect 73-0018, Rev 2 No Effect
72-A0088, Rev 1 No Effect 73-19 No Effect
72-0089 No Effect 73-20 May 31/94
72-0090 No Effect 73-20, Rev 1 No Effect
72-0092 No Effect 73-21 No Effect
72-0094 No Effect 73-22 Not Issued
73-23 No Effect
73-1 No Effect 73-24 No Effect
73-1, Add 1 No Effect 73-25 Not Issued
73-2 Cancelled 73-26 No Effect
73-3 No Effect 73-26, Rev 1 No Effect
73-3, Rev 1 No Effect 73-27 No Effect
73-3, Rev 2 No Effect 73-28 No Effect
73-3, Rev 3 No Effect 73-28, Rev 1 No Effect
73-4 Not Issued 73-29 No Effect

SB-LIST
Page 4
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-1A/-3A/-3A2/-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

SERVICE BULLETIN LIST (Cont)

SERVICE INCORPORATED SERVICE INCORPORATED

BULLETIN IN BULLETIN IN
NUMBER REVISION NUMBER REVISION

73-29, Rev 1 No Effect 74-6 No Effect

73-30 No Effect 74-7 No Effect
73-31 Cancelled 74-8 No Effect
73-0031, Rev 1 No Effect 74-9 No Effect
73-32 No Effect 74-10 No Effect
A73-32, Rev 1 No Effect
A73-32, Rev 2 No Effect 75-01 No Effect
73-0032, Rev 3 Cancelled 75-01, Rev 1 No Effect
A73-33 No Effect 75-2 May 31/97
A73-33, Rev 1 No Effect 75-2, Rev 1 Dec 31/99
A73-33, Rev 2 No Effect 75-2, Rev 2 No Effect
73-A0033, Rev 3 No Effect 75-2, Rev 3 No Effect
73-A0033, Rev 4 No Effect 75-0002, Rev 4 No Effect
73-34 No Effect 75-3 No Effect
A73-35 No Effect 75-0004 No Effect
A73-35, Rev 1 No Effect
73-36 No Effect 79-1 Cancelled
A73-37 No Effect 79-2 No Effect
73-0038 No Effect 79-3 No Effect
A73-39 No Effect 79-3, Rev 1 No Effect
73-A0040 No Effect 79-4 Not Issued
73-0041 No Effect 79-5 No Effect
73-0041, Rev 1 No Effect 79-6 No Effect
73-0042 No Effect 79-6, Rev 1 No Effect
73-0044 No Effect 79-6, Rev 2 No Effect
73-0045 No Effect 79-6, Rev 3 No Effect
73-0047 15 79-7 No Effect
79-7, Rev 1 No Effect
74-1 Cancelled 79-8 May 31/97
74-2 No Effect 79-8, Rev 1 No Effect
74-2, Rev 1 No Effect 79-9 No Effect
74-2, Rev 2 No Effect 79-9, Rev 1 No Effect
74-3 Not Issued 79-10 No Effect
74-4 No Effect 79-0012 No Effect
74-4, Rev 1 No Effect 79-0012, Rev 1 No Effect
74-5 Not Issued

SB-LIST
Page 5
Jan 1/03
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-1A/-3A/-3A2/-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

SERVICE BULLETIN LIST (Cont)

SB-LIST
Page 6
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

SERVICE BULLETIN LIST

SERVICE INCORPORATED SERVICE INCORPORATED

BULLETIN IN BULLETIN IN
NUMBER REVISION NUMBER REVISION

72-01 (AL) Not Issued 72-31, Rev 1 (AL) No Effect

72-02 (AL) Not Issued 72-32 (AL) No Effect
72-03 (AL) No Effect 72-32, Rev 1 (AL) No Effect
72-04 (AL) No Effect 72-32, Rev 2 (AL) No Effect
72-05 (AL) No Effect 72-33 (AL) No Effect
72-06 (AL) No Effect 72-34 (AL) May 31/95
72-07 (AL) No Effect 72-34, Rev 1 (AL) No Effect
72-08 (AL) No Effect 72-34, Rev 2 (AL) No Effect
72-09 (AL) No Effect 72-0034, Rev 3 (AL) No Effect
72-10 (AL) No Effect 72-35 (AL) No Effect
72-10, Rev 1 (AL) No Effect 72-36 (AL) No Effect
72-11 (AL) No Effect 72-37 (AL) No Effect
72-0011, Rev 1 (AL) No Effect 72-37, Rev 1 (AL) No Effect
72-12 (AL) No Effect 72-38 (AL) No Effect
72-13 (AL) No Effect 72-39 (AL) No Effect
72-13, Rev 1 (AL) No Effect 72-40 (AL) No Effect
72-14 (AL) No Effect 72-41 (AL) No Effect
72-14, Rev 1 (AL) No Effect 72-42 (AL) Not Issued
72-15 (AL) No Effect 72-43 (AL) No Effect
72-16 (AL) No Effect 72-43, Rev 1 (AL) No Effect
72-17 (AL) No Effect 72-0043, Rev 2 (AL) No Effect
72-18 (AL) No Effect 72-44 (AL) No Effect
72-19 (AL) No Effect 72-45 (AL) No Effect
72-20 (AL) Not Issued 72-46 (AL) No Effect
72-21 (AL) No Effect 72-46, Rev 1 (AL) No Effect
72-0021, Rev 1 (AL) No Effect 72-47 (AL) No Effect
72-22 (AL) No Effect 72-47, Rev 1 (AL) No Effect
72-23 (AL) No Effect 72-48 (AL) Not Issued
72-24 (AL) No Effect 72-49 (AL) No Effect
72-25 (AL) Not Issued 72-49, Rev 1 (AL) No Effect
72-26 (AL) No Effect 72-50 (AL) No Effect
72-27 (AL) No Effect 72-51 (AL) No Effect
72-28 (AL) No Effect 72-52 (AL) No Effect
72-29 (AL) Not Issued 72-0052, Rev 1 (AL) No Effect
72-30 (AL) No Effect 72-53 (AL) No Effect
72-31 (AL) No Effect 72-0053, Rev 1 (AL) No Effect

SB-LIST
Page 7
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

SERVICE BULLETIN LIST (Cont)

SERVICE INCORPORATED SERVICE INCORPORATED

BULLETIN IN BULLETIN IN
NUMBER REVISION NUMBER REVISION

72-54 (AL) Not Issued 72-79 (AL) No Effect

72-55 (AL) No Effect 72-80 (AL) No Effect
72-55, Rev 1 (AL) No Effect 72-81 (AL) No Effect
72-56 (AL) No Effect 72-81, Rev 1 (AL) No Effect
72-57 (AL) No Effect 72-82 (AL) No Effect
72-57, Rev 1 (AL) No Effect 72-82, Rev 1 (AL) No Effect
72-58 (AL) No Effect 72-83 (AL) No Effect
72-59 (AL) No Effect 72-83, Rev 1 (AL) No Effect
72-59, Rev 1 (AL) No Effect 72-84 (AL) No Effect
72-59, Rev 2 (AL) No Effect A72-85 (AL) No Effect
72-60 (AL) No Effect 72-86 (AL) No Effect
72-61 (AL) No Effect 72-87 (AL) No Effect
72-61, Rev 1 (AL) No Effect 72-0087, Rev 1 (AL) No Effect
72-0061, Rev 2 (AL) No Effect 72-88 (AL) No Effect
72-62 (AL) No Effect 72-88, Rev 1 (AL) No Effect
72-63 (AL) No Effect 72-0089 (AL) No Effect
72-64 (AL) No Effect 72-0089, Rev 1 (AL) No Effect
72-65 (AL) No Effect 72-90 (AL) No Effect
72-66 (AL) No Effect 72-0091 (AL) No Effect
72-67 (AL) No Effect 72-0091, Rev 1 (AL) No Effect
72-68 (AL) No Effect 72-0092 (AL) No Effect
72-69 (AL) No Effect 72-0092, Rev 1 (AL) No Effect
72-69, Rev 1 (AL) No Effect 72-0092, Rev 2 (AL) No Effect
72-70 (AL) No Effect 72-0093 (AL) Not Issued
72-71 (AL) No Effect 72-0094 (AL) No Effect
72-72 (AL) No Effect 72-0094, Rev 1 (AL) No Effect
72-73 (AL) Not Issued 72-0095 (AL) No Effect
72-74 (AL) No Effect 72-0095, Rev 1 (AL) No Effect
72-75 (AL) No Effect 72-0095, Rev 2 (AL) No Effect
72-75, Rev 1 (AL) No Effect 72-0096 (AL) No Effect
72-76 (AL) No Effect 72-0096, Rev 1 (AL) No Effect
72-76, Rev 1 (AL) No Effect 72-0097 (AL) No Effect
72-76, Rev 2 (AL) No Effect 72-0098 (AL) No Effect
72-76, Rev 3 (AL) No Effect 72-0098, Rev 1 (AL) No Effect
72-77 (AL) No Effect 72-0099 (AL) No Effect
72-78 (AL) No Effect 72-0100 (AL) No Effect

SB-LIST
Page 8
Jan 1/03
GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

SERVICE BULLETIN LIST (Cont)

SERVICE INCORPORATED SERVICE INCORPORATED

BULLETIN IN BULLETIN IN
NUMBER REVISION NUMBER REVISION

72-0101 (AL) No Effect 73-15, Rev 1 (AL) No Effect

72-0102 (AL) No Effect 73-16 (AL) No Effect
72-A0103 (AL) No Effect 73-16, Rev 1 (AL) No Effect
72-0104 (AL) No Effect 73-17 (AL) Cancelled
72-0105 (AL) No Effect 73-0017, Rev 1 (AL) No Effect
72-0106 (AL) No Effect 73-18 (AL) No Effect
72-0107 (AL) No Effect A73-18, Rev 1 (AL) No Effect
72-0108 (AL) No Effect 73-0018, Rev 2 (AL) Cancelled
72-0109 (AL) No Effect A73-19 (AL) No Effect
72-0110 (AL) No Effect A73-19, Rev 1 (AL) No Effect
72-0111 (AL) No Effect A73-19, Rev 2 (AL) No Effect
72-0112 (AL) No Effect 73-A0019, Rev 3 (AL) No Effect
72-0113 (AL) No Effect 73-20 (AL) No Effect
72-0114 (AL) No Effect 73-21 (AL) No Effect
72-0115 (AL) No Effect A73-22 (AL) No Effect
72-0116 (AL) No Effect 73-0023 (AL) No Effect
A73-24 (AL) No Effect
73-01 (AL) No Effect A73-24, Rev 1 (AL) No Effect
73-02 (AL) No Effect 73-A0025 (AL) No Effect
73-03 (AL) No Effect 73-0026 (AL) No Effect
73-04 (AL) May 31/94 73-0027 (AL) No Effect
73-04, Rev 1 (AL) No Effect 73-0028 (AL) No Effect
73-05 (AL) Cancelled 73-0029 (AL) No Effect
73-06 (AL) No Effect 73-0030 (AL) No Effect
73-06, Rev 1 (AL) No Effect 73-0033 (AL) 15
73-07 (AL) No Effect
73-08 (AL) No Effect 74-01 (AL) No Effect
73-09 (AL) No Effect 74-02 (AL) No Effect
73-10 (AL) No Effect 74-03 (AL) No Effect
73-11 (AL) No Effect 74-03, Rev 1 (AL) No Effect
73-11, Rev 1 (AL) No Effect 74-03, Rev 2 (AL) No Effect
73-12 (AL) No Effect 74-04 (AL) No Effect
73-12, Rev 1 (AL) No Effect 74-05 (AL) No Effect
73-13 (AL) No Effect 74-0006 (AL) No Effect
73-14 (AL) No Effect 74-0007 (AL) No Effect
73-15 (AL) No Effect

SB-LIST
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 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

SERVICE BULLETIN LIST (Cont)

SERVICE INCORPORATED
BULLETIN IN
NUMBER REVISION

75-01 (AL) Not Issued

75-02 (AL) No Effect
75-02, Rev 1 (AL) No Effect
75-03 (AL) May 31/97
75-03, Rev 1 (AL) No Effect
75-03, Rev 2 (AL) Dec 31/99
75-03, Rev 3 (AL) No Effect
75-03, Rev 4 (AL) No Effect
75-0003, Rev 5 (AL) No Effect
75-04 (AL) No Effect
75-0005 (AL) No Effect
75-0005, Rev 1 (AL) No Effect

79-01 (AL) No Effect

79-02 (AL) No Effect
79-03 (AL) No Effect
79-04 (AL) No Effect
79-04, Rev 1 (AL) May 31/97
79-05 (AL) No Effect
79-06 (AL) No Effect
79-06, Rev 1 (AL) No Effect
79-06, Rev 2 (AL) No Effect
79-06, Rev 3 (AL) No Effect
79-07 (AL) No Effect
79-07, Rev 1 (AL) No Effect
79-07, Rev 2 (AL) No Effect
79-08 (AL) May 31/97
79-08, Rev 1 (AL) No Effect
79-09 (AL) No Effect
79-0010 (AL) No Effect
79-0010, Rev 1 (AL) No Effect
79-0011 (AL) No Effect
79-0012 (AL) No Effect
79-0013 (AL) No Effect

SB-LIST
Page 10
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 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

TABLE OF CONTENTS

SUBJECT CHAPTER PAGE

INTRODUCTION 1

Contents 1-1
Additional Information 1-1
Definitions of Warnings, Cautions and Notes 1-2
Definitions of Change Symbols 1-2
Effectivity of Data (Engine Models) 1-3

DESCRIPTION AND DATA 2

General Information 2-1

Engine Description 2-5
Fan 2-5
Compressor 2-8
Combustor 2-10
High-Pressure Turbine (For CF34-1A/-3A/-3A2) 2-14
High-Pressure Turbine (For CF34-3A1) 2-16
High-Pressure Turbine (For CF34-3B/-3B1) 2-16C
Low-Pressure Turbine 2-17
Accessory Drive Gearbox (AGB) 2-21
Engine Systems Description 2-23
Lubrication System 2-23
Fuel System 2-36
Electrical System 2-49
Air System 2-54
Engine Leading Particulars (For CF34-1A/-3A/-3A2) 2-55
Engine Leading Particulars (For CF34-3A1/-3B/-3B1) 2-58A
Engine Thrust Ratings 2-62

OPERATING LIMITS 3

Engine Operating Limits 3-1

GENERAL ENGINE OPERATING PRACTICES 4

Optimum Engine Operation 4-1

Effect of Ambient Conditions on Engine Operation 4-1
Inlet Conditions 4-1
Oil Requirements 4-1

TABLE OF CONTENTS
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 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

TABLE OF CONTENTS (Cont)

SUBJECT CHAPTER PAGE

GENERAL ENGINE OPERATING PRACTICES (Cont) 4

Fuel Requirements 4-1

Ignition System Operation 4-2A
Fan Operation 4-2A
Safety Precautions 4-3
Service Publications 4-3

GROUND OPERATING PROCEDURES 5

Prestart Check 5-1

Preflight or Postflight Inspection Requirements
(For CF34-1A/-3A/-3A2) 5-1
Preflight or Postflight Inspection Requirements
(For CF34-3A1/-3B1) (Airline Service) 5-1
Preflight or Postflight Inspection Requirements
(For CF34-3A1/-3B) (Business Jet Application) 5-1
Prestart Motoring-Dry (After Initial Engine
Installation) 5-2
Prestart 5-3
Engine Start 5-3
Idle 5-5
Engine Shutdown 5-5
Abnormal Shutdown 5-5
N1 Amplifier Disable Check (Aircraft and Test Cell) 5-6
Automatic Power Reserve (APR) Function Check (Test Cell) 5-6
Automatic Power Reserve (APR) Function Check (Aircraft) 5-6
Automatic Power Reserve (APR) Requirements 5-7

TABLE OF CONTENTS
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 CF34 TURBOFAN
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TABLE OF CONTENTS (Cont)

SUBJECT CHAPTER PAGE

FLIGHT OPERATING PROCEDURES 6

Runway Condition 6-1

Takeoff 6-1
Climb 6-2
Maximum Continuous 6-3
Cruise 6-3
Flight Idle 6-3
Operating Under Icing Conditions 6-3
Let-Down and Approach 6-3
Landing and Landing Rollout 6-4
Engine Shutdown (Ground) 6-4

EXTREME WEATHER CONDITIONS 7

Extreme Weather Operation and Maintenance 7-1

Cold Starting 7-1
Cold Weather Procedures 7-2
Hot Weather and Desert Operating Procedures 7-3
Cold Hangup 7-3

OPERATING CURVES 8

ABNORMAL ENGINE OPERATION 9

Abnormal Engine Ground Operation 9-1

General Information 9-1
Hung Start 9-1
Hot Start 9-1
Starter Fails to Cutout During Start 9-2
Engine Fails to Light Off 9-2
Abnormal Vibrations During a Restart 9-2A
Engine Gage/Indicator Failures 9-3
Unusual Engine Noise/Sound During Starting 9-3
Unusual Engine Noise During Ground Operation 9-3
Uncommanded Engine Acceleration 9-3
Stalls, Erratic Engine Operation, Overspeed,
or Overtemperature 9-4

TABLE OF CONTENTS
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 CF34 TURBOFAN
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TABLE OF CONTENTS (Cont)

SUBJECT CHAPTER PAGE

ABNORMAL ENGINE OPERATION (Cont) 9

Abnormal Engine Ground Operation (Cont)

Post-Shutdown Fire 9-4
Engine Thrust Reverser Unlocks 9-4
Annunciation of Engine Lube, Fuel, and Air System
Cautions in the Cockpit 9-4
Engine Fire 9-5
Hot Restart Check (For CF34-3A1/-3B/-3B1) 9-5
Abnormal engine In-Flight Operation 9-6
General Information 9-6
Engine Failure 9-6
Engine Flameout 9-6A
Compressor Stall 9-6A
Abnormal Vibrations 9-7
Abnormal Oil Pressure 9-8
Abnormal Fuel Flow Indications 9-8
Overspeed 9-9
Overtemperature 9-9
Inflight Restarts 9-10
Thrust Reverser Deployment 9-11
Uncommanded Engine Acceleration/Deceleration 9-11

TABLE OF CONTENTS
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 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

CHAPTER 1

1-1. CONTENTS.

A. The following disclosure notice is to inform you of your obligations as a recipient of technical
information under U.S. export laws.

THE INFORMATION CONTAINED IN THIS DOCUMENT IS GE PROPRIETARY

INFORMATION AND IS DISCLOSED IN CONFIDENCE. IT IS THE PROPERTY OF GE AND
SHALL NOT BE USED, DISCLOSED TO OTHERS OR REPRODUCED WITHOUT THE
EXPRESS WRITTEN CONSENT OF GE, INCLUDING, BUT WITHOUT LIMITATION, IT IS NOT
TO BE USED IN THE CREATION, MANUFACTURE, DEVELOPMENT, OR DERIVATION OF
ANY REPAIRS, MODIFICATIONS, SPARE PARTS, DESIGNS, OR CONFIGURATION
CHANGES OR TO OBTAIN FAA OR ANY OTHER GOVERNMENT OR REGULATORY
APPROVAL TO DO SO. IF CONSENT IS GIVEN FOR REPRODUCTION IN WHOLE OR IN
PART, THIS NOTICE AND THE NOTICE SET FORTH ON EACH PAGE OF THIS DOCUMENT
SHALL APPEAR IN ANY SUCH REPRODUCTION IN WHOLE OR IN PART. THE
INFORMATION CONTAINED IN THIS DOCUMENT MAY ALSO BE CONTROLLED BY U.S.
EXPORT CONTROL LAWS. UNAUTHORIZED EXPORT OR RE-EXPORT IS PROHIBITED.

NOTE: The information in these instructions supplements but does not supersede the operating
instructions and limitations contained in the Aircraft Flight Manual.

B. These Operating Instructions contain the engine limits and operating procedures recommended
by GE Aircraft Engines for the CF34 series engine. These limits and procedures are based on
extensive engine design and operating experience, and are oriented toward satisfactory
performance and reliable engine operation between overhauls.

C. The CF34 Operating Instructions are intended to provide flight and ground crew personnel
with information required to properly operate the engine within the limits of the FAA Data
Sheets.

D. The instructions pertain to all routine ground and flight conditions, certain abnormal conditions
and certain emergency conditions. It is possible that these instructions may not provide for
every possible variation in equipment or contingency to be met in connection with the
installation, operation or maintenance of the CF34 series engine.

1-2. ADDITIONAL INFORMATION.

If further information is required, contact:

Manager, CF34 Product Support

Small Aircraft Engine Operation
GE Aircraft Engines
1000 Western Avenue
Mail Zone 34017
Lynn, Massachusetts 01910 USA
Cable Address: 710-334-0184
Telephone No. 781-594-1300
Fax No. (781) 594-4659

Page 1-1
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 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

1-3. DEFINITIONS OF WARNINGS, CAUTIONS AND NOTES.

Warnings, Cautions, and Notes will be found throughout the manual in various procedures. It is
important that the significance of each is thoroughly understood by personnel using the manual. Their
definitions are:

WARNING: • INDICATES A PROCEDURE OR PRACTICE WHICH COULD RESULT IN

PERSONAL INJURY OR LOSS OF LIFE IF NOT CORRECTLY FOLLOWED.
• WARNINGS FOR HAZARDOUS SUBSTANCES HAVE BEEN DEVELOPED FROM
DATED MANUFACTURER'S MATERIAL SAFETY DATA SHEETS (MSDS), WHEN
AVAILABLE. EACH WARNING IS VALID AS OF ITS SPECIFIC PREPARATION
DATE. TO INSURE COMPLIANCE WITH CURRENT PRECAUTIONARY
INFORMATION, ALWAYS READ AND FOLLOW THE HAZARDOUS MATERIALS
LABELS POSTED ON THE CONTAINER FOR THE SPECIFIC SUBSTANCE AND
THE MSDS'S SUPPLIED BY THE MANUFACTURER.

CAUTION: INDICATES A PROCEDURE OR PRACTICE WHICH COULD RESULT IN DAMAGE

OR DESTRUCTION OF EQUIPMENT IF NOT STRICTLY OBSERVED.

NOTE: Highlights an essential procedure or condition to assure correct maintenance.

1-4. DEFINITIONS OF CHANGE SYMBOLS.

The change symbols used in this manual are as follows:

• A change-bar in the margin of a page, denotes significant (technical) changed data.

• A change-bar in the margin of page opposite the date, denotes nontechnical changes.

• A pointing hand on an illustration denotes a significant (technical) change.

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1-5. EFFECTIVITY OF DATA (ENGINE MODELS).

The order of introducing engine model data in this manual is: First CF34-1A, then CF34-3A, CF34-
3A2, CF34-3A1, CF34-3B1, and finally CF34-3B. Unless otherwise specified, data contained in
this manual applies to all engine models (CF34-1A, CF34-3A, CF34-3A1, CF34-3A2, CF34-3B,
and CF34-3B1). Data which does not apply to all engine models is defined by a model statement
appearing in the text and in the figure. For example:

* * * * * FOR CF34-1A * * * * *

The specific engine model statement remains in effect until the appearance of another engine model
statement. For example:

* * * * * FOR CF34-3A * * * * *

or

* * * * * FOR CF34-3A1 * * * * *

or

* * * * * FOR CF34-3B1 * * * * *

or

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

or

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

or

* * * * * FOR CF34-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

or

* * * * * FOR ALL * * * * *

When separate figures are required to depict engine model differences, the figure title will also state
the specific engine model.

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CHAPTER 2

2-1. GENERAL INFORMATION.

A. The General Electric CF34 engine is an axial flow front fan jet propulsion engine. It
incorporates a 14-stage axial flow compressor driven by a two-stage reaction turbine,
an annular combustion section, a single-stage independent front fan driven by a four-
stage reaction low-pressure turbine, a fixed area concentric exhaust section and an
integrated control system.

B. The high-pressure ratio, single-spool compressor incorporates variable inlet guide

vanes and five stages of variable interstage vanes that enable the engine to make
stall-free accelerations.

C. The front fan, which increases mass airflow and decreases jet velocity, gives the
CF34 a large increase in thrust over that available from a comparable turbojet, while
consuming the same amount of fuel. This factor significantly increases the range
capability of modern jet aircraft.

D. CF34 engine assembly is shown on Figure 2-1.

E. Engine orientation is shown on Figure 2-2.

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* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

CF34 Engine Assembly

Figure 2-1

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* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

CF34 Engine Assembly

Figure 2-1

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Engine Orientation
Figure 2-2

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2-2. ENGINE DESCRIPTION.

A. Fan.

(1) Fan Stator.

The fan stator (Figure 2-3) surrounds the fan rotor and directs the fan
discharge air. It consists of the containment case, aft fan casing, 60 stator
vanes, and four pairs of tie rods located approximately at 2, 4, 8, and 10
o'clock positions. The tie rods attach the stator casing to the engine front
frame. The engine forward mounts are located on the outer surface of the aft
fan casing at the apex of the tie rods. Externally, this structure supports the
engine fan nozzle and inlet duct.

Fan Stator
Figure 2-3

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(2) Fan Rotor.

The single-stage fan rotor (Figure 2-4), located at the forward end of the engine,
provides the main thrust of the engine. It also delivers air into the compressor
section. The rotor consists of 28 titanium alloy blades that are pin-connected to
the rigid lightweight disk. A two-piece spinner is attached to the rotor disk. The
fan front shaft, bolted to the aft side of the disk, is supported by the No. 1 thrust
bearing and the No. 2 roller bearing. The fan front shaft is coupled to the fan
drive shaft, which transmits the driving power from the low-pressure turbine
rotor.

Fan Rotor
Figure 2-4

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(3) Front Frame.

The front frame (Figure 2-5) is used to channel the air into the compressor
rotor. It supports the fan vane inner support on the forward flange, the splitter
nose and tie rods on the mid flange, and the compressor stator on the aft
flange. The compressor rotor is supported on its forward shaft by the No. 3
thrust bearing housed in the front frame. The accessory drive gearbox is also
supported by the front frame. Also, the front frame houses nozzles for water-
wash capability.

Front Frame
Figure 2-5

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B. Compressor.

(1) Compressor Stator.

The steel compressor stator casing (Figure 2-6) is split on a horizontal plane
for access to the compressor rotor. The casing contains two integral air
manifolds, stage 7 for sump pressurization and stage 10 for customer bleed
air. The inlet guide vanes as well as stator vanes, stages 1 through 5, are
forged steel alloy variable vanes. The inlet guide vanes and vanes in stages 1
and 2 are shrouded at the ID. The shrouds are split on a horizontal plane to
match the casing splitline. An extension of this half-ring acts as the interstage
labyrinth seal seat on stages 1 and 2. The sealing surface is pre-grooved to
improve its capability to withstand seal rubs. Vanes in stages IGV and 1
through 5 are individually replaceable. Vanes in stages 6 through outlet guide
vanes are nickel base alloy and are replaceable as sectors. Stages 6 through
13 sectors are inserted into the casing by means of circumferential grooves.
The outlet guide vanes are supported by the combustion chamber frame.

* * * * * FOR CF34-1A/-3A/-3A1/-3A2 * * * * *

(2) Compressor Rotor.

The 14-stage axial flow compressor produces a pressure ratio of 14 to 1. The

compressor rotor (Figure 2-6) is a rigid drum, consisting of a nickel alloy disk,
titanium alloy second stage disk and front spool, a nickel alloy ninth-stage disk
and rear spool. These are supported by means of tight tolerance bolt circles
on steel alloy forward and nickel alloy rear shafts, resulting in a rugged drum
containing only two flange joints. The first two stages have axially oriented
blade retention slots. The compressor spools and stage 9 disk contain
circumferential grooves for blade retention. These features allow blades to be
removed easily. Stage 1 blades are made of steel alloy. Blades, stages 2
through 9, are made of titanium alloy. Blades, stages 10 through 14, are made
of nickel alloy. A stepped seal is mounted on the rear shaft which mates with
the static seal in the combustion section.

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* * * * * FOR CF34-3B/-3B1 * * * * *

(2) Compressor Rotor.

The 14-stage axial flow compressor produces a pressure ratio of 14 to 1. The

compressor rotor (Figure 2-6) is a rigid drum, consisting of a nickel alloy first
stage blisk, titanium alloy second stage bladed disk and front spool, a nickel
alloy ninth- stage disk and rear spool. These are supported by means of tight
tolerance bolt circles on steel alloy forward and nickel alloy rear shafts,
resulting in a rugged drum containing only two flange joints. The second stage
has axially oriented blade retention slots. The compressor spools and stage 9
disk contain circumferential grooves for blade retention. These features allow
blades to be removed easily. Blades, stages 2 through 9, are made of titanium
alloy. Blades, stages 10 through 14, are made of nickel alloy. A stepped seal
is mounted on the rear shaft which mates with the static seal in the
combustion section.

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Compressor Stator and Compressor Rotor

Figure 2-6

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C. Combustor.

(1) Combustion Chamber.

The combustion chamber (Figure 2-7) utilizes an annular combustion liner

configuration with a swirler fuel injection system. The system provides high
reliability, long combustor and turbine life and low smoke emission. The frame
and inner casing support the B-sump and the No. 4 and No. 5 roller bearings.
The outer casing of the frame carries pads for 18 removable fuel injectors, P3
and T3 taps, igniters, and borescope inspection ports. The forward clevis end of
the thrust mount attaches to a boss on the forward end of the outer casing at 4 or
8 o'clock position. The annular combustion liner is fabricated from shells
machined of Hastelloy X. The dome, which joins the inner and outer shells to
form the liner assembly, has 18 fuel/air swirlers. The compressor discharge static
seal is made of Hastelloy X. The static seal is centered on and bolted to the
same flange that supports the forward end of the B-sump.

Combustor
Figure 2-7

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(2) Principles of Operation.

(a) Air leaving the compressor is diffused to approximately 60% of

compressor discharge velocity in the prediffuser, and divides into three,
approximately equal, streams at the dome entrance. Inner and outer
cowls, supported from the dome, capture compressor discharge total
pressure for metering air flow to the dome. Most of the dome flow
passes through the swirlers into the reaction zone to serve as primary
combustion air. The remainder of the dome flow is used for dome
cooling. Air passing into the inner and outer passages formed between
the combustion chamber liner and the casings serves as primary air (to
complete combustion), dilution air (to reduce the hot products to
required turbine inlet temperature levels) and cooling air for combustor
shells and other engine hot parts. Primary and dilution air are injected
through the shells via radial and axial holes designed to meter the
proper quantities and achieve the required depth of penetration. Shell
cooling air is metered through rows of small circular holes and injected
along the inner surface of the shells through annular slots staged
strategically along the combustor length.

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* * * * * FOR CF34-1A/-3A * * * * *

(b) Fuel is metered, distributed and introduced through 18 fuel injectors

which project into the swirlers. The fuel distribution system consists of
individual flexible lines and fuel injectors. Equal amounts of fuel are
metered into each line by the distributor. Each line contains an orifice
which compensates for varying line length and provides each line with
an equal pressure loss. The hot combustion products leaving the
primary zone are reduced to the required turbine inlet temperature level
by means of two rows of diluent airjets in both the outer and inner shells.

* * * * * FOR CF34-3A2 * * * * *

(b) Fuel is metered and introduced through 18 fuel injector assemblies

which project into the swirlers. The fuel distribution system consists of
fuel hoses and fuel injector assemblies. The hot combustion products
leaving the primary zone are reduced to the required turbine inlet
temperature level by means of two rows of diluent airjets in both the
outer and inner shells.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

(b) Fuel is metered and introduced through 18 fuel injector assemblies

which project into the swirlers. The fuel distribution system consists of a
fuel manifold and fuel injector assemblies. The hot combustion
products leaving the primary zone are reduced to the required turbine
inlet temperature level by means of two rows of diluent airjets in both
the outer and inner shells.

* * * * * FOR ALL * * * * *

(c) The swirler is a fuel/air mixing device in which fuel atomization and
aeration is accomplished by high energy air. This mixture is introduced
in the combustor reaction zone in a wide cone angle, thus avoiding
over-rich, (high fuel/air ratio) combustion and producing low smoke.
Ignition is accomplished by means of two igniter plugs. During starting,
fuel is injected into the swirlers and the igniters are activated. After
ignition, the igniters are deactivated.

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* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

D. High-Pressure Turbine.

The high-pressure turbine assembly consists of three separate subassemblies:

• Stage 1 nozzle subassembly (supported by the combustor frame inner duct and
located forward of the rotor assembly)

• Turbine stator subassembly (supported by the aft flange of the high-pressure

turbine outer casing and located aft of the first stage rotor disk and shaft assembly)

• Turbine rotor subassembly (supported by the aft end of the compressor rotor and
No. 4 and No. 5 bearings).

(1) Stage 1 Nozzle Subassembly.

The stage 1 nozzle subassembly (figure 2-7) consists of the stage 1 nozzle
inner support, the stationary outer balance piston seal, the stage 1 nozzle, the
air guide and the combustor outer seal. The stage 1 nozzle consists of 24 cast
segments with two vanes on each segment. The segments mount on the
circular outer flange of the stage 1 nozzle support structure. The nozzle
support locates the segments and prevents leakage. The nozzle vanes are
cooled by compressor discharge air by means of a film for the leading edge
portions, and convection and film-cooling for the trailing edge portions. Inner
and outer bands are cooled by convection and film-cooling. Nozzle segments
are made of cobalt alloy coated with Codep.

(2) Turbine Stator Subassembly.

The turbine stator subassembly (figure 2-8) consists of the stage 1 shrouds, the stage 2
nozzle vanes, the stage 2 shrouds and shroud support, and the cooling baffle. All are mounted
inside a cylindrical air-cooled inner support case which is bolted through a flange to the cylindrical
turbine casing. The stage 1 shrouds consist of 20 individually replaceable segments containing
Bradelloy filled honeycomb supported by 10 shroud retainers and a cylindrical groove machined
in the inner casing. The 27 stage 2 nozzle segments (cast nickel alloy and coated to prevent
corrosion) also fit in similar inner casing grooves. The stage 2 shrouds, cut in 10 segments, are
Bradelloy filled and are mounted in the shroud support ring. The interstage seal consists of nine
segments containing open-faced honeycomb. These segments are pinned to the inner radius
of the stage 2 nozzle segments.

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Turbine Stator Subassembly

Figure 2-8

* * * * * FOR CF34-1A/-3A/-3A2 (Cont) * * * * *

(3) Turbine Rotor Subassembly.

(a) The two-stage turbine rotor (figure 2-9) consists of two disks bolted
together by a torque coupling and contains internally cooled first stage
blades. Both stages have individual Codep coated cast nickel alloy
blades which are retained to the wheels by fir-tree dovetails. The blades
are held in position axially on each disk by a pair of cooling plates, which
in turn are held by axial bolts through the disks. These plates also serve
to seal against leakage of blade cooling air. The cooling plates provide
support for the outer torque coupling seal and seal the rotor cooling air.
The plates contain projections which act as baffles to reduce hot gas in-
flow into the rotor-to-stator cavities. The stage 1 blades are cooled by air
which flows through holes in the dovetails and out the tip and trailing
edge. The torque coupling carries the rotating interstage seal teeth.

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Turbine Rotor Subassembly

Figure 2-9

* * * * * FOR CF34-1A/-3A/-3A2 (Cont) * * * * *

(b) A single conical shaft and balance piston seal are bolted on the forward
side of the stage 1 disk with the same body-bound type bolts that hold
the torque coupling to the aft side of the stage 1 disk. The shaft drives
the compressor by means of a piloted spline coupling. The stage 2 disk
is coupled to the aft side of the torque coupling with the same type body-
bound bolts.

* * * * * FOR CF34-3A1 * * * * *

D. High-Pressure Turbine.

The high-pressure turbine assembly consists of three separate subassemblies:

• Stage 1 nozzle subassembly (supported by the combustor frame inner duct and
located forward of the rotor assembly)

• Turbine stator subassembly (supported by the aft flange of the high-pressure

turbine outer casing and located aft of the first stage rotor disk and shaft assembly)

• Turbine rotor subassembly (supported by the aft end of the compressor rotor and No.
4 and No. 5 bearings).

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* * * * * FOR CF34-3A1 (Cont) * * * * *

(1) Stage 1 Nozzle Subassembly.

The stage 1 nozzle assembly (figure 2-7) consists of the inner support, seal ring,
air nozzle guide, and 24 cast nozzle segments with two vanes on each segment.
The segments mount on the circular outer flange of the inner support structure.
The nozzle support locates each segment and prevents leakage. The nozzle
vanes are cooled by the compressor discharge air by means of a film for the
leading edge portions, and convection and film-cooling for the trailing edge
portions. The inner and outer bands are cooled by convection and film-cooling.
The nozzle segments are made of cobalt alloy-coated with Codep.

(2) Turbine Stator Subassembly.

The turbine stator assembly (figure 2-8) consists of:

• Outer casing
• Cooling air baffle
• Inner casing
• Stage 1 shroud segments and associated seals
• Stage 1 shroud retainers
• Stage 2 nozzle segments and associated seals
• Interstage turbine seals and retaining ring sectors
• Stage 2 shroud support
• Stage 2 shroud and seal segments, and associated seals
• Stage 2 shroud retainers.

With the exception of the HPT outer casing, these components are installed
inside a cylindrical air-cooled HPT inner casing which is bolted through a flange
to the cylindrical turbine casing.

The stage 1 shroud segments consist of 20 individually replaceable segments,

and are made of CoNiCrAly (solid). The shroud segments are supported by 10
shroud retainers and a cylindrical groove machined in the inner casing.

The 27 stage 2 nozzle segments are made of cast nickel-alloy and are coated to
prevent corrosion. The nozzle segments also fit in a cylindrical groove in the
inner casing.

The stage 2 shrouds segments consist of 20 individually replaceable segments,

and are made of CoNiCrAly (solid). The shroud segments are installed in the
stage 2 shroud support, and are held in place by 10 shroud retainers.

The interstage turbine seal consists of nine segments with open-faced

honeycomb. These segments are pinned to the inner radius of the stage 2 nozzle
segments.

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* * * * * FOR CF34-3A1 (Cont) * * * * *

* * * * * FOR ENGINES NOT MODIFIED TO SB 72-34 (AIRLINE SERVICE) * * * * *

* * * * * FOR ENGINES NOT MODIFIED TO SB 72-50 (BUSINESS JET) * * * * *

(3) Turbine Rotor Assembly.

The main components of turbine rotor assembly (figure 2-9) consist of:

• Stage 1 turbine rotor assembly

• Stage 2 turbine rotor assembly
• Outer and inner torque couplings
• Rotating air balance piston seal
• HPT rotor shaft.

The stages 1 and 2 turbine rotors consist of two turbine disks bolted together by
the inner torque coupling and body-bound type bolts. The stage 1 rotor blades
are made from cast nickel alloy material, they are internally-cooled serpentine
blades, and are platinum-aluminide coated. The stage 1 blades are cooled by air
which flows through the holes in the dovetails and out the tip and trailing edge.

The stage 2 rotor blades are also made from cast nickel alloy material and are
Codep-coated. Both stages 1 and 2 blades are retained to the disks by fir-tree
type dovetails. The blades are held in position axially, on each disk, by two
cooling plates.

The cooling plates are held in position by axial bolts installed through the disks.
The cooling plates serve to seal against any leakage of blade cooling air, provide
support for the outer torque coupling, and seal the rotor cooling air. Also, the
plates contain projections which act as baffles to reduce the hot gas in-flow into
the rotor-to-stator cavities. The outer torque coupling carries the rotating
interstage seal teeth.

A single conical rotor shaft and a balance piston seal are bolted on the forward
side of the stage 1 disk with the same body-bound type bolts that attach the inner
torque coupling to the aft side of the stage 1 disk. The rotor shaft drives the
compressor by means of a piloted spline coupling. The stage 2 disk is attached
to the aft side of the inner torque coupling with the same body-bound type bolts.

Page 2-16B
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GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-3A1 (Cont) * * * * *

* * * * * FOR ENGINES MODIFIED TO SB 72-34 (AIRLINE SERVICE) * * * * *

* * * * * FOR ENGINES MODIFIED TO SB 72-50 (BUSINESS JET) * * * * *

(3) Turbine Rotor Assembly.

The main components of the turbine rotor assembly (figure 2-9) consist of:

• Stage 1 turbine rotor assembly

• Stage 2 turbine rotor assembly
• Outer torque coupling
• Rotating air balance piston seal HPT rotor shaft.
The stages 1 and 2 turbine rotors consist of two turbine disks. The forward flange
of the stage 2 disk is bolted by body-bound type bolts to the aft end of the stage
1 disk. The stage 1 rotor blades are made from cast nickel-alloy material, they
are internally-cooled serpentine blades, and are platinum-aluminide coated. The
stage 1 blades are cooled by air which flows through the holes in the dovetails
and out the tip and trailing edge.

The stage 2 rotor blades are also made from cast nickel-alloy material and are
Codep-coated. Both stages 1 and 2 blades are retained to the disks by fir-tree
type dovetails. The blades are held in position axially, on each disk, by two
cooling plates.

The cooling plates are held in position onto the disks by retaining rings. The
cooling plates serve to seal against any leakage of blade cooling air, provide
support for the outer torque coupling, and seal the rotor cooling air. Also, the
plates contain projections which act as baffles to reduce the hot gas in-flow into
the rotor-to-stator cavities. The outer torque coupling carries the rotating
interstage seal teeth.

A single conical rotor shaft and a balance piston seal are bolted on the forward
side of the stage 1 disk with the same body-bound type bolts that attach the
flange of the stage 2 disk to the aft side of the stage 1 disk. The rotor shaft drives
the compressor by means of a piloted spline coupling.

* * * * * FOR CF34-3B/-3B1 * * * * *
D. High-Pressure Turbine.
The high-pressure turbine assembly consists of three separate sub-assemblies:
• Stage 1 nozzle subassembly (supported by the combustor frame inner duct and
located forward of the rotor assembly)
• Turbine stator subassembly (supported by the aft flange of the high-pressure
turbine outer casing and located aft of the first stage rotor disk and shaft assembly)
• Turbine rotor subassembly (supported by the aft end of the compressor rotor
and No. 4 and No. 5 bearings).
Page 2-16C
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* * * * * FOR CF34-3B/-3B1 (Cont) * * * * *

(1) Stage 1 Nozzle Subassembly.

The stage 1 nozzle assembly (figure 2-7) consists of the inner support, seal ring,
air nozzle guide, and 24 cast nozzle segments with two vanes on each segment.
The segments mount on the circular outer flange of the inner support structure.
The nozzle support locates each segment and prevents leakage. The nozzle
vanes are cooled by the compressor discharge air by means of a film for the
leading edge portions, and convection and film-cooling for the trailing edge
portions. The inner and outer bands are cooled by convection and film-cooling.
The nozzle segments are made of cobalt alloy-coated with Codep.

(2) Turbine Stator Subassembly.

The turbine stator assembly (figure 2-8) consists of:

• Outer casing
• Stage 1 shroud hangers
• Inner casing
• Stage 1 shroud segments and associated seals
• Stage 1 shroud retainers
• Stage 2 nozzle segments and associated seals
• Stage 2 shroud support
• Stage 2 shroud segments and associated seals
• Stage 2 shroud retainers.

With the exception of the HPT outer casing, these components are installed
inside a cylindrical air-cooled HPT inner casing which is bolted through a flange
to the cylindrical turbine casing.

The stage 1 shroud segments consist of 24 individually coated replaceable

segments, and are made of Rene N-5 (solid). The shroud segments are
supported by twelve stage 1 shroud hangers, which are held in a cylindrical
groove machined in the inner casing, and retained in place by 24 shroud
retainers.

The 27 stage 2 nozzle segments are made of R125 material and are coated to
prevent corrosion. The nozzle segments also fit in a cylindrical groove in the
inner casing. The interstage turbine seal is an integral part of the segments, and
the sealing surface is open-faced honeycomb.

Page 2-16D
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* * * * * FOR CF34-3B/-3B1 (Cont) * * * * *

The stage 2 shroud segments consist of 18 individually replaceable segments,

and are made of MAR-M-509 (solid). The shroud segments are installed in the
stage 2 shroud support, and are held in place by 18 shroud retainers.

(3) Turbine Rotor Assembly.

The main components of the turbine rotor assembly (figure 2-9) consist of:

• Stage 1 turbine rotor assembly

• Stage 2 turbine rotor assembly
• Outer torque coupling
• Rotating air balance piston seal
• HPT rotor shaft.

The stages 1 and 2 turbine rotors consist of two turbine disks. The forward flange
of the stage 2 disk is bolted by body-bound type bolts to the aft end of the stage
1 disk. The stage 1 rotor blades are made from cast nickel-alloy material, they
are internally-cooled serpentine blades, and are platinum-aluminide coated. The
stage 1 blades are cooled by air which flows through the holes in the dovetails
and out the tip and trailing edge.

The stage 2 rotor blades are also made from cast nickel-alloy material and are
Codep-coated. Both stages 1 and 2 blades are retained to the disks by fir-tree
type dovetails. The blades are held in position axially, on each disk, by two
cooling plates.

The cooling plates are held in position onto the disks by retaining rings. The
cooling plates serve to seal against any leakage of blade cooling air, provide
support for the outer torque coupling, and seal the rotor cooling air. Also, the
plates contain projections which act as baffles to reduce the hot gas in-flow into
the rotor-to-stator cavities. The outer torque coupling carries the rotating
interstage seal teeth.

A single conical rotor shaft and a balance piston seal are bolted on the forward
side of the stage 1 disk with the same body-bound type bolts that attach the
flange of the stage 2 disk to the aft side of the stage 1 disk. The rotor shaft drives
the compressor by means of a piloted spline coupling.

Page 2-16E/2-16F
May 31/97
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* * * * * FOR ALL * * * * *

E. Low-Pressure Turbine.

(1) Transition Subassembly.

The transition subassembly (Figure 2-10) is the duct for the hot gases leaving
the high-pressure turbine rotor. It funnels the hot gases into the larger
diameter low-pressure turbine rotor. Inside the transition casing is the stage 3
nozzle, and the transition inner and outer liners. The stage 3 nozzle is in 11
segments and is interlocked to the inner and outer liners. An air seal is built
onto the inner liner. The thermocouple harness is mounted on the transition
casing.

Transition Subassembly
Figure 2-10

Page 2-17
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* * * * * FOR CF34-1A/-3A/-3A1/-3A2 * * * * *

(2) Turbine Stator.

The turbine stator casing (Figure 2-11), split at the 6 and 12 o'clock positions,
can be removed without removing the engine. The casings contain segmented
turbine nozzle vanes of nickel base alloy for stages 4, 5, and 6 and turbine
shrouds for stages 3 through 6. The shrouds are made in four segments per
stage and have open-face honeycomb wear surfaces.

* * * * * FOR CF34-3B/-3B1 * * * * *

(2) Turbine Stator.

The turbine stator casing (Figure 2-11), split at the 6 and 12 o'clock positions,
can be removed without removing the engine. The casings contain segmented
turbine nozzle vanes of nickel base alloy with integral inner seals for stages 4,
5, and 6 and turbine shrouds for stages 3 through 6. The shrouds are made in
four segments per stage and have open-face honeycomb wear surfaces.

Turbine Stator
Figure 2-11

Page 2-18
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* * * * * FOR ALL * * * * *

(3) Turbine Rotor.

The turbine rotor has a four stage, tip-shrouded rotor (Figure 2-12). The four
disks, along with interstage seals, are bolted together with close-fitting bolts.
Blades are held in the disks by blade keys and the blades can be replaced
without disassembling the rotor. The shrouded blade tips have an interlock
that keeps them rigid. The rotor shaft is bolted between stages 4 and 5 and is
splined to the fan drive shaft. Roller bearings, No. 6 and No. 7, support the
rotor.

Turbine Rotor
Figure 2-12

Page 2-19
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(4) Exhaust Frame.

The exhaust frame (Figure 2-13) supports the C-sump, which houses the No.
6 and No. 7 bearing outer races. It also serves as the main structural support
for the low-pressure turbine. The outer and inner casings are joined together
by six struts. The struts support the inner hub, which supports the C-sump and
the bearings. The
C-sump service lines are routed through the struts.

Exhaust Frame
Figure 2-13

Page 2-20
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F. Accessory Drive Gearbox (AGB).

The accessory drive gearbox (AGB) consists of an internal power takeoff (PTO)
subassembly, a radial drive shaft, and an externally mounted accessory drive gearbox
(AGB).

(1) Power Takeoff (PTO) Subassembly.

The PTO subassembly (Figure 2-14), located in the front frame A-sump,
consists of a bevel drive gear coupled to the compressor forward stub shaft, a
right-angle bevel pinion (bearing-mounted to the PTO housing), and a lube
distribution manifold containing the oil nozzle that lubricates the No. 2 bearing
and the forward side of the No. 3 bearing as well as the PTO gears, bearings,
and spline. Power is transmitted by the radial drive shaft through the 6 o'clock
strut in the front frame to the transfer bevel gear train, located in the AGB,
which transfers direction of drive from radial to axial. Loaded gear meshes are
lubricated by jet nozzles. Spline engagements at both ends of the drive shaft
are lubricated.

Power Takeoff (PTO) Subassembly

Figure 2-14

Page 2-21
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(2) Accessory Drive Gearbox (AGB).

(a) The AGB (Figure 2-15), located in the engine bay area between the
compressor casing and the fan nozzle inner wall, is rigidly supported by
the front frame at the 3, 5, and 8 o'clock positions through mount
assemblies incorporating freedom for thermal expansion. Alignment,
within the tolerance acceptable to the shaft spline engagements, is
achieved by laminated shims located on the lower mount pad. Once
installed, the AGB may be removed and reassembled to the engine
without realignment.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(b) The AGB is composed of a train of spur gears and two bevel gears
which provide the mechanical drives for the engine and aircraft
accessories. The AGB also provides the mounting support for these
accessories. Pads for the A-sump lube scavenge pump and integral
alternator face forward. Pads for the aircraft hydraulic pump, starter,
generator, lube and scavenge pump, and fuel pump face aft. The fuel
control is mounted on the fuel pump aft face. Drive splines are positively
lubricated by the engine lube system, and accessory splines do not
require grease.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *
Accessory Drive Gearbox (AGB)
Figure 2-15

Page 2-22
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 CF34 TURBOFAN
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* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

* * * * * FOR ENGINES WITH THE A-SUMP SCAVENGE PUMP * * * * *

(b) The AGB (Figure 2-15) is composed of a train of spur gears and two bevel
gears which provide the mechanical drives for the engine and aircraft
accessories. The AGB also provides the mounting support for these
accessories: the pads for the
A-sump scavenge pump and integral alternator face forward, the pads for
the aircraft hydraulic pump, starter, generator, lube and scavenge pump
assembly, fuel pump, and gas generator rotor hand-cranking face aft. The
drive splines are positively lubricated by the engine lube system, and
accessory splines do not require grease.

* * * * * FOR ENGINES WITHOUT THE A-SUMP SCAVENGE PUMP * * * * *

(b) The AGB (Figure 2-15) is composed of a train of spur gears and two bevel
gears which provide the mechanical drives for the engine and aircraft
accessories. The AGB also provides the mounting support for these
accessories: the pad for the integral alternator faces forward, the pads for
the aircraft hydraulic pump, starter, generator, lube and scavenge pump
assembly, fuel pump, and gas generator rotor hand-cranking face aft. The
drive splines are positively lubricated by the engine lube system, and
accessory splines do not require grease.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *
Accessory Drive Gearbox (AGB)
Figure 2-15

Page 2-22A/2-22B
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* * * * * FOR ALL * * * * *

(c) The hydraulic pump, starter, generator, and fuel pump pads each have a
zero-leakage face-type carbon seal to maintain lube system integrity.
The seals and associated mating rings can be replaced, if necessary,
without AGB removal or disassembly. The four pad spaces are ported
internally to a common AGB seal drain fitting on the AGB aft housing at
6 o'clock. There is also an AGB cavity drain plug at 6 o'clock which is
used only to empty the AGB cavity for shipping or troubleshooting
purposes.

(d) The AGB forward housing interfaces with the front frame at 6 o'clock to
provide a path for the radial drive shaft and to allow scavenge oil and
vent air passage from front frame to AGB. An aluminum seal ring, the
Axis-A retainer, is located at this interface to prevent excessive wear of
the major components.

2-3. ENGINE SYSTEMS DESCRIPTION.

A. Lubrication System.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

The lubrication system, schematically illustrated in figure 2-16, is self-contained, having

its own engine-mounted oil tank, main lube and scavenge pump, front (A-sump)
scavenge pump, oil cooler, oil filter, oil pressure transmitter, low oil pressure switch, oil
filter bypass valve (with electrical impending bypass sensor), oil pressure relief valve, oil
anti-leak check valve, magnetic drain plug, and related piping.

The system consists of a pressurized full flow supply circuit and a scavenge return
circuit which allows dry sump operation. Air entering the sumps is vented overboard
through the engine exhaust. The sumps are vented through the center-vent system
and are independent of air leakage flow.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *
* * * * * CONFIGURATION 1 * * * * *

The lubrication system, schematically illustrated in figure 2-17, is self-contained, having

its own engine-mounted oil tank, main lube and scavenge pump, front (A-sump)
scavenge pump, heat exchanger, oil filter, oil pressure transmitter, low oil pressure
switch, oil filter bypass valve (with electrical impending bypass sensor), oil pressure
relief valve, oil anti-leak check valve, electric master chip detector, and related piping.

The system consists of a pressurized full flow supply circuit and a scavenge return
circuit which allows dry sump operation. Air entering the sumps is vented overboard
through the engine exhaust. The sumps are vented through the center-vent system.

Page 2-23
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 CF34 TURBOFAN
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* * * * * FOR CF34-1A/-3A/-3A2 * * * * *
Lubrication System Schematic Diagram
Figure 2-16

Page 2-24
Oct 31/92
 CF34 TURBOFAN
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* * * * * CONFIGURATION 1 * * * * *
* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *
Lubrication System Schematic Diagram
Figure 2-17

Page 2-25
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 CF34 TURBOFAN
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* * * * * CONFIGURATION 2 * * * * *
* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *
Lubrication System Schematic Diagram
Figure 2-17

Page 2-26
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 CF34 TURBOFAN
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* * * * * FOR CF34-3A1/-3B/-3B1 (Cont) * * * * *

* * * * * CONFIGURATION 2 * * * * *

The lubrication system, schematically illustrated in figure 2-17, is self-contained, having

its own engine-mounted oil tank, main lube and scavenge pump, heat exchanger, oil
filter, oil pressure transmitter, low oil pressure switch, oil filter bypass valve (with
electrical impending bypass sensor), oil pressure relief valve, oil anti-leak check valve,
electric master chip detector, and related piping.

The system consists of a pressurized full flow supply circuit and a scavenge return
circuit which allows dry sump operation. Air entering the sumps is vented overboard
through the engine exhaust. The sumps are vented through the center-vent system.

* * * * * FOR ALL * * * * *

The following information applies to the lubrication system:

CAUTION: SILICONE OR SILICONE-BASED OIL OR GREASE MUST NOT BE

USED ON LUBE SYSTEM COMPONENTS. SMALL AMOUNTS (SUCH
AS MIGHT BE USED TO HOLD PREFORMED PACKINGS DURING
ASSEMBLY) WILL CONTAMINATE THE OIL SYSTEM. SILICONE
CONTAMINATION WILL CAUSE THE ENGINE OIL TO FOAM, THEREBY
RESULTING IN OIL LOSS THROUGH THE OVERBOARD VENT, IN
LOSS OF OIL PRESSURE, AND ULTIMATELY IN DAMAGE TO THE
ENGINE.

(1) Approved Oils.

The following lubricating oils are approved for use in General Electric CF34
series engines:

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

CAUTION: • DO NOT INTERMIX CASTROL OIL 4000 WITH ANY OTHER TYPE 1 OR
TYPE 2 OIL. OIL CONTAMINATION CAN OCCUR.
• THE INTERMIXING OF DIFFERENT APPROVED BRANDS OF TYPE 2
OILS (EXCEPT CASTROL OIL 4000) OR OF TYPE 1 OILS IS
AUTHORIZED; HOWEVER, INTERMIXING OF OIL TYPES MUST BE
AVOIDED. IF INTERMIXING OF OIL TYPES HAS OCCURRED, THE OIL
SYSTEM MUST BE DRAINED, FLUSHED (REFER TO MAINTENANCE
MANUAL SEI-580), AND REFILLED IMMEDIATELY.
• IF BULK OIL IS USED, IT MUST BE FILTERED THROUGH A 10-MICRON
FILTER BEFORE YOU SERVICE THE ENGINE OIL TANK.

Page 2-26A
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 CF34 TURBOFAN
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* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

CAUTION: • DO NOT INTERMIX CASTROL OIL 4000 WITH ANY OTHER TYPE 1 OR
TYPE 2 OIL. OIL CONTAMINATION CAN OCCUR.
• THE INTERMIXING OF DIFFERENT APPROVED BRANDS OF TYPE 2
OILS (EXCEPT CASTROL OIL 4000) OR OF TYPE 1 OILS IS
AUTHORIZED; HOWEVER, INTERMIXING OF OIL TYPES MUST BE
AVOIDED. IF INTERMIXING OF OIL TYPES HAS OCCURRED, THE OIL
SYSTEM MUST BE DRAINED, FLUSHED (REFER TO THE AIRCRAFT
MAINTENANCE MANUAL (AMM)), AND REFILLED IMMEDIATELY.
• IF BULK OIL IS USED, IT MUST BE FILTERED THROUGH A 10-MICRON
FILTER BEFORE YOU SERVICE THE ENGINE OIL TANK.

* * * * * FOR CF34-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

CAUTION: • DO NOT INTERMIX CASTROL OIL 4000 WITH ANY OTHER TYPE 1 OR
TYPE 2 OIL. OIL CONTAMINATION CAN OCCUR.
• THE INTERMIXING OF DIFFERENT APPROVED BRANDS OF TYPE 2
OILS (EXCEPT CASTROL OIL 4000) OR OF TYPE 1 OILS IS
AUTHORIZED; HOWEVER, INTERMIXING OF OIL TYPES MUST BE
AVOIDED. IF INTERMIXING OF OIL TYPES HAS OCCURRED, THE OIL
SYSTEM MUST BE DRAINED, FLUSHED (REFER TO THE SERVICE
MANUAL SEI-780), AND REFILLED IMMEDIATELY.
• IF BULK OIL IS USED, IT MUST BE FILTERED THROUGH A 10-MICRON
FILTER BEFORE YOU SERVICE THE ENGINE OIL TANK.

* * * * * FOR ALL * * * * *

(a) Type 1 Oils:

1 Type 1 oils include MIL-L-7808 oils conforming to General Electric

Specification D50TF1 - current revision. (See table 2-1 for the list of
approved Type 1 oils.)

2 Type 1 oils are recommended in expected cold climates that range

between
-29°C to -40°C (-20°F to -40°F). For proper engine operation, it is
recommended that the engine oil be heated to -40°C (-40°F) minimum,
or above, when in cold climates, before you start the engine.

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TABLE 2-1. TYPE 1 APPROVED OILS

Oil Company Brand Name

1. Exxon Oil Company Turbo Oil 2389

2. Air BP (Linden, NJ USA) BP Turbo Oil 2389
3. Mobil Oil Company Mobil Avrex S Turbo 256

(b) Type 2 oils include MIL-L-23699 oils conforming to General Electric

Specification D50TF1 - current revision. (See table 2-2 for the list of
approved Type 2 oils.)
TABLE 2-2. TYPE 2 APPROVED OILS

Oil Company Brand Name

1. Shell Oil Company AeroShell Turbine Oil 500

2. Shell Oil Company AeroShell Turbine Oil 560 (ASTO 560)
3. Exxon Oil Company Turbo Oil 2380
4. Air BP (Linden, NJ USA) BP Turbo Oil 2380
5. Mobil Oil Company Mobil Jet Engine Oil II
6. ExxonMobil Oil Corporation Mobil Jet Oil 291
7. Castrol, Ltd. Castrol Oil 5000
8. Castrol, Ltd. Castrol Oil 4000

(2) Oil Approval.

Operators that want to use an oil which is not listed in table 2-1 and table 2-2
must obtain the specific approval from GE Aircraft Engines before that oil is used.
Approval will be granted upon submission by the operator, or the oil company
involved, of valid evidence that shows the particular oil conforms to the
requirements of the current issue of General Electric Gas Turbine Oil
Specification D50TF1.
(3) Operating Requirements.
(a) Replace Type 1 oils with Type 2 oils at the first opportunity, except if you
operate in cold climates.
(b) Change Type 2 oils only when the acid level of the oil exceeds 1.5 mg
KOH/g. The engine lubrication system must be serviced with the approved
oils. Type 2 oils should be used in this engine because they are capable of
withstanding higher operating temperatures than Type 1 oils. Type 2 oils
also have improved anti-coking characteristics. Use of Type 1 oil is limited to
those occasions when Type 2 oil is unavailable, and/or when operating in
cold climates.

Page 2-27
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GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(4) Oil Servicing During Preflight or Postflight Inspection.

NOTE: • When you service an engine that does not have oil in the lube system,
do not add more than 7 quarts (6.6 liters) of oil.
• When you service an engine that has been serviced and operated, do
not add more than 2 quarts (1.9 liters) of oil.
• If the oil level is not at the full mark, do not add more oil until the
engine has been motored at a minimum of 28% N2 for 30 seconds.
• The oil level should be checked within 3 minutes to 2 hours after the
engine is shutdown. It is possible that some oil will move from the tank into
the gearbox while the engine is not operated.
• If the aircraft is equipped with an oil replenishing system, refer to the
ground handling and Aircraft Flight Manual for servicing instructions.

(a) Open the upper translating and core cowls.

WARNING: ENGINE OIL

• IF OIL IS DECOMPOSED BY HEAT, TOXIC GASES ARE

RELEASED.
• PROLONGED CONTACT WITH LIQUID OR MIST MAY CAUSE
DERMATITIS AND IRRITATION.
• IF THERE IS ANY PROLONGED CONTACT WITH SKIN, WASH
AREA WITH SOAP AND WATER. IF SOLUTION CONTACTS
EYES, FLUSH EYES WITH WATER IMMEDIATELY. REMOVE
SATURATED CLOTHING.
• IF OIL IS SWALLOWED, DO NOT TRY TO VOMIT. GET
IMMEDIATE MEDICAL ATTENTION.
• WHEN HANDLING LIQUID, WEAR RUBBER GLOVES. IF
PROLONGED CONTACT WITH MIST IS LIKELY, WEAR
APPROVED RESPIRATOR.

(b) Remove the oil tank filler cap (see figure 2-17A), and check the oil level on
the dipstick. The oil level should be between the 1-QUART and the FULL
marks. If the oil is above the FULL mark (oil drains through the filler cap
opening), the oil tank is overfull. Therefore, drain the excess oil from the
tank and the AGB.

CAUTION: BE SURE THE OIL FILLER CAP IS PROPERLY INSTALLED AND

LOCKED.

(c) Re-install the oil filler cap and check for proper locking by observing the “T”
handle in the closed-down position. Wipe off any spilled oil.

(d) Motor the engine at 28% N2 for 30 seconds.

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* * * * * FOR CF34-1A/-3A/-3A2 (Cont) * * * * *

(e) Remove the oil filler cap again and check the oil level on the dipstick. The oil
level should be between the 1-QUART and the FULL marks. If required, add
oil as follows:

CAUTION: • TO PREVENT AN OVERFULL CONDITION, DO NOT ADD

MORE THAN 2 QUARTS (1.9 LITERS) OF OIL WITHOUT
HAVING MOTORED THE ENGINE AT 28% N2 FOR 30
SECONDS.
• TO PREVENT OIL CONTAMINATION, USE THE SAME OIL
TYPE THAT IS ALREADY IN THE OIL SYSTEM.

NOTE: • All approved oil which is in containers of 1 quart (0.95) liter), or

less, is ready-for-use and has been filtered to 10 microns.
• Bulk oil must be filtered through a 10-micron paper or metallic
filter. The paper filter must be used only when the oil is at
ambient temperature. The metallic filter can be used at ambient
or high temperatures.

1 Add engine oil until the oil level in the tank is between the 1-QUART
and FULL marks.

CAUTION: BE SURE THE OIL FILLER CAP IS PROPERLY INSTALLED

AND LOCKED.

2 Re-install the oil filler cap and check for proper locking by observing
the “T” handle in the closed-down position. Wipe off any spilled oil.

3 Motor the engine at 28% N2 for 30 seconds and check the oil level
again.

(f) Close the upper translating and core cowls.

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* * * * * FOR CF34-1A/-3A/-3A2 * * * * *
Engine Oil Tank - Oil Reservoir Capacities
Figure 2-17A

Page 2-28B
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* * * * * FOR CF34-3A1/-3B1 (AIRLINE SERVICE) * * * * *

(4) Oil Servicing During Preflight or Postflight Inspection.

NOTE: • When you service an engine that does not have oil in the lube system,
do not add more than 7 quarts (6.6 liters) of oil.
• When you service an engine that has been serviced and operated, do
not add more than 2 quarts (1.9 liters) of oil.
• If the oil level is not at the FULL mark, do not add more oil until the
engine has been motored at a minimum of 28% N2 for 30 seconds.
• The oil level should be checked within 3 minutes to 2 hours after the
engine is shutdown. It is possible that some oil will move from the tank into
the gearbox while the engine is not operated.
• If the aircraft is equipped with an oil replenishing system, refer to
Aircraft Maintenance Manual for servicing instructions.

(a) Open the upper translating and core cowls.

WARNING: ENGINE OIL

• IF OIL IS DECOMPOSED BY HEAT, TOXIC GASES ARE

RELEASED.
• PROLONGED CONTACT WITH LIQUID OR MIST MAY
CAUSE DERMATITIS AND IRRITATION.
• IF THERE IS ANY PROLONGED CONTACT WITH SKIN,
WASH AREA WITH SOAP AND WATER. IF SOLUTION
CONTACTS EYES, FLUSH EYES WITH WATER
IMMEDIATELY. REMOVE SATURATED CLOTHING.
• IF OIL IS SWALLOWED, DO NOT TRY TO VOMIT. GET
IMMEDIATE MEDICAL ATTENTION.
• WHEN HANDLING LIQUID, WEAR RUBBER GLOVES. IF
PROLONGED CONTACT WITH MIST IS LIKELY, WEAR
APPROVED RESPIRATOR.

(b) Monitor the oil cap dipstick or the oil level sight gage on top of the oil tank
(see figure 2-17A). The gage is identified “ADD OIL IF LIGHT”. The adjacent
port, on top of the tank, has a low-oil-level sensing probe.

(c) Remove the oil filler cap and check the oil tank for an overfull condition. The
oil should be level with the “FULL” mark (view A) on the dipstick. If the oil
drains through the filler cap opening, the oil tank is overfull. Therefore, drain
the oil from the tank and the AGB.

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* * * * * FOR CF34-3A1/-3B1 (AIRLINE SERVICE) (Cont) * * * * *

(d) Motor the engine at 28% N2 for 30 seconds.

(e) Refer to step (c) and check the oil tank for an overfull condition.

(f) If the “ADD OIL IF LIGHT” sight gage is light, or the dipstick shows ADD 1
Qt, add oil as follows:

1 Remove the oil filler cap.

CAUTION: • TO PREVENT AN OVERFULL CONDITION, DO NOT ADD

MORE THAN 2 QUARTS (1.9 LITERS) OF OIL WITHOUT
HAVING MOTORED THE ENGINE AT 28% N2 FOR 30
SECONDS.
• USE THE SAME OIL TYPE THAT IS ALREADY IN THE OIL
SYSTEM TO PREVENT OIL CONTAMINATION.

NOTE: • All the approved oil that comes in containers of 1quart (0.95
liter), or less, is ready for use and has been filtered to 10
microns.
• Bulk oil must be filtered through a 10-micron paper or metallic
filter. The paper filter must be used only when the oil is at
ambient temperature. The metallic filter can be used at ambient
or high
temperatures.

2 Add engine oil until the oil level is at the “2 QTS” mark (view A) on the
dipstick.

CAUTION: MAKE SURE THAT THE FILLER CAP IS PROPERLY

INSTALLED AND LOCKED.

3 Install the filler cap and lock it.

4 Motor the engine at 28% N2 for 30 seconds and look at the dipstick or
the sight gage again.

(g) Refer to step (c) and check the oil tank for an overfull condition.

(h) If the oil is level with the “FULL” mark on the dipstick and the sight gage is
dark, the oil system is serviced.

(i) Close the upper translating and core cowls.

Page 2-30
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 CF34 TURBOFAN
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* * * * * FOR CF34-3A1/-3B1 (AIRLINE SERVICE) * * * * *

Engine Oil Tank - Oil Reservoir Capacities
Figure 2-17A

Page 2-30A
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 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-3A1/-3B (BUSINESS JET) * * * * *

(4) Oil Servicing During Preflight or Postflight Inspection.

NOTE: • When you service an engine that does not have oil in the lube system,
do not add more than 7 quarts (6.6 liters) of oil.
• When you service an engine that has been serviced and operated, do
not add more than 2 quarts (1.9 liters) of oil.
• If the oil level is not at the FULL mark, do not add more oil until the
engine has been motored at a minimum of 28% N2 for 30 seconds.
• The oil level should be checked within 3 minutes to 2 hours after the
engine is shutdown. It is possible that some oil will move from the tank into
the gearbox while the engine is not operated.
• If the aircraft is equipped with an oil replenishing system, refer to
Aircraft Maintenance Manual for servicing instructions.

(a) Open the upper translating and core cowls.

WARNING: ENGINE OIL

• IF OIL IS DECOMPOSED BY HEAT, TOXIC GASES ARE

RELEASED.
• PROLONGED CONTACT WITH LIQUID OR MIST MAY
CAUSE DERMATITIS AND IRRITATION.
• IF THERE IS ANY PROLONGED CONTACT WITH SKIN,
WASH AREA WITH SOAP AND WATER. IF SOLUTION
CONTACTS EYES, FLUSH EYES WITH WATER
IMMEDIATELY. REMOVE SATURATED CLOTHING.
• IF OIL IS SWALLOWED, DO NOT TRY TO VOMIT. GET
IMMEDIATE MEDICAL ATTENTION.
• WHEN HANDLING LIQUID, WEAR RUBBER GLOVES. IF
PROLONGED CONTACT WITH MIST IS LIKELY, WEAR
APPROVED RESPIRATOR.

(b) Monitor the two oil level sight gages on top of the oil tank (see figure 2-17A).
One gage is identified “OVERFULL IF DARK” and the other gage is
identified “LOW LEVEL IF LIGHT”.

(c) If the “OVERFULL IF DARK” sight gage is dark, the oil tank is overfull.
Therefore, drain the oil from the tank and the AGB.

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* * * * * FOR CF34-3A1/-3B (BUSINESS JET) (Cont) * * * * *

(d) Motor the engine at 28% N2 for 30 seconds and look at the sight gages
again.

(e) If the “LOW LEVEL IF LIGHT” sight gage is light, add oil as follows:

1 Remove the filler cap.

CAUTION: • TO PREVENT AN OVERFULL CONDITION, DO NOT ADD

MORE THAN 2 QUARTS (1.9 LITERS) OF OIL WITHOUT
HAVING MOTORED THE ENGINE AT 28% N2 FOR 30
SECONDS.
• USE THE SAME OIL TYPE THAT IS ALREADY IN THE OIL
SYSTEM TO PREVENT OIL CONTAMINATION.

NOTE: • All the approved oil that comes in containers of 1 quart (0.95
liter), or less, is ready for use and has been filtered to 10
microns.
• Bulk oil must be filtered through a 10-micron paper or metallic
filter. The paper filter must be used only when the oil is at
ambient temperature. The metallic filter can be used at ambient
or high temperatures.

2 Add engine oil until the oil level is at the “2 QTS” mark (view A) on the
dipstick.

CAUTION: BE SURE THE FILLER CAP IS PROPERLY INSTALLED AND

LOCKED.

3 Install the filler cap and lock it.

4 Motor the engine at 28% N2 for 30 seconds and look at sight gages
again.

(f) If the “OVERFULL IF DARK” sight gage is dark, do step (c) again. If the
“LOW LEVEL IF LIGHT” sight gage is light, do step (e) again.

(g) If the “OVERFULL IF DARK” sight gage is light, and the “LOW LEVEL IF
LIGHT” sight gage is dark, the condition is satisfactory.

(h) Close the upper translating and core cowls.

Page 2-30C
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 CF34 TURBOFAN
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* * * * * FOR CF34-3A1/-3B (BUSINESS JET) * * * * *

Engine Oil Tank - Oil Reservoir Capacities
Figure 2-17A

Page 2-30D
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* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(5) Oil Supply Circuit.

(a) Oil from the tank enters the supply element of the main lube and
scavenge pump. From the pressure element the oil passes through a
filter, an anti-drain check valve, and then to the oil-to-fuel heat exchanger
(oil cooler). The oil pump relief valve relieves excess pressure during
cold start conditions. The oil filter also has a bypass valve which permits
oil flow to the engine, if the filter becomes clogged.

(b) Oil is cooled by a tube and shell-type oil cooler with fuel flow inside the
tubes. The oil and fuel passages are large and receive filtered fluid which
eliminates the need for relief valves. The oil cooler is located on the
discharge side of the pressure element and cools deaerated high-pressure
oil. After leaving the oil cooler, the oil flow divides into high- and low-
pressure circuits. The low-pressure circuit supplies oil to the
A-sump and the accessory gearbox. The high-pressure circuit services the
B-sump in the center of the engine and the C-sump at the aft end of the
engine.

(c) Oil is returned to the oil tank by eight scavenge pump elements. The
scavenge pump for the A-sump has two elements for scavenging the A-
sump at climb and dive altitudes. During straight and level flight, some of the
A-sump oil drains into the accessory gearbox where it is scavenged by two
scavenge elements in the main lube and scavenge pump. The B-sump and
C-sump each have two independent scavenge return elements in the main
lube and scavenge pump. The scavenge oil from all elements is routed back
into the oil tank through a cyclone type deaerator. Vent air separated from
the oil is routed to the A-sump and then through the centervent system, and
then into the engine exhaust. The oil tank provides a boss for measuring oil
temperature and a boss which allows installation of a remote fill system.

(d) An oil tank pressurizing valve is located in the oil tank vent line and provides
positive pressure for the lube pump to prevent cavitation and low flow at
high altitude. The pressurizing valve piston contains a small bleed hole to
allow system pressure-decay upon engine shutdown. The deaerator is
located above the oil level in the tank and is designed such that oil cannot
drain back through the scavenge circuits into the engine after shutdown.
Magnetic chip detectors are located in the scavenge lines from each sump,
and also in the oil tank and accessory gearbox. A filler cap with dipstick is
located on the oil tank to check oil level and for servicing.

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* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

(5) Oil Supply Circuit.

(a) Oil from the tank enters the supply element of the main lube and
scavenge pump. From the pressure element the oil passes through a
filter, an anti-drain check valve, and then to the oil-to-fuel heat
exchanger. The oil pump relief valve relieves excess pressure during
cold start conditions. The oil filter also has a bypass valve which
permits oil flow to the engine, if the filter becomes clogged.

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* * * * * FOR CF34-3A1/-3B/-3B1 (Cont) * * * * *

(b) Oil is cooled by a tube and shell-type heat exchanger with fuel flow inside the
tubes. The oil and fuel passages are large and receive filtered fluid which
eliminates the need for relief valves. The heat exchanger is located on the
discharge side of the pressure element and cools deaerated high pressure oil.
After leaving the heat exchanger, the oil flow divides into high- and low-
pressure circuits. The low-pressure circuit supplies oil to the A-sump and the
accessory gearbox. The high-pressure circuit services the B-sump in the center
of the engine and the C-sump at the aft end of the engine.
* * * * * CONFIGURATION 1 * * * * *
(c) Oil is returned to the oil tank (see figure 2-17) by eight scavenge pump
elements. The scavenge pump for the A-sump has two elements for
scavenging the A-sump at climb and dive altitudes. During straight and
level flight, some of the A-sump oil drains into the accessory gearbox
where it is scavenged by two scavenge elements in the main lube and
scavenge pump. The B-sump and C-sump each have two independent
scavenge return elements in the main lube and scavenge pump. The
scavenge oil from all elements is routed back into the oil tank through a
cyclone type deaerator. Vent air separated from the oil is routed to the A-
sump and then through the centervent system, and then into the engine
exhaust. The oil tank provides a boss for measuring oil temperature and a
boss which allows installation of a remote fill system.
* * * * * CONFIGURATION 2 * * * * *
(c) Oil is returned to the oil tank (see figure 2-17) by six scavenge elements in
the main lube and scavenge pump. A-sump oil drains into the accessory
gearbox where it is scavenged by two scavenge elements in the main lube
and scavenge pump. The B-sump and C-sump each have two independent
scavenge return elements in the main lube and scavenge pump. The
scavenge oil from all elements is routed back into the oil tank through a
cyclone type deaerator. Vent air separated from the oil is routed to the A-
sump and then through the centervent system, and then into the engine
exhaust. The oil tank provides a boss for measuring oil temperature and a
boss which allows installation of a remote fill system.
* * * * * FOR ALL * * * * *
(d) An oil tank pressurizing valve is located in the oil tank vent line and
provides positive pressure for the lube pump to prevent cavitation and low
flow at high altitude. The pressurizing valve piston contains a small bleed
hole to allow system pressure-decay upon engine shutdown. The deaerator
is located above the oil level in the tank and is designed such that oil
cannot drain back through the scavenge circuits into the engine after
shutdown. An electric master chip detector is located on the oil tank at the
scavenge return line. Readout is provided by the aircraft manufacturer. The
oil tank is also equipped with sight gages and a redundantly sealed filler
cap (with dipstick) for servicing.

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* * * * * FOR ALL * * * * *

(6) Main Shaft Oil Sealing System.

Main shaft oil sealing is accomplished by bore-rubbing carbon seals.

(7) Main Sump Seal Pressurization System.

(a) To prevent oil loss through rotating sump seals, the outboard side of
each seal is pressurized with air tapped from a manifold on the
compressor casing at the 7th stage. A regulating valve reduces this
pressure to 15 psig (103 kPa) for the A-sump and C-sump seals.

(b) The A-sump is sealed by two tandem carbon seals, pressurized

between elements by regulated stage 7 air. These seals are located
forward of the No. 1 bearing and aft of the No. 3 bearing. The seals are
drained overboard through a line in the front frame. The drain lines are
purged by the seal pressurization air, which prevents contaminants from
obstructing the drains. An orifice in the drain line limits the drain air flow
to maintain seal pressure.

(c) The B-sump is sealed by single-element carbon seals at the forward and
aft ends of the sump. The seals are pressurized and cooled directly by
stage 7 air, ducted into the combustion chamber frame through the 1
o'clock strut.

(d) The C-sump forward tandem oil seal is pressurized, like the A-sump,
by regulated stage 7 bleed air. The air is ducted into the exhaust
frame through the 12 o'clock strut. At the aft end of the C-sump, an
unpressurized carbon seal retains oil spray in the sump.

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* * * * * CONFIGURATION 1 * * * * *

(8) Main Sump Vent System. (See figure 2-18.)

(a) The CF34 sump-venting system is self-contained. All the air that
enters the sumps through the seals is vented overboard into the
engine exhaust centerline. The A-sump, AGB, and C-sump are vented
through rotating air-oil separators in the fan shaft and low-pressure
turbine shaft into the fan shaft interior and out through the C-sump
cover and vent collector tube into the exhaust stream.

(b) The B-sump is pressurized to maintain the correct seal pressure drop
during high-power low-altitude operation. Pressurization is
accomplished with the
B-sump regulator valve (see figure 2-18) which uses PT5 pressure as a
reference. The B-sump pressure is set 3-10 psi (21-69 kPa) below PT5
by the B-sump regulator valve. Stage 7 compressor bleed air is the
pressurizing source, and excess air is vented through the B-sump
regulator valve into the
A-sump and overboard. Thus, the B-sump pressure is never less than
the
A-sump pressure.

(c) At low-power settings, when PT5 pressure is low, the valve piston will be
open, allowing free flow between B-sump and A-sump, and closing off
the stage 7 air supply. As PT5 pressure increases with higher power,
the valve piston will close, restricting flow to the A-sump and opening
the stage 7 pressurizing flow. The regulating valve spring provides a 5
psi (34 kPa) bias so that B-sump pressure will be regulated nominally 5
psi (34 kPa) below PT5, or equal to
A-sump pressure, whichever is higher. This setting provides a schedule
which maintains a positive seal pressure drop under all operating
conditions and also limits the seal pressure drop to no more than 30 psi
(207 kPa) for long seal life.

* * * * * CONFIGURATION 2 * * * * *

(8) Main Sump Vent System. (See figure 2-18.)

(a) The CF34 sump-venting system is self-contained. All the air that
enters the sumps through the seals is vented overboard into the
engine exhaust centerline. The A-sump, AGB, and C-sump are vented
through rotating air-oil separators in the fan shaft and low-pressure
turbine shaft into the fan shaft interior and out through the C-sump
cover and vent collector tube into the exhaust stream.

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* * * * * CONFIGURATION 2 (Cont) * * * * *

(b) The B-sump is pressurized to maintain the correct seal pressure drop
during high-power low-altitude operation. Pressurization is
accomplished with the
B-sump regulator valve. Stage 7 compressor bleed air is the
pressurizing source, and excess air is vented through the B-sump
regulator valve into the
A-sump and overboard. Thus, the B-sump pressure is never less than
the
A-sump pressure.

(c) At low-power settings, the B-sump regulator valve will permit free flow
between B-sump and A-sump. The B-sump regulator valve provides a 5
psi (34 kPa) bias so that B-sump pressure will be regulated nominally 5
psi (34 kPa) or equal to A-sump pressure. This setting provides a
schedule which maintains a positive seal pressure drop under all
operating conditions and also limits the seal pressure drop to no more
than 30 psi (207 kPa) for long seal life.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(9) Oil Pressure Transmitter.

A differential pressure transmitter, mounted on a bracket at the main lube and

scavenge pump, senses differential pressure between B-sump scavenge and
main lube pump filter discharge pressure. An electrical signal, is sent to the
aircraft/test cell indicator.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

(9) Oil Pressure Transmitter.

A differential pressure transmitter at the main lube and scavenge pump,

senses differential pressure between B-sump scavenge and main lube pump
filter discharge pressure. An electrical signal, is sent to the aircraft/test cell
indicator.

Page 2-34
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 CF34 TURBOFAN
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* * * * * CONFIGURATION 1 * * * * *
B-Sump Vent System Schematic
Figure 2-18

Page 2-34A
May 31/97
 CF34 TURBOFAN
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* * * * * CONFIGURATION 2 * * * * *
B-Sump Vent System Schematic
Figure 2-18

Page 2-34B
Dec 31/99
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* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(10) Oil Filter Impending Bypass Sensor.

A differential pressure sensor mounted near the oil cooler senses the oil filter
pressure drop and signals excessive pressure with a switch closure. The
sensor is inactivated for oil temperatures below 38°C to 54°C (100°F to 130°F).
Once activated the switch will remain activated until the engine is shutdown.

(11) Main Shaft Bearing and Rotor Support.

All main shaft bearings have positive oil jet lubrication with two jets per
bearing to provide uniform temperature distribution and a safety factor in the
event of jet obstruction. The main shaft bearings use M50 tool steel races and
rolling elements and silver-plated steel cages. Close operating clearances
maintain the desired rotor centerline, assure adequate loading and reduce
roller and cage wear. Large radial cross sections on inner races are provided
to reduce secondary shaft damage in the event of bearing malfunction, as well
as to maintain shaft fits to reduce fretting. Antirotation locks between all
bearing outer races and bearing housings reduce wear and debris generation.
The gas generator rotor and fan rotor thrust bearings are located in the cool
A-sump for maximum life and reliability.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

(10) Oil Filter Impending Bypass Sensor.

A differential pressure sensor mounted on the main lube and scavenge pump
senses the oil filter pressure drop which signals excessive pressure differential
with a switch closure. The sensor is inactivated for oil temperatures below
38°C to 54°C (100°F to 130°F). Once activated the switch will remain activated
until the engine is shutdown.

(11) Main Shaft Bearing and Rotor Support.

All main shaft bearings have positive oil jet lubrication with two jets per bearing
to provide uniform temperature distribution and a safety factor in the event of
jet obstruction. Excluding the No. 1 bearing, all main shaft bearings use M50
tool steel races and rolling elements and silver-plated steel cages. The No. 1
bearing is made of M50 Nil. Close operating clearances maintain the desired
rotor center line, assure adequate loading and reduce roller and cage wear.
Large radial cross sections on inner races are provided to reduce secondary
shaft damage in the event of bearing malfunction, as well as to maintain shaft
fits to reduce fretting. Antirotation locks between all bearing outer races and
bearing housings reduce wear and debris generation. The gas generator rotor
and fan rotor thrust bearings are located in the cool A-sump for maximum life
and reliability.

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* * * * * FOR ALL * * * * *

(12) Low Oil Pressure Switch.

The low oil pressure switch is mounted on a bracket attached to the accessory
drive gearbox (AGB) at the 7 o'clock position. Like the oil pressure transducer,
the low oil pressure switch senses the differential pressure between lube pump
discharge pressure and the B-sump pressure. The low oil pressure switch
opens at a rising pressure of 42 psi (290 kPa), closes at a falling pressure of
35 psi (241 kPa), and operates a red warning light on its corresponding oil
pressure indicator in the cockpit.

B. Fuel System.
NOTE: • Deleted.
• Deleted.
NOTE: The following additives, used individually or in combination, are approved.

• Anti-icing additives to the latest revision of specification MIL-I-27686E or

any direct equivalent at a concentration of 0.10% to 0.15% by volume.
Anti-icing Methyl Cellosolve at concentrations of 0.10% to 0.15% by
volume.
• SOHIO Biobor JF biocide additive at a concentration not in excess of 270
parts per million (20 parts per million elemental boron) for the initial dose
to prevent the growth of micro-organisms. A maintenance dose of 135
parts per million should be used thereafter.
• Deleted.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

The fuel system, schematically illustrated in figure 2-19 and figure 2-19A, includes the
fuel control, fuel pump, fuel filter, fuel distributor, optional fuel heater, oil cooler, oil
cooler bypass check valve, variable stator vane actuators, flowmeter, and drain valve.
(The flowmeter is not furnished with the engine.) The fuel system provides engine fuel
which is required for combustion, control system actuation, and oil cooling.

(1) Use of Approved Fuels.

(a) Fuels conforming to the following commercial and/or military

specifications are approved for unlimited use (refer to General Electric
Specification D50TF2 for additional information):
Specification Grade(s)

ASTM D1655 Jet A, Jet A-1, Jet B

MIL-T-5624 JP-4, JP-5

MIL-T-83133A JP-8
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GE PROPRIETARY INFORMATION - Subject to the restrictions on the cover or first page.
 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-1A/-3A/-3A2 (Cont) * * * * *

(b) Russian fuels.

Specification Grade(s)
D50TF2 (GE Spec.) Russian RT

Russian TS-1 fuel is acceptable for use with these restrictions:

Thermal Stability of TS-1 fuel is measured using a static test method,

whereas GEAE Specification D50TF2 requires a flowing test method per
ASTM Test Method D3241. Currently, there is no correlation between these
two methods. A reduced component inspection program is required by
GEAE. The frequency of inspection and components to be inspected are
defined in SB 73-0047 (CF34-BJ). Until sufficient engine experience is
obtained with the use of this fuel, GEAE cannot predict the durability or the
maintenance costs that will result from the use of this fuel.

GEAE does not recommend the use of CIS alcohol based anti-icing
additives because alcohol can dry and embrittle the engine fuel system
elastomers, and alcohol attracts and holds water which can rust the material
in the fuel nozzles and in the fuel control unit (FCU) valves. Consequently, if
you must use these additives because of lack of approved additives, GEAE
recommends a reduced component inspection interval for critical engine fuel
system components. The frequency of inspection and components to be
inspected are defined in SB 73-0047 (CF34-BJ).

WARNING: PHILJET A WITH PFA 55MB

AVIATION FUEL
MIL-L-27686

DO NOT USE THE FUEL NEAR FLAMES OR HEAT, BECAUSE

THIS FUEL IS FLAMMABLE. DO NOT LET THE FUEL TOUCH
YOUR BODY OR CLOTHES. DO NOT BREATHE THE FUMES
RELEASED FROM THIS FUEL. MAKE SURE YOU HAVE A
GOOD FLOW OF AIR. THE FUMES ARE DANGEROUS TO
YOUR SKIN AND LUNGS.

WARNING: JP 4 JET FUEL SYSTEM

ICING INHIBITOR MIL-I-27686E

DO NOT USE THE SOLUTION NEAR FLAMES OR HEAT,

BECAUSE THIS SOLUTION IS FLAMMABLE. DO NOT LET THE
SOLUTION TOUCH YOUR BODY OR CLOTHES. DO NOT
BREATHE THE FUMES RELEASED FROM THIS SOLUTION.
THE FUMES ARE DANGEROUS TO YOUR EYES, SKIN, LUNGS,
AND DIGESTIVE SYSTEM.

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 CF34 TURBOFAN
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CAUTION: UNLESS THE CF34 ENGINE IS EQUIPPED WITH AN OPTIONAL

FUEL HEATER, THE FOLLOWING APPROVED FUEL
ADDITIVES MUST BE USED INDIVIDUALLY OR IN
COMBINATION: PHILLIPS, PFA-55MB OR ANTI-ICING
ADDITIVES TO SPECIFICATION
MIL-I-27686E AT CONCENTRATION OF 0.10 TO 0.15% BY
VOLUME.

CAUTION: FOR HYDROTREATED FUELS ONLY, IT IS RECOMMENDED

THAT EROSION INHIBITORS, CONFORMING TO MIL-I-25017,
BE BLENDED WITH THE FUEL TO PROVIDE LUBRICITY. THE
CORROSION INHIBITOR MUST BE ADDED AFTER WATER
REMOVAL AND DOWNSTREAM OF ANY CLAY FILTERS
(THESE PROCESSES REMOVE THE INHIBITOR).

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 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-1A/-3A * * * * *

Fuel System Schematic Diagram

Figure 2-19

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* * * * * FOR CF34-3A2 * * * * *
Fuel System Schematic Diagram
Figure 2-19A

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* * * * * FOR CF34-1A/-3A/-3A2 (Cont) * * * * *

(c) All General Electric CF34 series engines will operate satisfactorily with any
mixture of fuels and/or additives conforming to General Electric Specification
D50TF2.
* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *
The fuel system, schematically illustrated in Figure 2-20, includes fuel control, fuel pump,
fuel filter, heat exchanger, variable stator vane actuators, and flowmeter. (The flowmeter
is not furnished with engine.) The fuel system provides engine fuel required for
combustion, control system actuation and oil cooling.
(1) Use of Approved Fuels.
(a) Fuels conforming to the following commercial and/or military specifications
are approved for unlimited use (refer to General Electric Specification
D50TF2 for additional information):

Specification Grade(s)

ASTMD1655 Jet A, Jet A-1, Jet B, Jet Fuel No. 3

MIL-T-5624 JP-4, JP-5
MIL-T-83133A JP-8
CAUTION: FOR HYDROTREATED FUELS ONLY, IT IS RECOMMENDED THAT
CORROSION INHIBITORS, CONFORMING TO MIL-I-25017, BE
BLENDED WITH THE FUEL TO PROVIDE LUBRICITY. THE
CORROSION INHIBITOR MUST BE ADDED AFTER WATER
REMOVAL AND DOWNSTREAM OF ANY CLAY FILTERS (THESE
PROCESSES REMOVE THE INHIBITOR).
(b) Primary fuel is Jet A, with other listed fuels being acceptable alternates. The
engine will operate satisfactorily with any of the foregoing fuels or any
mixture thereof. Should an alternate fuel be used, refer to the Aircraft
Maintenance Manual (AMM) for possible main fuel control (MFC)
adjustment.
* * * * * FOR CF34-3A1/-3B/-3B1 (Cont) * * * * *
(c) Russian fuels.
Specification Grade(s)
D50TF2 (GE Spec.) Russian RT
Russian TS-1 fuel is acceptable for use with these restrictions:
Thermal Stability of TS-1 fuel is measured using a static test method, whereas
GEAE Specification D50TF2 requires a flowing test method per ASTM Test Method
D3241. Currently, there is no correlation between these two methods. A reduced
component inspection program is required by GEAE. The frequency of inspection
and components to be inspected are defined in SB 73-0033 (CF34-AL) or SB 73-
0047 (CF34-BJ). Until sufficient engine experience is obtained with the use of this
fuel, GEAE cannot predict the durability or the maintenance costs that will result
from the use of this fuel.

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 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

* * * * * FOR CF34-3A1/-3B/-3B1 (Cont) * * * * *

GEAE does not recommend the use of CIS alcohol based anti-icing
additives because alcohol can dry and embrittle the engine fuel system
elastomers, and alcohol attracts and holds water which can rust the material
in the fuel nozzles and in the fuel control unit (FCU) valves. Consequently, if
you must use these additives because of lack of approved additives, GEAE
recommends a reduced component inspection interval for critical engine fuel
system components. The frequency of inspection and components to be
inspected are defined in SB 73-0033 (CF34-AL) SB 73-0047 (CF34-BJ).

* * * * * FOR ALL * * * * *

WARNING: AVIATION TURBINE FUEL (JET FUEL)

• FLAMMABLE - DO NOT USE NEAR OPEN FLAMES, NEAR

WELDING AREAS, OR ON HOT SURFACES.
• DO NOT SMOKE WHEN USING IT, AND DO NOT USE IT
WHERE OTHERS ARE SMOKING.

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 CF34 TURBOFAN
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* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *
Fuel System Schematic Diagram
Figure 2-20

Page 2-39
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• CONTACT OF SKIN WITH LIQUID CAN IRRITATE SKIN.

CONTACT OF EYES WITH LIQUID CAN CAUSE SEVERE
IRRITATION AND BLURRED VISION. INHALATION OF
VAPOR CAN CAUSE IRRITATION, HEADACHE, NAUSEA,
AND DIZZINESS.
• IF LIQUID CONTACTS EYES, FLUSH THEM THOROUGHLY
WITH WATER. IMMEDIATELY REMOVE FUEL-SATURATED
CLOTHING. IF VAPORS CAUSE DIZZINESS, GO TO FRESH
AIR. IF LIQUID IS SWALLOWED, DO NOT TRY TO VOMIT;
GET MEDICAL ATTENTION.
• WHEN HANDLING LARGE QUANTITIES OF LIQUID (MORE
THAN ONE GALLON) AT AN UNEXHAUSTED WORKBENCH,
WEAR APPROVED RESPIRATOR AND GOGGLES OR FACE
SHIELD.
• DISPOSE OF LIQUID-SOAKED RAGS IN APPROVED METAL
CONTAINER.
• METAL CONTAINERS OF FUEL MUST BE GROUNDED TO
MAINTAIN ELECTRICAL CONTINUITY.

CAUTION: ALL FUELS MUST BE FILTERED THROUGH A 10-MICRON

FILTER PRIOR TO FILLING AIRCRAFT TANKS.

(d) Before use, be sure to filter all fuel through a 10-micron filter to remove
contaminants.

TABLE 2-3. DELETED.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(2) Engine Flow System.

The fuel system provides engine fuel required for combustion, control system
actuation, and oil cooling. Fuel is supplied from the aircraft tank to the inlet of
the engine fuel pump. It passes through the boost impeller, then is externally
piped through the optional fuel heater and fuel filter and back to the inlet of the
positive displacement pump element where the fuel pressure is raised to meet
system demand. Fuel flow from the pump goes directly to the fuel control
where required flow for variable geometry control and engine operation is
scheduled. Fuel in excess of scheduled flow is bypassed through the
control/pump interface back to the inlet of the positive displacement pump
element. Fuel passes through the oil cooler where heat is extracted from the
oil by the fuel. Scheduled flow for the engine operation passes from the fuel
control through the customer furnished fuel flowmeter. Fuel then flows to the
flow distributor where it is equally distributed to each of the fuel injectors in the
combustor frame. The system provides an oil cooler bypass system at low fuel
flow to facilitate altitude starts.

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 CF34 TURBOFAN
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* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

(2) Engine Flow System.

The fuel system provides engine fuel required for combustion, control system
actuation, and oil cooling. Fuel is supplied from the aircraft tank to the inlet of
the engine fuel pump. It passes through the boost impeller, then is externally
piped through the heat exchanger (where heat is extracted from the oil by the
fuel), and fuel filter and back to the inlet of the positive displacement pump
element where the fuel pressure is raised to meet system demand. Fuel flow
from the pump goes directly to the fuel control where required flow for variable
geometry control and engine operation is scheduled. Fuel in excess of
scheduled flow is bypassed through the control/pump interface back to the
inlet of the positive displacement pump element. Scheduled flow for the
engine operation passes from the fuel control through the customer furnished
fuel flowmeter. Fuel then flows to the fuel injectors in the combustor frame.

* * * * * FOR ALL * * * * *

(3) Motive Flow System.

The engine fuel pump has motive flow capability for use with airframe ejector
boost pumps. The motive flow function is a high pressure element contained
in the main fuel pump which supplies high pressure fuel for the airframe
ejector pumps.

(4) Control System.

(a) The engine uses an integrated hydromechanical-electrical system

(Figure 2-21). The engine control system is made up of the fuel control,
T2C sensor, compressor variable geometry control, ambient pressure
sensor, fan speed control amplifier and T2 sensor. These units include all
controls needed for proper operation of the engine.

(b) The fuel control is basically a core speed control, except the N2 speed
setting (scheduled by the throttle) is overridden by an electrical signal
from the control amplifier to schedule and control fan speed in the
takeoff, climb, and cruise thrust ranges.

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* * * * * FOR CF34-1A/-3A/-3A1/-3A2 (BUSINESS JET) * * * * *

Control System Schematic
Figure 2-21

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* * * * * FOR CF34-3B (BUSINESS JET) * * * * *

* * * * * FOR CF34-3A1/-3B1 (AIRLINE SERVICE) * * * * *
Control System Schematic
Figure 2-21

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(c) In the event of electrical fan speed system malfunction, the normal
signal from the control amplifier to the torque motor within the fuel
control may be interrupted by opening the N1 disable external circuit.
When this is done, the engine will be core speed controlled through the
normal thrust lever system. The entire engine performance range is still
available but fan speed and T5 monitoring is required. The control
includes an idle speed bias function that resets idle speed with altitude
(ambient air pressure) and T2C.

(5) Fuel Control.

(a) The fuel control is a hydromechanical unit consisting of two main

sections - the fuel metering section and the computer section. The fuel
metering section contains the fuel metering valve, bypass valve,
pressurizing valve and thrust lever actuated shutoff valve. It also
contains a fuel metering valve velocity transducer and a thrust lever
transducer (Linear Variable Differential Transformer-LVDT) that
interface with the amplifier to provide fan speed control. The computer
section contains all of the pilot valves and servos needed to sense
engine input signals such as speed, compressor discharge pressure,
compressor inlet temperature and variable geometry position. The
computer section also contains a torque motor actuated pilot valve that
interfaces with the amplifier to provide fan speed control.

(b) The main fuel control has a single thrust lever shaft for controlling
engine operation over the full range from shutoff to takeoff thrust.

(c) One of the primary functions of the fuel control is to control the speed of
the core rotor, N2, as a function of thrust lever angle (TLA). The desired
schedule is determined by means of a cam attached to the thrust lever
shaft. The TLA cam schedule is overridden at the upper end of the
schedule, at very low engine inlet temperatures, by the maximum
corrected speed cam. (See figure 8-2.) (The TLA cam schedule is
overridden at the low end of the schedule, at all inlet temperatures, by
the Idle corrected speed cam. This results in essentially static
conditions.) The Idle corrected speed schedule is biased in the upward
direction as a function of altitude (Po) to improve engine response
characteristics at altitude. (See figure 8-1.)

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(d) An external field adjustment is provided on the fuel control for adjusting
Idle speed into limits. In addition to controlling the speed of the core
rotor, the fuel control also modulates fuel flow to control fan speed, N1,
in response to an electrical signal from the amplifier. A voltage signal,
which is a function of TLA, is supplied to the amplifier by means of a
Linear Variable Differential Transformer (LVDT) mounted on the fuel
control. The amplifier converts the voltage signal to a fan speed
demand schedule, compares it with actual fan speed and supplies an
error signal to a torque motor mounted on the fuel control.

(e) The N1 and N2 thrust lever cam schedules are selected in such a way
that at low-thrust lever settings the engine is controlled by the
hydromechanical core speed governor and at high thrust lever settings
the engine is controlled by the electrical fan speed control.

(f) During engine transients the fuel control limits engine fuel flow as a
function of core speed, compressor inlet temperature and compressor
discharge pressure. The fuel control also incorporates a function
known as Jump and Rate which puts additional restraints on both the
maximum instantaneous step change in fuel metering valve position
and the maximum rate of change in fuel metering valve position in
either direction.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(g) The fuel control also schedules the position of the compressor variable
geometry as a function of core speed and compressor inlet temperature.
The variable geometry (VG) schedule can be adjusted into limits by
means of a turn-buckle adjustment provided as part of the VG feedback
cable assembly. Shortening the feedback cable will result in a more
open VG schedule at all engine speeds in the modulating region.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

(g) The fuel control also schedules the position of the compressor variable
geometry as a function of core speed and compressor inlet
temperature. The variable geometry (VG) schedule can be adjusted
into limits using an adjustment screw on the main fuel control (MFC).
This adjustment screw changes the position of the VG feedback cable
mounting bracket on the MFC. Moving the bracket away from the VG
feedback arm/housing assembly results in a more open VG schedule at
all engine speeds. Rigging marks on the VG feedback arm and on a
boss near the arm are also provided to facilitate re-rigging of VG
feedback cable should replacement of VG feedback system and
components be required.

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* * * * * FOR ALL * * * * *

(h) The fuel control is provided with fail-safe schedules in the event of loss
of signal from the compressor inlet temperature sensor. The VG and
acceleration schedules both revert to a fan inlet temperature schedule of
15°C (59°F). Idle core speed at sea level will be limited to a nominal
value of 10,142 RPM with the thrust lever at Idle and maximum core
speed will be limited to a nominal value of 16,350 RPM with the thrust
lever at the maximum stop. See Figure 8-6.

(i) The fuel control contains three means of protecting the core rotor from
possible overspeed. The first feature is the N2 governor in the main fuel
control. Second is the normal speed intelligence to the computer section
of the fuel control coupled with specially designed slopes in the
overspeed region of the acceleration fuel schedules that result in a high
gain governor which limits overspeed to a value less than maximum
allowable transient speed. Thus, a failure in the N2 speed-governing
mechanism will not cause excessive overspeed if the computer section is
still functioning. The third feature in the control provides overspeed
protection in the event of computer or metering valve servo failures by
opening the control bypass valve and reducing engine fuel flow.

(j) In summary:

1 The control system sets the engine power by means of a single thrust
lever.

2 The fuel control limits acceleration fuel flow as a function of compressor

inlet total temperature (T2C), compressor discharge pressure (PS3),
core rotor speed (N2), and Jump and Rate.

3 The fuel control limits deceleration fuel flow as percentage of the

acceleration schedule, and Jump and Rate.

4 The fuel control provides minimum and maximum physical fuel flow
limits.

5 The fuel control provides positive mechanical shutoff of fuel flow to

the engine when the thrust lever is retarded below 3° TLA.

6 The fuel control provides core engine rotor overspeed protection.

7 The fuel control provides an Idle speed schedule as a function of Po

and T2C.

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8 A limiter in the fuel control prevents P3 from increasing above a set

value.

9 The fuel control provides a pump unloading function to limit the fuel
pump pressure during stopcocking.

10 An electrical signal to the control modulates fuel flow to maintain the

desired fan speed.

11 The fuel control schedules VG actuator position as a function of N2 and

T2C.

12 The fuel control incorporates fuel temperature compensating features

which correct the acceleration and VG schedules to maintain the
required accuracies throughout the specified normal fuel temperature
range.

13 Fail-safe schedules for the variable stator vane and acceleration fuel
flow schedules are provided in the event of T2C sensor failure in the
cold temperature direction.

14 The fuel control provides a max corrected N2 speed limiter.

15 The fuel control provides a separate and independent ground idle speed
adjustment.

(6) Variable Stator Vane Control.

The compressor variable stator vane control system consists of two fuel-
operated actuators and a mechanical feedback cable used in conjunction with
the fuel control to position the compressor variable stator vanes as a function
of N2 and T2C. The variable stator vane pilot valve in the fuel control directs
fuel flow to the actuators, as required. The feedback cable is used to close this
servo loop which assures proper variable stator vane positioning.

(7) Fan Speed Control.

(a) The CF34 control system has an airframe mounted amplifier for
controlling fan speed as a function of thrust lever angle (TLA) at thrust
settings equivalent to Cruise, Climb and Takeoff. The fan speed
schedule is biased as a function of fan inlet temperature (T2) in order to
minimize the number of throttle movements during climb. Since the
primary engine parameter for setting thrust is fan speed, the fan speed
of the two engines will be matched when the throttles are aligned
regardless of engine to engine variations.

(b) There are no external field adjustments on the amplifier.

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(c) The amplifier has provisions for resetting the fan speed schedules
upward by a fixed amount to obtain an APR (Automatic Power Reserve)
thrust rating in the event of an engine failure during takeoff. To obtain
APR thrust the airframe manufacturer must complete an electrical circuit
at the E4 engine to airframe interface connector located on the amplifier.

(d) An engine mounted alternator on the accessory gearbox provides

electrical power for amplifier operation.

(e) The amplifier can be deactivated by interrupting the amplifier output

current signal to the fuel control. The amplifier should not be deactivated
until N2 is reduced to 80% or less. When operating in this mode, T5 and
N1 must be monitored. With the amplifier deactivated the engine can be
operated throughout the full operating range from shutoff to takeoff
thrust, including APR thrust level, however, APR thrust will not be
obtained automatically. Takeoff thrust will be obtained at a lower thrust
lever angle and the thrust levers won't always be aligned when fan
speeds are matched.

(f) The authority range of the fan speed control is limited by the
hydromechanical fuel control. A lockout switch in the fuel control
prevents the torque motor from modulating fuel flow when core speed
is between zero and 79% N2. The fan speed control cannot increase
core speed above the value scheduled by the fuel control TLA and it
cannot override the acceleration or deceleration fuel limits.

(g) The fan speed schedules are biased as a function of fan inlet air
temperature. In the event of a loss of the signal the control will revert
to a 15°C (59°F) fan speed schedule.

(8) Fuel Filter.

The main engine fuel filter is a disposable element type having nominal
filtration rating of 10 microns and an absolute filtration of 30 microns. The filter
assembly is provided with a pressure relief bypass valve which operates when
the differential pressure across the element exceeds 22-27 psi (152-186 kPa)
and an integral differential pressure activated pop-out device that gives visual
indication of filter bypass, raising a red indicator button. Once activated, the
red indicator remains extended until manually reset internally after filter
element removal. A drain port is provided at the low point of the filter assembly
to drain the filter element cavity.

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(9) Control System Performance.

The control system will control engine operation to obtain the steady-state and
transient engine performance specified herein. The engine control system will
automatically prevent the engine from exceeding any of its mechanical speed
limits throughout the complete operating range of the engine. The relationship
between thrust and thrust lever angle (TLA) is free of abrupt changes and
essentially linear within the modulating range. Some dead band exists
between idle and modulating range and between modulating range and full
throttle setting at high altitude.

(10) Engine Starting.

The normal starting procedure is simple and does not require critical timing. At
20% minimum N2, the thrust lever is advanced to Idle. During starting, manual
operation of ignition switch is required. Engine warmup is not essential but a
minimum of 2 minutes at Idle is recommended prior to operation at maximum
thrust under normal temperature conditions: see Chapter 3, Table 3-1 for oil
pressure limits.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(11) Control System Adjustment.

External adjustments to the control system are limited to adjustments which

can be made correctly with the engine assembled and with reference only to
the operating characteristics of the engine on the ground. These adjustments
are clearly marked and accessible. All other adjustments are protected to
discourage tampering. The external adjustments include the following:

• Idle Speed Adjustment. Idle speed is adjustable within at least +5% of the
specified speed.

• The compressor variable stator vane schedule is adjustable by means of a

turnbuckle which varies the length of the feedback cable to bias the schedule
in the open or closed direction.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

(11) Control System Adjustment.

External adjustment to the control system is limited to an adjustment which

can be made correctly with the engine assembled and with reference only to
the operating characteristics of the engine on the ground. This adjustment is
clearly marked and accessible. All other adjustments are protected to
discourage tampering. The external adjustment is the following:

Idle Speed Adjustment. Idle speed is adjustable within at least +5% of the
specified speed.

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C. Electrical System.

* * * * * FOR CF34-1A/-3A * * * * *

The engine requires an external electrical AC power supply for the ignition system. In
the event of loss of (aircraft) electrical power, the engine will not ground or air start.

(1) Ignition System.

(a) The ignition system, schematically illustrated in Figure 2-22, is an

intermittent duty airframe powered, capacitor discharge, low-tension
type. The system consists of a dual circuit and dual-output exciter, two
ignition leads and igniter plugs, and a cockpit on/off switch.

(b) The ignition exciter, mounted on the forward end of the support beams,
produces the electrical energy needed to create the spark required to
start combustion. The fuel-air mixture in the combustion chamber is
ignited by the spark produced at the igniter plugs which protrude into the
combustion chamber. Sparking is provided during the starting cycle. The
exciter requires 2 amps max. RMS to supply a spark of 1 joule minimum
energy at each igniter plug. For ignition to take place, a cockpit switch is
provided by the airframe manufacturer. For normal ignition system
operation, the (cockpit) circuit must be closed.

* * * * * FOR CF34-1A/-3A * * * * *
Ignition System Schematic Diagram
Figure 2-22

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* * * * * FOR CF34-3A2 * * * * *

The engine requires an external electrical AC power supply for the ignition system. In
the event of loss of (aircraft) electrical power, the engine will not ground or air start.

(1) Ignition System.

(a) The ignition system, schematically illustrated in Figure 2-22A, is an

intermittent duty airframe power, capacitor discharge, high-tension
type. The system consists of two exciters that have an input circuit
(filter network and power transformer), rectifier and storage capacitor
circuit, and discharge circuit (spark gap and transformer), two ignition
leads and igniter plugs, and a cockpit on/off switch.

(b) Two ignition exciters, mounted on a bracket, produces the electrical

energy needed to create the spark required to start combustion. The
fuel-air mixture in the combustion chamber is ignited by the spark
produced at the igniter plugs which protrude into the combustion
chamber. Sparking is provided during the starting cycle. Each exciter
requires 1 amp max. RMS to supply a spark of 1.5 joule minimum
energy at each igniter plug. For ignition to take place, a cockpit switch
is provided by the airframe manufacturer. For normal ignition system
operation, the (cockpit) circuit must be closed.

* * * * * FOR CF34-3A2 * * * * *
Ignition System Schematic Diagram
Figure 2-22A

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* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *
The engine requires an external electrical AC power supply for the ignition system. In
the event of loss of (aircraft) electrical power, the engine will not ground or air start.

(1) Ignition System

(a) The ignition system, schematically illustrated in Figure 2-23, is an

intermittent duty airframe power, capacitor discharge, high-tension type.
The system consists of two exciters that have an input circuit (filter
network and power transformer), rectifier and storage capacitor circuit,
and discharge circuit (spark gap and transformer), two ignition leads and
igniter plugs, and a cockpit on/off switch.

(b) Two ignition exciters, mounted on the forward end of the support beams,
produces the electrical energy needed to create the spark required to
start combustion. The fuel-air mixture in the combustion chamber is
ignited by the spark produced at the igniter plugs which protrude into the
combustion chamber. Sparking is provided during the starting cycle.
Each exciter requires 1 amp max. RMS to supply a spark of 1.5 joule
minimum energy at each igniter plug. For ignition to take place, a cockpit
switch is provided by the airframe manufacturer. For normal ignition
system operation, the (cockpit) circuit must be closed.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *
Ignition System Schematic Diagram
Figure 2-23

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* * * * * FOR ALL * * * * *

(2) Fuel Control Electrical Elements.

The fuel control contains a torque motor, rate feedback transducer and LVDT
(linear variable differential transformer). There are two electrical connectors
on the control to provide connection of input-output signals from the control
amplifier.

(3) Torque Motor.

The fuel control torque motor is used to modulate fuel flow while the engine is
in the N1 control mode. The torque motor has limited control; at core speeds
below 14,100 RPM, it is mechanically locked out to prevent the electrical
control from overriding the N2 governor at low-power setting.

(4) Control Amplifier.

The control amplifier is part of the integrated hydromechanical-electrical

control system. It has the following functions:

(a) Accepts a TLA signal from the LVDT in the fuel control and at higher
power settings will control N1 speed.

(b) In the disabled mode, amplifier will permit speed to be controlled directly by
TLA.

(c) Will set N1 speed as a function of T2 and TLA.

(d) Provides the APR (Automatic Power Reserve) function which resets fan
speed schedule upward by a fixed amount when an external electrical circuit
is completed by the airframe manufacturer.

(5) N1 Scheduling Function.

The electrical control unit schedules fan speed (N1) as a function of thrust
lever angle (TLA) and fan inlet air temperature (T2). The amplifier receives
TLA, T2 and APR signals, computes the N1 reference or demand speed,
compares the reference to the actual N1 speed signal received from the N1
sensor, and generates an N1 error signal to the fuel control torque motor.

(6) Feedback Transducer.

The amplifier receives a DC signal which is proportional to the rate of change

of the fuel metering valve position. This voltage is fed back into the amplifier
and is used for stabilizing the fan speed control loop.

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(7) Engine Condition Electrical Sensing Systems.

The engine is equipped with an interturbine temperature (ITT) thermocouple

harness, fuel and oil filter impending bypass detectors, an oil pressure
transmitter, and a fan rotor speed indicator. In addition, there is provision for
installation (but not supplied with engine) of a fuel flow transmitter. N2 cockpit
speed signal is provided from an engine mounted alternator.

(8) ITT Thermocouple Harness.

Ten chromel-alumel thermocouple probes, equally spaced and alternately

immersed at two levels, are electrically paralleled to give an average output
EMF proportional to measured interturbine temperature. This signal is
provided to the aircraft/test cell temperature indicator. Periodic ground checks
of the functioning of the temperature sensing system while installed in the
engine can be made at the connector sockets with a resistance bridge
suitable for accurately measuring circuit resistance across the sockets and
comparing them to a calibrated value stamped on the harness junction boxes.

(9) Fuel Filter Impending Bypass Indicator.

The filter assembly incorporates a pressure drop warning switch to furnish a

signal of impending bypass for remote indication. This switch will activate when
the differential pressure across the element exceeds 16-19 psi (110-131 kPa).

(10) Fan Rotor Speed Indicator (N1 Sensor).

The fan rotor speed transmitter consists of a reluctance pickup probe which
counts teeth on the No. 2 bearing locknut, the probe is mounted on the 9
o'clock side of the front frame. An electrical signal is sent to the aircraft/test
cell indicator, via the N1 control amplifier.

(11) Core Rotor Speed Indicator (N2).

The core rotor speed signal is provided by the engine mounted alternator. This
signal is electrically isolated from the alternator power to the amplifier to assure
freedom from electrical interactions.

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(12) Oil Pressure Transmitter.

A differential pressure transmitter, mounted on a bracket at the main lube

scavenge pump, senses differential pressure between B-sump scavenge and
main lube pump filter discharge pressure. An electrical signal, using 26 volts
400 Hz, is sent to the aircraft/test cell indicator.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(13) Oil Filter Impending Bypass Indicator.

A differential pressure sensor mounted near the oil cooler senses the oil filter
pressure drop and signals excessive pressure with a switch closure. The
sensor is inactivated for oil temperatures below 38°C to 54°C (100°F to
130°F). Once activated the switch will remain activated until the engine is
shutdown.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

(13) Oil Filter Impending Bypass Indicator.

A differential pressure sensor mounted on the lube pump senses the oil filter
pressure drop and signals excessive pressure with a switch closure. The
sensor is inactivated for oil temperatures below 38°C to 54°C (100°F to
130°F). Once activated the switch will remain activated until the engine is
shutdown.

* * * * * FOR ALL * * * * *

D. Air System.

Compressor bleed air is available from stages 10 and 14. The stage 10 bleed air only is
used for cabin conditioning.

The engine air system includes the turbine cooling and main sump seal pressurizing
system.

(1) Turbine Cooling System.

(a) The high-pressure turbine is cooled with compressor discharge air. The
stage 1 blades are cooled by cooling air flowing radially outward through
the airfoils and discharging through their tips and trailing edges. The
forward and aft face of the stage 1 disk and the forward face of the
stage 2 disk are cooled by outer balance piston seal leakage air. The aft
face of the stage 2 disk is cooled by compressor seal leakage air.

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(b) The stage 1 nozzle is cooled with compressor discharge air which
enters through the OD of the nozzle assembly and exits through trailing
edge holes and slots located on the nozzle vane and outer band. The
stage 2 nozzle is cooled with compressor discharge air which enters at
the OD and is discharged through the trailing edge holes and radially
into the interturbine cavity, cooling the interstage seal.

(2) Main Sump Seal Pressurization System.

See step A. (7) (a) through (d).

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

2-4. ENGINE LEADING PARTICULARS.

Refer to Table 2-4.

TABLE 2-4. ENGINE LEADING PARTICULARS

Item: Leading Particular:

Models............................................................................ CF34-1A, CF34-3A, and CF34-3A2

Type of Engine ............................................................... Turbofan

Type of Compressor....................................................... Axial Flow

Thrust Ratings - Sea Level Static Standard Day Conditions

* * * * * FOR CF34-1A * * * * *

Maximum Takeoff * ........................................................ 9,140 lb (40,655 N)

Normal Takeoff............................................................... 8,650 lb (38,475 N)

Maximum Continuous * *................................................ 8,920 lb (39,676 N)

* Same as APR.

* * Maximum Continuous rating is recommended by

GE Aircraft Engines for use, at the discretion of
the pilot, during single engine operation or other
emergency conditions, and for aircraft
certification requirements.

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* * * * * FOR CF34-1A/-3A/-3A2 (Cont) * * * * *

TABLE 2-4. ENGINE LEADING PARTICULARS (Cont)

Item: Leading Particular:

* * * * * FOR CF34-3A/-3A2 * * * * *

Maximum Takeoff * ........................................................ 9,220 lb (41,011 N)

Normal Takeoff............................................................... 8,729 lb (38,827 N)

Maximum Continuous * *. ............................................... 9,140 lb (40,655 N)

* * * * * FOR ALL * * * * *

Number of Compressor Stages 14

Variable Compressor Stators ......................................... Inlet guide vanes, stator vane stages 1
through 5

Type of Combustion Chamber ....................................... Single, annular, through-flow

High-Pressure Turbine Stages ....................................... 2

Core Rotor Speed. ......................................................... 17,820 - 100%

Low-Pressure Turbine Stages........................................ 4

Fan Rotor Speed ............................................................ 7400 - 100%

Direction of Engine Rotation........................................... Clockwise (aft looking for-

ward) (both rotors)

Engine Length ................................................................ 103.19 inches (262.1 cm)

Fan Inlet Diameter at Mounts. ........................................ 49.6 inches (126 cm)

Engine Weight (dry)........................................................ 1625 lb (737 kg) max.

Residual Fluids............................................................... 16 lb (7 kg)

* Same as APR.

* * Maximum Continuous rating is recommended by

GE Aircraft Engines for use, at the discretion of
the pilot, during single engine operation or other
emergency conditions, and for aircraft
certification requirements.

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* * * * * FOR CF34-1A/-3A/-3A2 (Cont) * * * * *

TABLE 2-4. ENGINE LEADING PARTICULARS (Cont)

Item: Leading Particular:

Center of Gravity ............................................................ 1.00 inch (2.5 cm) below horizontal

centerline. 0.00 inch (0.0 mm) relative
to vertical centerline and 6.83 inches
(17.3 cm) forward of combustion
chamber forward flange.

Engine Mounting ............................................................ Thrust mount, and fan stator case

FUEL SYSTEM

Fuel Specification........................................................... (See Approved Fuels)

Pump Inlet Pressure Range ........................................... 5 to 50 psig (34 to 345 kPa)
Flow Range .................................................................... 230-4253 lb/hr (104-1929 kg/hr)
Filter Bypass Cracking Pressure .................................... 22-27 psi (152-186 kPa)
Impending Bypass Switch Activation
Pressure ...................................................................... 16-19 psi (110-131 kPa)
Filtration ......................................................................... 10 microns nominal; 30 microns
absolute

* * * * * FOR CF34-1A/-3A * * * * *

IGNITION SYSTEM

Ignition Exciter Input:

Voltage....................................................................... 115 volts AC, 400 Hz
Amperage .................................................................. 2 amps RMS max.
Power......................................................................... 36 watts
Rating ........................................................................ Intermittent (60 seconds between
starts)
Duty Cycle.................................................................. For use other than engine starting
(2 minutes on, 3 minutes off,
2 minutes on, 23 minutes off)
(5 minutes on, 25 minutes off)

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* * * * * FOR CF34-1A/-3A/-3A2 (Cont) * * * * *

TABLE 2-4. ENGINE LEADING PARTICULARS (Cont)

Item: Leading Particular:

* * * * * FOR CF34-3A2 * * * * *

IGNITION SYSTEM

Ignition Exciter Input:

Voltage ........................................................................ 115 volts AC, 400 Hz
Amperage .................................................................... 1 amp RMS max average, each
exciter current inrush less than
1 input voltage cycle.
Power .......................................................................... 75 VA, 0.6 PF max. average to
each exciter
Rating .......................................................................... Continuous
Duty Cycle ................................................................... Continuous

* * * * * FOR ALL * * * * *

ENGINE LUBE SYSTEM

Lube Specification .......................................................... (See Table 2-1 and Table 2-2 for
separate lists of approved oils)
Pressure Range, Takeoff Operation............................... See Figure 8-3
Pressure Fluctuation ...................................................... ±5 psid (±34 kPa) max.
Filtration.......................................................................... 25 micron nominal; 46 micron
absolute
Filter Bypass Valve Cracking Pressure .......................... 27 psi (186 kPa) with engine
at Idle speed or above
Impending Bypass Sensor Actuation
Pressure ...................................................................... 21-26 psi (145-179 kPa)
Impending Bypass Sensor Reset Pressure.................... 9 psi (62 kPa) minimum
Magnetic Chip Detectors (5)........................................... A-sump scavenge pump discharge
AGB aft scavenge; B-sump aft
scavenge;
C-sump aft scavenge, and oil tank
Pump Relief Valve (Differential Pressure)
Discharge .................................................................... 150 psi (1034 kPa) minimum
referenced to scavenge return
pressure
Oil Tank Capacity ........................................................... 6.8 U.S. qt (6.4 liters) full
5.5 U.S. qt (5.2 liters) usable

Max. Consumption .................................................. 0.05 U.S. gallon/hour

(6.4 oz/hr) (0.4 pt/hr)
189 cc/hour

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* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

2-4. ENGINE LEADING PARTICULARS.

Refer to Table 2-4.

TABLE 2-4. ENGINE LEADING PARTICULARS

Item: Leading Particular:

Model ............................................................................. CF34-3A1, CF34-3B, and CF34-

3B1

Type of Engine ............................................................... Turbofan

Type of Compressor....................................................... Axial Flow

Thrust Ratings - Sea Level Static Standard Day Conditions

Maximum Takeoff * .................................................... 9220 lb (41,011 N)

Normal Takeoff .......................................................... 8729 lb (38,827 N)

Maximum Continuous * * ........................................... 9140 lb (40,655 N)

* Same as APR.

* * Maximum Continuous rating is

recommended by GE Aircraft Engines for
use, at the discretion of
the pilot, during single engine operation or
other emergency conditions, and for aircraft
certification requirements.

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* * * * * FOR CF34-3A1/-3B/-3B1 (Cont) * * * * *

TABLE 2-4. ENGINE LEADING PARTICULARS (Cont)

Item: Leading Particular:

Number of Compressor Stages...................................... 14

Variable Compressor Stators ......................................... Inlet guide vanes, stator vane stages
1 through 5

Type of Combustion Chamber ....................................... Single, annular, through-flow

High-Pressure Turbine Stages ....................................... 2

Core Rotor Speed .......................................................... 17,820 = 100%

Low-Pressure Turbine Stages........................................ 4

Fan Rotor Speed ............................................................ 7400 = 100%

Direction of Engine Rotation .......................................... Clockwise (aft looking forward)

(both rotors)

Engine Length ................................................................ 103.19 inches (262.1 cm)

Fan Inlet Diameter at Mounts ......................................... 49.6 inches (126 cm)

* * * * * FOR CF34-3A1 * * * * *
Engine Weight (dry)........................................................ 1640 lb (743 kg) max.

Center of Gravity ............................................................ 1.00 inch (2.5 cm) below horizontal

centerline. 0.00 inch (0.0 mm) relative
to vertical centerline and 7.02 inches
(17.8 cm) forward of combustion
chamber forward flange.

* * * * * FOR CF34-3B/-3B1 * * * * *
Engine Weight (dry)........................................................ 1670 lb (758 kg) max.

Center of Gravity ............................................................ 1.00 inch (2.5 cm) below horizontal

center line. 0.70 inch (17.8 mm) to the
left of vertical centerline and 7.92
inches
(20.12 cm) forward of combustion
chamber forward flange.

* * * * * FOR ALL * * * * *
Residual Fluids............................................................... 16 lb (7 kg)

Engine Mounting ............................................................ Thrust mount and fan stator case

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* * * * * FOR CF34-3A1/-3B/-3B1 (Cont) * * * * *

TABLE 2-4. ENGINE LEADING PARTICULARS (Cont)

Item: Leading Particular:

FUEL SYSTEM

Fuel Specification ........................................................... (See Approved Fuels)

Pump Inlet Pressure Range ........................................... 5 to 50 psig (34 to 345 kPa)
Flow Range .................................................................... 230-4253 lb/hr (104-1929 kg/hr)
Filter Bypass Cracking Pressure .................................... 22-27 psi (152-186 kPa)
Impending Bypass Switch Activation
Pressure..................................................................... 16-19 psi (110-131 kPa)
Filtration.......................................................................... 10 microns nominal; 30 microns absolute

IGNITION SYSTEM

Ignition Exciter Input:

Voltage....................................................................... 115 volts AC, 400 Hz
Amperage .................................................................. 1 amp RMS max average, each exciter
current inrush less than 1 input voltage
cycle.
Power......................................................................... 75 VA, 0.6 PF max. average to each
exciter
Rating......................................................................... Continuous
Duty Cycle.................................................................. Continuous

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* * * * * FOR CF34-3A1/-3B/-3B1 (Cont) * * * * *

TABLE 2-4. ENGINE LEADING PARTICULARS (Cont)

Item: Leading Particular:

ENGINE LUBE SYSTEM

Lube Specification.......................................................... (See Table 2-1 and Table 2-2 for

separate lists of approved oils)
Pressure Range, Takeoff Operation............................... See Figure 8-4
Pressure Fluctuation ...................................................... ±5 psid (±34 kPa) max.
Filtration ......................................................................... 25 micron nominal; 46 micron
absolute
Filter Bypass Valve Cracking Pressure .......................... 27 psi (186 kPa) with engine
at Idle speed or above
Impending Bypass Sensor Actuation
Pressure .................................................................... 21-26 psi (145-179 kPa)
Impending Bypass Sensor Reset Pressure.................... 9 psi (62 kPa) minimum
Electrical Master Chip Detector (1) ................................ Oil scavenge return line at tank
Pump Relief Valve (Differential Pressure)
Discharge................................................................... 150 psi (1034 kPa) minimum
referenced to scavenge return
pressure
Oil Tank Capacity ........................................................... 6.8 U.S. qt (6.4 liters) full
5.5 U.S. qt (5.2 liters) usable
Max. Consumption. ........................................................ 0.05 U.S. gallon/hour
(6.4 oz/hr) (0.4 pt/hr)
189 cc/hour

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2-5. ENGINE THRUST RATINGS.

* * * * * FOR CF34-1A * * * * *

The engine thrust ratings are listed in Table 2-5. Ratings are for CF34-1A engines with Referee
Short Cowl. Thrust is flat-rated at 15°C (59° F) and below.

TABLE 2-5. CF34-1A ENGINE THRUST RATINGS AT SEA LEVEL

STATIC STANDARD DAY CONDITIONS

Power Level Net Thrust lbs

Maximum Takeoff (Same as APR) 9140 (40,655 N)

Normal Takeoff 8650 (38,475 N)

Maximum Continuous* 8920 (39,675 N)

* Maximum Continuous rating is recommended by GE Aircraft Engines for use, at the discretion
of the pilot, during single engine operation or other emergency conditions, and for aircraft
certification requirements.

* * * * * FOR CF34-3A/-3A2 * * * * *

The engine thrust ratings are listed in Table 2-6. Ratings are for CF34-3A/-3A2 engines with
Referee Short Cowl. Thrust is flat-rated at 21°C (70°F) and below.

TABLE 2-6. CF34-3A/-3A2 ENGINE THRUST RATINGS AT SEA LEVEL

STATIC STANDARD DAY CONDITIONS

Power Level Net Thrust lbs

Maximum Takeoff (Same as APR) 9220 (41,011 N)

Normal Takeoff 8729 (38,827 N)

Maximum Continuous* 9140 (40,655 N)

* Maximum Continuous rating is recommended by GE Aircraft Engines for use, at the discretion
of the pilot, during single engine operation or other emergency conditions, and for aircraft
certification requirements.

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* * * * * FOR CF34-3A1 * * * * *

The engine thrust ratings are listed in Table 2-7. Ratings are for CF34-3A1 engines with Referee
Short Cowl. Thrust is flat-rated at 21°C (70°F) and below.

* * * * * FOR CF34-3B * * * * *

The engine thrust ratings are listed in Table 2-7. Ratings are for CF34-3B engines with Referee
Short Cowl. Thrust is flat-rated at 30°C (86°F) and below.

* * * * * FOR CF34-3B1 * * * * *

The engine thrust ratings are listed in Table 2-7. Ratings are for CF34-3B1 engines with Referee
Short Cowl. Normal takeoff thrust is flat-rated at 23°C (73°F) and below. APR takeoff thrust is flat
rated at 30°C (86°F) and below.

* * * * FOR CF34-3A1/-3B/-3B1 * * * * *

TABLE 2-7. CF34-3A1/-3B/-3B1 TAKEOFF ENGINE THRUST RATINGS AT SEA LEVEL

STATIC STANDARD DAY CONDITIONS

Power Level Net Thrust lbs

Maximum Takeoff (Same as APR) 9220 (41,011 N)

Normal Takeoff 8729 (38,827 N)

Maximum Continuous* 9140 (40,655 N)

* Maximum Continuous rating is recommended by GE Aircraft Engines for use, at the discretion
of the pilot, during single engine operation or other emergency conditions, and for aircraft
certification requirements.

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CHAPTER 3

3-1. ENGINE OPERATING LIMITS.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

The engine must be operated within the operating limits presented in this chapter. The engine operating
limits are listed in Table 3-1. If limitations are exceeded, refer to Maintenance Manual (SEI-580).

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

The engine must be operated within the operating limits presented in this chapter. The engine operating
limits are listed in Table 3-1. If limitations are exceeded, refer to Aircraft Maintenance Manual (AMM).

* * * * * FOR CF34-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

The engine must be operated within the operating limits presented in this chapter. The engine operating
limits are listed in Table 3-1. If limitations are exceeded, refer to Service Manual (SEI-780).

* * * * * FOR ALL * * * * *

TABLE 3-1. ENGINE OPERATING LIMITS

Item Limits

CAUTION: DO NOT EXCEED 70% N2 WITH COWLING DOORS OPEN.

NOTE: • 100% N1 = 7,400 RPM

• 100% N2 = 17,820 RPM

Core Rotor Speed (N2).

CF34-1A CF34-3A/-3A2 CF34-3A1/-3B/-3B1

Maximum Takeoff (APR). 99.4% 99.4% 99.4%

(17,710 RPM) (17,710 RPM) (17,710 RPM)

Normal Takeoff. 98.3% 98.3% 98.3%

(17,510 RPM) (17,510 RPM) (17,510 RPM)

Maximum Continuous. 99.2% 99.2% 99.2%

(17,674 RPM) (17,674 RPM) (17,674 RPM)

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TABLE 3-1. ENGINE OPERATING LIMITS (Cont)

Item Limits

Fan Rotor Speed (N1).

CF34-1A CF34-3A/-3A2 CF34-3A1/-3B/-3B1
Maximum Takeoff (APR). 98.6% 98.6% 98.6%
(7,300 RPM) (7,300 RPM) (7,300 RPM)
Normal Takeoff. 96.2% 96.2% 96.2%
(7,120 RPM) (7,120 RPM) (7,120 RPM)
Maximum Continuous. 98.6% 98.6% 98.6%
(7,300 RPM) (7,300 RPM) (7,300 RPM)
Interturbine Temperature (ITT).
Steady State:
Maximum Takeoff 886°C (1627°F) 900°C (1652°F) 928°C (1702°F)
(APR) (2 minute out
of 5 minute total)
Transient.
Maximum Takeoff 857°C (1575°F) 871°C (1600°F) 899°C (1650°F)
(APR) (5 minutes).
Normal Takeoff (2 864°C (1587°F) 878°C (1612°F) 900°C (1652°F)
minute out of 5
minute total) Transient.
Normal Takeoff 842°C (1548°F) 856°C (1573°F) 884°C (1623°F)
(5 minutes).
Maximum Continuous 838°C (1540°F) 860°C (1580°F) 860°C (1580°F)
(For CF34-1A/-3A/
-3A2/-3A1).
Maximum Continuous 899°C (1650°F)
(For CF34-3B).
Maximum Continuous 874°C (1605°F)
(For CF34-3B1).
Transient (during
starting):

2 seconds maximum. 1010°C (1850°F) 1010°C (1850°F) 1010°C (1850°F)

16 seconds maximum. 930°C (1706°F) 930°C (1706°F) 930°C (1706°F)

50 seconds maximum. 889°C (1632°F) 903°C (1657°F) 903°C (1657°F)

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TABLE 3-1. ENGINE OPERATING LIMITS (Cont)

Item Limits

Interturbine Temperature (ITT). (Cont)

CF34-1A CF34-3A/-3A2 CF34-3A1/-3B/-3B1

Transient (during
acceleration):

2 seconds maximum. 1010°C (1850°F) 1010°C (1850°F) 1010°C (1850°F)

5 seconds maximum. 930°C (1706°F) 930°C (1706°F) 930°C (1706°F)

Overtemperature. See figure 3-3. See figure 3-4. See figure 3-5,
figure 3-5A, or figure
3-5B.

Ambient Temperature
Range:

-65°C (-85°F) to No operating No operating No operating

50°C (122°F). restrictions restrictions restrictions
(see figure 3-9). (see figure 3-9). (see figure 3-10).

-70°C (-94°F) to Slow throttle Slow throttle Slow throttle

-65°C (-85°F). movements only movements only movements only
(see figure 3-9). (see figure 3-9). (see figure 3-10).

Engine Stability:

NOTE: • When operating between Maximum Continuous and Takeoff Thrust, with N1 control
deactivated, the limits are ±0.2% N2 (±35 RPM).
• When operating under N2 control, the fluctuations can be more than under N1 control. Do not
exceed the limits for maximum continuous or takeoff power.

Maximum Continuous ±0.4% N1 ±0.4% N ±0.4% N1

Takeoff. (±30 RPM) (±30 RPM)1 (±30 RPM)

Idle-Maximum ±0.5% N2 ±0.5% N2 ±0.5% N2

Continuous. (±90 RPM) (±90 RPM) (±90 RPM)

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TABLE 3-1. ENGINE OPERATING LIMITS (Cont)

Item Limits

Fuel System.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

CF34-1A CF34-3A/-3A2 Remarks

Flow (Wf). 4253 lb/hr 4253 lb/hr If limits are

(1929 kg/hr) (1929 kg/hr) exceeded, continue to
monitor engine
parameters. Record
data for maintenance
action.

Temperature of All -40°C (-40°F) to -40°C (-40°F) to --

Fuels at Fuel Filter. 70°C (158°F) 70°C (158°F)

Inlet Fuel Pressure. 50 psig 50 psig --

(345 kPa) (345 kPa)

Fuel Heater Discharge 64°C (147°F) for 64°C (147°F) for 4°C (39°F) to
Temperature Limits. 15 minutes 15 minutes 57°C (135°F)
maximum ground maximum ground steady state
operation operation continuous

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

CF34-3A1/-3B/-3B1 Remarks

Flow (Wf). 4253 lb/hr If limits are exceeded,

(1929 kg/hr) continue to monitor
engine parameters.
Record data for
maintenance action.

Temperature of All Fuels -40°C (-40°F) to --

at Fuel Filter. 121°C (250°F)

Inlet Fuel Pressure. 50 psig (345 kPa) --

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TABLE 3-1. ENGINE OPERATING LIMITS (Cont)

Item Limits

Fuel System. (Cont)

* * * * * FOR CF34-3A1 * * * * *
Heat Exchanger Discharge 125°C (257°F) for 15 minutes 4°C (39°F) to 125°C (257°F)
Temperature. maximum ground operation steady state continuous

* * * * * FOR CF34-3B/-3B1 * * * * *
Heat Exchanger Discharge 91°C (196°F) for 15 4°C (39°F) to 91°C
Temperature. minutes maximum ground (196°F) steady state
operation continuous

* * * * * FOR ALL * * * * *

Lubrication System.

NOTE: Type 1 oils are recommended in expected cold climates range of -29° to -40°C (-20° to -40°F).

Type 1 Oils: (Includes MIL-L-7808 oils conforming to General Electric Specification D50TF1 - current
revision). See Chapter 2.

Type 2 Oils: (Includes MIL-L-23699 oils conforming to General Electric Specification D50TF1 - current
revision). See Chapter 2.

CF34-1A CF34-3A/-3A2 CF34-3A1/-3B/-3B1

Flow at Pump 9 gpm 9 gpm 9.6 ±0.3 gpm

Discharge (0.6 liters/sec) (0.6 liters/sec) (0.61 + 0.02
(proportional liters/sec)
to N2 speed).

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TABLE 3-1. ENGINE OPERATING LIMITS (Cont)

Item Limits

Lubrication System. (Cont)

CF34-1A CF34-3A/-3A2 CF34-3A1/-3B/-3B1

Temperature (at oil

tank):

Steady State Maximum. 155°C (311°F) 155°C (311°F) 155°C (311°F)

Transient 15 Minutes 163°C (325°F) 163°C (325°F) 163°C (325°F)

Maximum.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

Pressure:

Limits Remarks

Starting. Oil pressure indication should show a --

positive value during start and may
peak at 115 psid (793 kPa) (Transmitter
Maximum Stop) for a maximum of
10 minutes when operating in cold
weather. Oil pressure should start to
decrease after 2.5 minutes. Actual
pressure can reach 300 psid (2068 kPa)
during cold starts.

Idle. 25 to 60 psid (172 to 414 kPa) at 80°C --

to 155°C (176°F to 311°F).

Above Idle. See figure 8-3. --

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TABLE 3-1. ENGINE OPERATING LIMITS (Cont)

Item Limits

Lubrication System. (Cont)

* * * * * FOR CF34-1A/-3A/-3A2 (Cont) * * * * *

CAUTION: A CHANGE OF 10 PSID (69 kPa) FROM PREVIOUS READINGS, AT THE SAME
STABILIZED CONDITIONS ABOVE 85% N2, MUST BE INVESTIGATED. SEE FIGURE
8-3.

Limits Remarks

Transients. Oil pressure may over-shoot --

steady-state limits when the engine
accelerates during takeoff or
maneuvers. The oil pressure
should begin to decrease to steady-
state limits in 2 minutes
after the acceleration. However,
accelerations with oil temperatures
below -10°C (14°F) should not
be attempted. During cold weather
takeoffs, the engine oil pressure can
reach 115 psid (793 kPa) during the
engine acceleration. The pressure
must decrease below this 115 psid
(793 kPa) mark before takeoff is
attempted.

Pressure Fluctuations. ±5 psid (±34 kPa) See figure 8-3 for pressure
limits.

Oil Consumption. 0.05 U.S. gallon/hour --

(6.4 oz/hr) (0.4 pt/hr) (189 cc/hr)

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TABLE 3-1. ENGINE OPERATING LIMITS (Cont)

Item Limits

Lubrication System. (Cont)

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

Pressure:

Limits Remarks

Starting. Oil pressure indication should show a positive --

value during start and may peak at 115 psid
(793 kPa) (Transmitter Maximum Stop) for a
maximum of 10 minutes when operating in cold
weather. Oil pressure should start to decrease
after 2.5 minutes. Actual pressure may reach
300 psid (2068 kPa) during cold
starts.

Idle. 25 to 60 psid (172 to 414 kPa) at 80°C to 155°C --

(176°F to 311°F)

Above Idle. See figure 8-4. --

CAUTION: A CHANGE OF 10 PSID (69 kPa) FROM PREVIOUS READINGS, AT THE SAME
STABILIZED CONDITIONS ABOVE 85% N2, SHOULD BE INVESTIGATED. SEE FIGURE
8-4.

Transients. Oil pressure may overshoot steady state limits

when the engine accelerates during take-
off or maneuvers. The oil pressure should
begin to decrease to steady-state limits in 2
minutes after the acceleration. However,
accelerations with oil temperatures below
-10°C (14°F) should not be attempted. During
cold weather takeoffs, the engine oil pressure
can reach 115 psid (793 kPa) during the engine
acceleration. The pressure must decrease
below this 115 psid (793 kPa) mark before
takeoff is attempted.

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TABLE 3-1. ENGINE OPERATING LIMITS (Cont)

Item Limits

Lubrication System. (Cont)

* * * * * FOR CF34-3A1/-3B/-3B1 (Cont) * * * * *

Limits Remarks

Pressure Fluctuations. ±5 psid (±34 kPa) See figure 8-4 for pressure limits.

Oil Consumption. 0.05 U.S. gallon/hour --

(6.4 oz/hr) (0.4 pt/hr)
(189 cc/hr).

* * * * * FOR ALL * * * * *

Ground Starting.

Starter Duty Cycle. Refer to Aircraft Flight Manual. --

Time to Lightoff. Refer to Aircraft Flight Manual. Abort start if light-off time is exceeded.

Normal Start. Normal starting limit applies. --

Refer to Aircraft Flight Manual.

Cross Bleed Starts. Operating engine must --

be at 85% N2 or above.

Ignition System.

CF34-1A CF34-3A CF34-3A1/-3A2/-3B/-3B1

Time Limit 1. 2 minutes ON followed by 3 minutes OFF; Continuous operation on demand.

then 2 minutes ON followed by 23 minutes
OFF.

Time Limit 2. 5 minutes ON followed by 25 minutes OFF. Continuous operation on demand.

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TABLE 3-1. ENGINE OPERATING LIMITS (Cont)

Item Limits

Flight Operating Limits

In Addition to Normal
Limits Specified.

CF34-1A CF34-3A/-3A2 CF34-3A1/-3B/-3B1

Air Start Limitations:

Altitude and Speed. See Chapter 9 See Chapter 9 See Chapter 9

for limits. for limits. for limits.
Windmilling Limits
for Non-Starter
Assisted Air Starts:

Above 10K Feet. 13% N2 required 13% N2 required 13% N2 required

(see figure 3-6). (see figure 3-6 (see figure 3-6A).
and figure 3-6A).

10K Feet and Below. 12% N2 required 12% N2 required 10% N2 required
(see figure 3-6). (see figure 3-6 (see figure 3-6A).
and figure 3-6A).

Cross Bleed Starts. Operating engine Operating engine Operating engine

at 85% N2 or at 85% N2 or at 85% N2 or
higher. Refer to higher. Refer to higher. Refer to
Aircraft Flight Aircraft Flight Aircraft Flight
Manual. Manual. Manual.

Starter Duty Cycle. Refer to Aircraft Refer to Aircraft Flight Refer to Aircraft Flight
Flight Manual. Manual.
Manual.

Operation Above Use at least 2% Use at least 2% Use at least 2%

40,000 Feet. of compressor of compressor of compressor
air bleed continuously air bleed continuously air bleed continuously on
on each engine (see on each engine (see each engine (see
figure 3-9). figure 3-9). figure 3-10).

Flight Envelope Altitude/Mach See figure 3-7. See figure 3-7. See figure 3-7.
Number Extremes.

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TABLE 3-1. ENGINE OPERATING LIMITS (Cont)

Item Limits

Ground Operations.

CF34-1A CF34-3A/-3A2 CF34-3A1/-3B/-3B1

Engine Temperature Prior to normal shutdown and prior to acceleration to takeoff power, operate the
Stabilization. engine below 80% N2 for two minutes to dissipate heat and stabilize operating
temperature which aids in obtaining long life of hot section parts (see Chapter 5).

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Deleted
Figure 3-1

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Deleted
Figure 3-2

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* * * * * FOR CF34-1A * * * * *
Overtemperature Limits
Figure 3-3

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* * * * * FOR CF34-3A/-3A2 * * * * *
Overtemperature Limits
Figure 3-4

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* * * * * FOR CF34-3A1 * * * * *
Overtemperature Limits
Figure 3-5

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* * * * * FOR CF34-3B * * * * *
Overtemperature Limits
Figure 3-5A

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* * * * * FOR CF34-3B1 * * * * *
Overtemperature Limits
Figure 3-5B

Page 3-16B
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* * * * * FOR CF34-1A/-3A * * * * *
Engine Airstart Limits
Figure 3-6

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* * * * * FOR CF34-3A1/-3A2/-3B/-3B1 * * * * *
Engine Airstart Limits
Figure 3-6A

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Flight Envelope Altitude/Mach No. Extremes

Figure 3-7

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CF34 Crosswind Limits

Figure 3-8

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* * * * * FOR CF34-1A/-3A/-3A2 * * * * *
Flight Envelope, Ambient Temperature Extremes
Figure 3-9

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* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *
Flight Envelope, Ambient Temperature Extremes
Figure 3-10

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CHAPTER 4

4-1. OPTIMUM ENGINE OPERATION.

Maximum economy and optimum engine life is achieved by proper selection of engine thrust settings,
flight altitudes, and airspeeds. A thorough knowledge of proper operating procedures is required to
attain these objectives.

4-2. EFFECT OF AMBIENT CONDITIONS ON ENGINE OPERATION.

Turbofan engines are affected by variations of compressor inlet temperature and pressure.
Considerable care should be exercised during flight planning or performance calculation to obtain the
correct values for the prevailing ambient air conditions when making thrust computations.

4-3. INLET CONDITIONS.

A smooth flowpath inlet duct or bellmouth must be installed during all engine operation and/or testing,
to provide the proper airflow distribution at the engine inlet.

CAUTION: DO NOT OPERATE THE ENGINE ABOVE 70% N2 WITH THE ENGINE COWLING
REMOVED OR COWL DOORS OPEN.

4-4. OIL REQUIREMENTS.

The engine lubricating oil must conform to MIL-L-23699 (Type 2) or MIL-L-7808 (Type 1). Engine
lubricating oils conforming to Type 2 requirements are recommended for use in this engine. See
approved oil list in Chapter 2.

4-5. FUEL REQUIREMENTS.

NOTE: The use of aviation gasoline has been deleted.

NOTE: • Deleted.
• Deleted.

NOTE: The following additives, used individually or in combination, are approved.

• Anti-icing additives to the latest revision of specification MIL-I-27686E or any direct

equivalent at a concentration of 0.10% to 0.15% by volume. Anti-icing Methyl Cellosolve
at concentrations of 0.10% to 0.15% by volume.
• SOHIO Biobor JF biocide additive at a concentration not in excess of 270 parts per
million (20 parts per million elemental boron) for the initial dose to prevent the growth of
micro-organisms. A maintenance dose of 135 parts per million should be used
thereafter.
• Deleted.

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A. Fuels conforming to the following commercial and/or military specifications are approved for
unlimited use (refer to General Electric Specification D50TF2 for additional information):

Specification Grade(s)

ASTM D1655 Jet A, Jet A-1, Jet B

MIL-T-5624 JP-4, JP-5

MIL-T-83133A JP-8

B. Russian fuels.

Specification Grade(s)

D50TF2 (GE Spec.) Russian RT

Russian TS-1 fuel is acceptable for use with these restrictions:

Thermal Stability of TS-1 fuel is measured using a static test method, whereas GEAE
Specification D50TF2 requires a flowing test method per ASTM Test Method D3241. Currently,
there is no correlation between these two methods. A reduced component inspection program is
required by GEAE. The frequency of inspection and components to be inspected are defined in
SB 73-0033 (CF34-AL) or SB 73-0047 (CF34-BJ). Until sufficient engine experience is obtained
with the use of this fuel, GEAE cannot predict the durability or the maintenance costs that will
result from the use of this fuel.

GEAE does not recommend the use of CIS alcohol based anti-icing additives because alcohol
can dry and embrittle the engine fuel system elastomers, and alcohol attracts and holds water
which can rust the material in the fuel nozzles and in the fuel control unit (FCU) valves.
Consequently, if you must use these additives because of lack of approved additives, GEAE
recommends a reduced component inspection interval for critical engine fuel system
components. The frequency of inspection and components to be inspected are defined in SB
73-0033 (CF34-AL) SB 73-0047 (CF34-BJ).

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4-6. IGNITION SYSTEM OPERATION.

* * * * * FOR CF34-1A/-3A * * * * *

A. This engine is equipped with an ignition exciter and two igniter plugs; either plug is capable of
starting the engine. Time limits for operating the engine ignition system are as follows:

(1) Time Limit 1: 2 minutes ON followed by 3 minutes OFF; then 2 minutes ON followed
by 23 minutes OFF.

(2) Time Limit 2: 5 minutes ON followed by 25 minutes OFF.

* * * * * FOR CF34-3A1/-3A2/-3B/-3B1 * * * * *

A. This engine is equipped with two ignition exciters and two igniter plugs; either plug is capable
of starting the engine. The engine ignition system is rated for continuous operation on demand.

* * * * * FOR ALL * * * * *

B. Continuous ignition must be used during takeoff from contaminated runways, during heavy
turbulence, heavy precipitation, in the proximity of lightning activity, and in accordance with the
Aircraft Flight Manual. Use of continuous ignition in excess of these conditions will cause
premature deterioration of the ignition exciters, igniters, and ignition leads.

C. If large quantity of ice on the airframe is detected, either visually or by ice detectors, and
engine/cowl anti-ice has not been activated, activate continuous ignition before the
activation of engine/cowl anti-ice. After a minimum of 1 minute of stable engine operation,
with engine/cowl anti-ice activated, continuous ignition may be deactivated.

4-7. FAN OPERATION.

Engine must not be operated if the fan is not rotating by starter cut-out speed.

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4-8. SAFETY PRECAUTIONS.

These safety precautions should be observed by personnel before engine operation:

A. Before entering the aircraft, make sure the ground beneath the engine and in the immediate
area of the aircraft is clean and free of loose debris which might possibly go in the engine.

B. Make sure fuel drainage or fuel spillage does not present a fire hazard.

C. Before you start the engine, get a ground clearance to insure all personnel are clear of the
exhaust area, and the engine inlet.

D. Make sure that engine inlet and tailpipe protective covers are removed, nacelle latches are
secure, and engine oil quantity and fuel drains have been checked.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

4-9. SERVICE PUBLICATIONS.

Engine operation, adjustments, maintenance, repair, and overhaul should be performed in accordance
with the instructions in these publications:

• Commercial Engine Standard Practices Manual ....................................... GEK 9250

• Operating Instructions ................................................................................ SEI-579
• Maintenance Manual.................................................................................. SEI-580
• Illustrated Parts Catalog............................................................................. SEI-581
• Shop Manual .............................................................................................. SEI-582
• Component Maintenance Manuals ............................................................ --
• Aircraft Flight Manual ................................................................................. --
• Aircraft Minimum Equipment List (MEL) .................................................... --

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

4-9. SERVICE PUBLICATIONS.

Engine operation, adjustments, maintenance, repair, and overhaul should be performed in

accordance with the instructions in these publications:

• Commercial Engine Standard Practices Manual ....................................... GEK 9250

• Operating Instructions................................................................................ SEI-579
• Component Maintenance Manuals ............................................................ --
• Illustrated Parts Catalog............................................................................. SEI-755
• Engine Manual ........................................................................................... SEI-756
• Aircraft Flight Manual ................................................................................. --
• Aircraft Maintenance Manual (AMM) ......................................................... CSP-A-001
• Aircraft Minimum Equipment List (MEL) .................................................... --

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* * * * * FOR CF34-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

4-9. SERVICE PUBLICATIONS.

Engine operation, adjustments, maintenance, repair, and overhaul should be performed in

accordance with the instructions in these publications:

• Commercial Engine Standard Practices Manual........................................ GEK 9250

• Operating Instructions ................................................................................ SEI-579
• Component Maintenance Manuals............................................................. --
• Illustrated Parts Catalog ............................................................................. SEI-779
• Service Manual ........................................................................................... SEI-780
• Heavy Maintenance Manual ....................................................................... SEI-782
• Aircraft Flight Manual.................................................................................. --
• Aircraft Minimum Equipment List (MEL) ..................................................... --

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CHAPTER 5

5-1. PRESTART CHECK.

Prior to motoring the engine for any purpose, perform the following steps:

A. Make certain that an adequate air supply is available for starting.

B. Accomplish all appropriate aircraft checklist items necessary to prepare aircraft and engine for
safe operation.

C. Make certain that the area around the engine is clear of equipment, tools, and personnel.

NOTE: Cold Weather Operation. After shutdown, engine heat may melt ice accumulated during
flight. The resulting water may drain to the lower sections of the compressor and re-freeze.
An attempted engine start with a frozen rotor may result in engine damage. If the compressor
rotor is not free to turn by hand, investigate cause before starting.

D. Make certain that the engine and fan inlets and exhaust areas are free from obstruction and
foreign objects, including ice.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

5-2. PREFLIGHT OR POSTFLIGHT INSPECTION REQUIREMENTS.

Preflight Inspection should be done before the first flight or engine run of the day. Postflight Inspection
should normally be done after the last flight of the day’s operation. Refer to MAINTENANCE MANUAL
SEI-580, 72-00-00, INSPECTION for Scheduled Inspection Checks and Table 605 for Inspection
Requirements.

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

5-2. PREFLIGHT OR POSTFLIGHT INSPECTION REQUIREMENTS.

Accomplish maintenance procedures according to the applicable engine maintenance program

document. Refer to the Aircraft Maintenance Manual (AMM) for inspection requirements.

* * * * * FOR CF34-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

5-2. PREFLIGHT OR POSTFLIGHT INSPECTION REQUIREMENTS.

Preflight Inspection should be done before the first flight or engine run of the day. Postflight Inspection
should normally be done after the last flight of the day’s operation. Refer to SERVICE MANUAL SEI-
780, 72-00-00, INSPECTION for Scheduled Inspections and 5-21-00, CF34 ENGINE MAINTENANCE
PROGRAM, Table 601 for Inspection Requirements.

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* * * * * FOR ALL * * * * *

5-3. PRESTART MOTORING-DRY (AFTER INITIAL ENGINE INSTALLATION).

CAUTION: • NEVER ALLOW FUEL TO ENTER ENGINE COMBUSTOR DURING MOTORING.

IF FUEL IS INADVERTENTLY ADMITTED INTO ENGINE, IT MUST BE PURGED
BY MOTORING THE ENGINE, OBSERVING STARTER DUTY CYCLE LIMITS,
WITH ZERO FUEL FLOW.
• BE SURE ENGINE IGNITION IS IN OFF POSITION AS DIRECTED IN THE
AIRCRAFT FLIGHT MANUAL.
• DO NOT EXCEED STARTER OPERATING LIMITS.

NOTE: THIS PROCEDURE IS REQUIRED ONLY BEFORE INITIAL START OF A NEWLY

INSTALLED ENGINE.

A. Energize starter as directed in the Aircraft Flight Manual.

B. Check for:

(1) Zero fuel flow.

(2) Unusual rubbing or scraping noises.

(3) Positive oil pressure indication within 30 seconds. Stop rollover if no oil pressure is
indicated.

(4) N2 speed - Should be 28% minimum.

(5) N1 speed - Should be 3-10% (for reference only).

(6) Fuel or oil leaks.

C. De-energize starter.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

D. If a fuel/oil system leak check is to be done, refer to SEI-580, 72-00-00, TESTING.

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

D. If a fuel/oil system leak check is to be done, refer to Aircraft Maintenance Manual (AMM).

* * * * * FOR CF34-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

D. If a fuel/oil system leak check is to be done, refer to SEI-780, 72-00-00, TESTING.

Page 5-2
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* * * * * FOR ALL * * * * *

5-4. PRESTART.

A. Accomplish all aircraft provided prestart checklists.

B. Make certain that an adequate air supply is available for starting (40 psi (276 kPa) - minimum).

C. Make certain that environmental conditions are within aircraft and engine operating limits.

5-5. ENGINE START. The starter system must be capable of turning the engine to at least 28% speed to
achieve normal starts. (See Figure 3-8 for cross wind requirements.) Refer to Aircraft Flight Manual for
particular start procedures.

NOTE: If auxiliary electrical power is to be used, consult the Aircraft Service Manual for maximum
amperage settings.

A. Check static indication of engine instruments. Ensure that adequate bleed air pressure exists.
Position engine controls and switches as follows:

(1) Throttle .................................................................................... OFF

(2) Ignition..................................................................................... OFF
(3) Anti-Icing ................................................................................. OFF
(4) Air Bleed System..................................................................... OFF
(5) Starter ..................................................................................... OFF
(6) Fuel Booster Pump ................................................................. ON

CAUTION: ALLOW A MINIMUM OF TWO MINUTES DRAIN PERIOD AFTER MOTORING CHECK
AND VISUALLY ASCERTAIN THAT NO EXCESS FUEL IS EVIDENT IN THE NACELLE
ARE PRIOR TO STARTING THE ENGINE.

B. Be sure engine has drained sufficiently after the last shutdown.

CAUTION: THE FUEL PUMP AND THE FUEL CONTROL ARE FUEL-LUBRICATED. DO NOT
MOTOR, START OR OTHERWISE OPERATE THE ENGINE UNLESS A POSITIVE
FUEL INLET PRESSURE IS INDICATED.

NOTE: See Chapter 7 for cold weather procedures.

NOTE: On some installations the ignition cycle may be automatically controlled.

C. Turn starter and ignition on, and during start sequence advance the thrust lever to Idle at 20%
minimum N2 and ITT less than 120°C (248°F). Be prepared to discontinue the start and return
the thrust lever to OFF, should a hot start be imminent.

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CAUTION: IF ITT REACHES 800°C (1472°F) AND IS RISING RAPIDLY DURING AN ATTEMPTED
START, CHOP THE THRUST LEVER TO OFF AND CONTINUE OPERATING THE
STARTER TO MAINTAIN ITT WITHIN THE STARTING TEMPERATURE LIMITS.

NOTE: Maximum transient ITT values for CF34 engine models are given in Figure 3-3,
Figure 3-4, and Figure 3-5.

D. Monitor ITT. Initial ITT indication (lightoff) normally occurs within 10 seconds from movement of
the thrust lever to Idle. If lightoff has not occurred within 25 seconds, terminate the start and
investigate for cause. The operator should also be prepared to terminate the start immediately in
the event of an abnormally high indicated fuel flow, rapid ITT rise or overtemperature indication.
Refer to Chapter 3 for appropriate limits.

CAUTION: OBSERVE STARTER LIMITS.

The operator should be prepared to motor the engine if there is evidence of post shutdown
burning (above 540°C (1004°F) after shutdown). When N2 equals zero, motor engine with zero
fuel flow and ignition off until ITT decreases below 150°C (302°F) or starter limit is reached,
whichever comes first. Turn starter off. When N2 equals zero, allow a 30 seconds engine drain
period before attempting another start.

* * * * * CF34-1A/-3A/-3A2 * * * * *

E. Monitor oil pressure. During the period engine is starting and accelerating to idle RPM, a
positive indication of oil pressure must be obtained. Transient oil pressure surges up to 100 psid
(689 kPa) may occur during cold ambient temperature starts. Such high pressures should start
to return to the normal operating range within 2.5 minutes.

* * * * * CF34-3A1/-3B/-3B1 * * * * *

E. Monitor oil pressure. During the period engine is starting and accelerating to idle RPM, a
positive indication of oil pressure must be obtained. Transient oil pressure surges up to 115 psid
(793 kPa) may occur during cold ambient temperature starts. Such high pressures should start
to return to the normal operating range within 2.5 minutes. Do not increase to takeoff thrust until
oil pressure is in the normal operating range.

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* * * * * FOR ALL * * * * *

CAUTION: OBSERVE STARTER LIMITS.

CAUTION: IF N2 CEASES TO ACCELERATE AFTER LIGHTOFF, ABORT THE START.

F. Ensure starter and ignition are OFF prior to 57% N2.

G. Variability will exist in the starting times (light-off to stable idle speed) between engines, caused
by numerous factors. If the difference is not in excess of 15 seconds and there has been no
failure of N2 to continue increasing, and no abnormally high ITT, the engine start should be
considered normal. If the start times are different by more than 15 seconds and no other
abnormal conditions exist (N2 does not cease to accelerate and ITT is normal), continue to
operate the engine, but note the time on both engines from light-off to stable idle speed. Use N2
stability and ITT decreasing from peak to stop the clock. Report these times to Maintenance for
analysis.

First starts of the day will be longer than other starts. However, during daily operation if an
engine suddenly and unexpectedly exhibits significantly different start characteristics, such as
time to IDLE or peak ITT, notify Maintenance providing as much detail (OAT, Time, ITT) as
possible.

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5-6. IDLE.

A. Monitor fan speed with N2 at idle; if there is no indication of fan rotation, shut down the engine.

CAUTION: DO NOT ACCELERATE ABOVE IDLE IF N2 IS 57% OR BELOW WITH OAT ABOVE
-20°C (-4°F). OTHERWISE, COMPRESSOR DAMAGE MAY RESULT.

B. Engine (left) to engine (right) N2 variation (split): at ground idle power 2%. If greater, notify
maintenance personnel.

5-7. ENGINE SHUTDOWN.

Prior to normal shutdown, operate the engine below 80% N2 for 2 minutes (5 minutes is preferred) to
dissipate heat and stabilize internal engine operating temperature which aids in prolonging the life of
hot section parts. Taxi time below 80% N2 is included in the 2-minute (5 minutes is preferred) cool
down time.

A. Retard the thrust lever to OFF.

B. Check immediate decrease in fuel flow and ITT. If post shutdown fire is evident, as indicated by
abnormally high ITT, be prepared to motor the engine on the starter.

NOTE: Engine coastdown time will vary between engines.

* * * * * FOR CF34-1A/-3A * * * * *

C. Fuel drainage from the distributor drain valve after shutdown is normal. This fuel may be
retained in the aircraft either by an automatic recirculation system or by a manually drained
container. Refer to the appropriate aircraft manual for instructions.

* * * * * FOR ALL * * * * *

D. After the engine has cooled sufficiently, install the inlet and the exhaust covers whenever the
aircraft is scheduled to remain idle on the ground for extended periods.

5-8. ABNORMAL SHUTDOWN.

A. Retard the thrust lever to OFF (shutdown) immediately in the event of overtemperature
indication, loss of oil pressure, or other unusual indications.

(1) Retard the thrust lever to OFF.

(2) Shut off engine fuel supply.

(3) Monitor ITT for evidence of post-shutdown fire.

(a) If abnormally high ITT is indicated, motor the engine on the starter. (Externally, a
post shutdown fire is evidenced by black smoke, or white smoke from the
engine inlet or exhaust sections.)

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(b) In an emergency, the engine may be shutdown from any operating condition by
retarding the thrust lever to CUT-OFF.

CAUTION: OBSERVE STARTER LIMITS.

B. If a post-shutdown fire persists, see Chapter 9, paragraph 9-1.

CAUTION: LIMIT STARTER USAGE TO THE MINIMUM PRACTICAL TIME. IF ENGINE DAMAGE
HAS OCCURRED, CONTINUED MOTORING MAY RESULT IN ADDITIONAL
DAMAGE.

5-9. N1 AMPLIFIER DISABLE CHECK (AIRCRAFT AND TEST CELL).

CAUTION: BEFORE DISABLING (TURNING OFF) N1 AMPLIFIER, REDUCE N2 SPEED TO

APPROXIMATELY 80%; THEN DISABLE. DISABLING N1 AMPLIFIER AT HIGH
POWER SETTING COULD CAUSE AN OVERTEMPERATURE OR OVERSPEED
CONDITION.

A. Set N2 to 78.5% or below. Set N1 amplifier to OFF (disabled).

B. Slowly advance the thrust lever, monitoring ITT, to set N2 at 93.5% ± 1%. (Do not exceed max.
ITT).

C. Set N1 amplifier switch ON (abled); do not move the thrust lever. N1 should decrease by at least
0.67%. N1 under shoot limit is 0.40%.

D. If N1 speed does not decrease, repeat check from a higher N2 setting than 93.5% but do not
exceed engine operating limits.

E. Retard thrust lever to idle.

5-10. AUTOMATIC POWER RESERVE (APR) FUNCTION CHECK (TEST CELL).

A. With the engine operating at Idle and N1 amplifier switch ON (abled) select APR by setting APR
switch ON.

B. Advance the thrust lever to set N1 at normal. See Figure 8-5.

C. Set APR switch to OFF (N1 must decrease by 2.25% ±0.2%) (169 RPM with a range of -8 to
+12 RPM).

D. Set APR switch ON (N1 must return to value identified in step B).

5-11. AUTOMATIC POWER RESERVE (APR) FUNCTION CHECK (AIRCRAFT).

This check is defined in the Aircraft Flight Manual.

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5-12. AUTOMATIC POWER RESERVE (APR) REQUIREMENTS.

A. Any time APR activates during a takeoff/go-around, a logbook entry containing time at APR
(min/sec) and ITT during APR operation must be recorded.

B. A limited number of APR usages are permitted without the need for special hardware
inspections or replacement.

C. If overtemperature should occur the provisions of Chapter 3 apply.

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CHAPTER 6

6-1. RUNWAY CONDITION.

A. Caution should be exercised when operating from runways partially or completely covered with
ice, snow, slush, or water to reduce the likelihood of flameout due to ingestion of water, slush, or
ice.

B. Nacelle icing can occur during jet engine operation while the aircraft is motionless on the
ground, even when icing is not affecting external aircraft surfaces. Icing may be expected when
the temperature is below 5°C (41°F) and visible moisture exist.

C. Refer to Aircraft Flight Manual for the use of Nacelle anti-ice on the ground and during takeoff.

D. Continuos ignition shall be used during takeoff from contaminated runways, during heavy
turbulence, heavy precipitation, in the proximity of lightning activity, and in accordance with the
Aircraft Flight Manual.

6-2. TAKEOFF.

NOTE: A comparison of all engine instrument readings should be made prior to takeoff, and
periodically thereafter in flight, to insure uniform operation of engines.

A. Activate the APR System prior to takeoff if aircraft performance is based upon APR thrust.

B. Advance thrust lever smoothly and deliberately to obtain TAKEOFF N1 as determined from the
Aircraft Flight Manual. Allow the engine to stabilize and check to determine that oil pressure, oil
temperature and fuel pressure are within limits.

C. Do not exceed the appropriate N2 limit.

D. Aircraft performance is based upon 5 minutes at maximum takeoff power (single-engine).

Takeoff ITT limits are transient (2 minutes) and steady-state (3 minutes). If transient limit is
exceeded during single-engine operation, do not retard thrust lever prior to end of 5 minutes if
thrust is required. Notify maintenance of any transient or steady-state ITT limits that have been
exceeded.

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* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

E. Derivative Engine Takeoff Thrust Rating.

NOTE: The use of derivative takeoff thrust must be approved by the engine manufacturer and
the FAA or the equivalent local civil airworthiness authority.

After approval, an aircraft manufacturer may choose to publish takeoff and maximum thrust
settings and performance based upon an engine thrust flat rating OAT which is reduced from
23°C to 20°C. To accomplish this OAT flat rate reduction, at seal level, determine N1 for takeoff
using the ECS (Environmental Control System) ON thrust settings, then actually operate the
engine with the ECS OFF. This will result in a thrust reduction when OAT is above 20°C and is
the basis of the Derivative Engine Takeoff Thrust Rating Program.

* * * * * FOR ALL * * * * *

F. Reduced Power Takeoff.

NOTE: The use of reduced power takeoff must be approved by the FAA or the equivalent
local
civil airworthiness authority.

Aircraft manufacturer should publish procedures which will allow the operator to reduce takeoff
power below maximum value if aircraft weight, ambient conditions, and runway analysis allows.
Reduced power prolongs engine life.

6-3. CLIMB.

CAUTION: CLIMB AND CRUISE N1 THRUST SETTINGS ARE MAXIMUM SETTINGS AND THE
BASIS UPON WHICH ENGINE LIFE HAS BEEN PREDICTED. DO NOT EXCEED THE
MAXIMUM THRUST SETTING OR PREMATURE ENGINE FAILURE MAY OCCUR.

A. Reduce thrust to climb N1 as determined from the Aircraft Flight Manual as soon as practicable
after takeoff.

B. This thrust is set by N1 as defined by the Aircraft Flight Manual. It is not a fixed RPM, therefore,
it will be necessary to make periodic thrust lever adjustments during climb. Use appropriate
aircraft provided chart for the air bleed configuration in use at time thrust is being set.

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6-4. MAXIMUM CONTINUOUS.

A. Do not exceed Maximum Continuous N1 values as stated in the Aircraft Flight Manual.

B. Do not exceed the appropriate N2 limit.

C. Do not exceed the appropriate steady-state ITT limit. During initial power application do not
exceed the appropriate 2 minute takeoff ITT limit.

6-5. CRUISE.

CAUTION: CLIMB AND CRUISE N1 THRUST SETTINGS ARE MAXIMUM SETTINGS AND
THE BASIS UPON WHICH ENGINE LIFE HAS BEEN PREDICTED. DO NOT EXCEED
THE MAXIMUM THRUST SETTING OR PREMATURE ENGINE FAILURE MAY OCCUR.

When cruise altitude is attained, initial acceleration to cruise may be accomplished using climb thrust.
Thrust should then be reduced so as not to exceed maximum cruise thrust at any time during the
remainder of cruise, except during and emergency.

6-6. FLIGHT IDLE.

Idle speed during icing conditions must be adjusted by advancing thrust lever. Refer to the Aircraft
Flight Manual for minimum Flight Idle Engine RPM.

6-7. OPERATING UNDER ICING CONDITIONS.

Precautions for Icing Conditions:

• The Aircraft Flight Manual instructions, regarding prevention of ice formation on the aircraft, must be
followed.

• Monitor engine RPM to make sure that it is above the minimum for operation in icing conditions as
specified in the Aircraft Flight Manual.

6-8. LET-DOWN AND APPROACH.

CAUTION: OBSERVE THE ANTI-ICING PROCEDURES DURING THE LET-DOWN AND

APPROACH (REFER TO PARA 6-7). REFER TO THE AIRCRAFT FLIGHT MANUAL
FOR: OPERATION IN ICING CONDITIONS, MINIMUM ENGINE RPM, AND ALL OTHER
PRECAUTIONS TO BE OBSERVED WHEN YOU USE AIRCRAFT ANTI-ICE.

Decrease the engine thrust to maintain let-down air speed and the rate of descent (refer to the Aircraft
Flight Manual).

When you use power above IDLE during let-down, a vibration peak between 45% and 55% N1 is not
unusual on the CF34 engine. This is caused when the LPT rotor transmits energy through the fan shaft
to the fan. This condition is permitted if the vibration levels stay in the green area on the gage.

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6-9. LANDING AND LANDING ROLLOUT.

CAUTION: WITH ENG SPEED SWITCH(ES) OFF, IT IS POSSIBLE TO OVERSPEED N1 IF FULL

THRUST REVERSER IS SELECTED ON LANDING ROLLOUT.

A. Thrust Reverser Use with Speed Switches OFF.

(1) With the ENG SPEED switch(es) OFF, engine electrical (N1) control is not available.
Instead, the engine is on hydromechanical (N2) control (the engine is also on N2 control
whenever N2 < 79%).

(2) On N2 control, the engine can operate to a higher thrust setting schedule than under N1
control, at a given PLA. With ENG speed switches OFF (i.e., on N2 control), FAN speed
topping is not available, and at high power settings (forward or reverse), an N1
“overspeed” (AFM N1 operating limits exceedance) could occur.

(3) On the ground using thrust reverser, a typical maximum scheduled N1 (with ENG speed
switch ON) would be 86.75% N1 (sea level, standard day – varies with OAT and PA).
Exceeding this speed constitutes and abnormal condition. When reverse thrust is
applied with the ENG speed switches OFF, the lower the OAT, the higher the probability
of an overspeed if N1 is not monitored.

(4) When landing with both Engine Speed control switches OFF:
1. Thrust Reverser……………………………………………………..IDLE
2. If necessary, select higher reverse (monitor N1) ……MAX 85% N1
3. End of Procedure.

B. On normal landings, thrust reversers should be at idle (N1 less than 30%) before reaching 60
knots on landing.

6-10. ENGINE SHUTDOWN (GROUND).

The engine should be shutdown in accordance with instructions given in Chapter 5. Flight operation
below 80% N2 can be included in the requirement to run for 2 minutes at Idle prior to shutdown. Taxi
time below 80% N2 is included in the two minute cool down time.

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CHAPTER 7

7-1. EXTREME WEATHER OPERATION AND MAINTENANCE.

A. Cold Starting.

CAUTION: OBSERVE STARTER DUTY LIMITS.

(1) Engine starts made in low ambient temperature conditions could result in delayed Idle
stabilization. If ambient temperature is -30°C (-22°F) or below, motoring of engine (prior
to starting) for 60 seconds will ensure stable idle conditions.

* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(2) Low ambient temperatures may cause high oil pressure (100 psid (689 kPa)) when
starting engine. The time required for oil pressure to return to normal depends on oil
temperature. If pressure does not decrease below 100 psid (689 kPa) at Idle after 2.5
minutes or return to normal within 6 minutes, maintenance personnel should refer to
SEI-580, 72-00-00, FAULT ISOLATION. Do not increase to takeoff thrust until oil
pressure is in the normal operating range.

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

(2) Low ambient temperatures may cause high oil pressure (115 psid (793 kPa)) when
starting engine. The time required for oil pressure to return to normal depends on oil
temperature. Increased thrust settings will bring oil pressure down to normal in the least
amount of time. Do not increase to takeoff thrust until oil pressure is in the normal
operating range.

* * * * * FOR CF34-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

(2) Low ambient temperatures may cause high oil pressure (100 psid (689 kPa)) when
starting engine. The time required for oil pressure to return to normal depends on oil
temperature. If pressure does not decrease below 100 psid (689 kPa) at Idle after 2.5
minutes or return to normal within 6 minutes, maintenance personnel should refer to
SEI-780, 72-00-00, FAULT ISOLATION 29. Do not increase to takeoff thrust until oil
pressure is in the normal operating range.

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* * * * * FOR ALL * * * * *

B. Cold Weather Procedures.

(1) Before Starting.

(a) If necessary, use a ground heater unit to remove visible ice accumulation from
the fan inlet.

(b) Check for evidence of fuel and oil leaks. If necessary, repair the fuel and oil
leaks in a warm hangar whenever possible, to make sure there is proper sealing
of preformed packings and tubes connectors.

(2) Ground Operation Associated With Icing Conditions.

(a) If possible, pre-heat the engine.

(b) Use the normal starting procedures, and start the engine.

(c) After you start the engine, with N2 at IDLE, check for indication of fan rotation
(N1). If there is no indication of fan rotation, shut down the engine and de-ice the
fan.

(d) Make the thrust lever movements cautiously.

(e) During icing conditions on the ground (as defined by the Aircraft Flight Manual),
follow the procedures in the Aircraft Flight Manual for use of cowl anti-ice. If N1
FAN vibrations increase because of ice buildup on the spinner and/or fan
blades, perform ice shedding procedures in accordance with Chapter 9
(Abnormal Vibrations in Icing Conditions).

(3) Special Ground Operation With Icing Conditions When the Dew Point is Known.

NOTE: With these conditions, icing can occur without warning.

(a) When operating with an inlet screen, avoid operations between -28°C (-180°F)
to 4°C (39°F) if the dew point is within 4°C or 7°F of ambient temperature.

(b) If a sudden unexplainable increase in ITT occurs, shutdown the engine

immediately.

(4) Flight Operation Associated With Icing Conditions.

(a) During icing conditions in flight (as defined by the Aircraft Flight Manual), follow
the procedures in the Aircraft Flight Manual for use of cowl anti-ice.

(b) Maintain N2 above 80% (this is an aircraft requirement for wing anti-ice).

(c) If abnormal FAN vibrations are experienced, perform ice shedding procedures in
accordance to Chapter 9 (Abnormal Vibrations in Icing Conditions).

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(5) After Engine Shutdown.

(a) Do not install the engine inlet and exhaust covers until the engine has cooled.

(b) If the engine is stored outdoors, make sure the engine inlet and exhaust covers
are installed to protect against rain, sleet, snow, or foreign matter.

C. Hot Weather and Desert Operating Procedures.

(1) Before Starting.

Make sure the fan inlet is free of sand, heavy dust accumulation, and other foreign
matter.

(2) Ground Operation.

Use the normal starting procedures.

(3) After Engine Shutdown.

After engine has cooled sufficiently, install engine inlet and exhaust covers. Covers
reduce foreign object damage (FOD), dust ingestion, and unnecessary windmilling.

D. Cold Hangup.

(1) During a start attempt, the engine may fail to accelerate to proper Idle speed. This is
generally accompanied by a low interturbine temperature (ITT). An attempt to accelerate
the engine with the throttle will have no effect.

(2) If a cold hangup occurs, maintenance personnel should be notified.

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CHAPTER 8

Nominal Idle Speed As Function of T2 and Altitude

Figure 8-1

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TABLE 8-1. PERCENT SPEED TO RPM CONVERSION CHART-CORE ENGINE ROTOR SPEED (N2)

Percent Percent Percent Percent

RPM RPM RPM RPM RPM RPM RPM RPM

50 8910 64 11405 78 13900 92 16394

51 9088 65 11583 79 14078 93 16573
52 9266 66 11761 80 14256 94 16751
53 9445 67 11939 81 14434 95 16929
54 9623 68 12118 82 14612 96 17107
55 9801 69 12296 83 14791 97 17285
56 9979 70 12474 84 14969 98 17464
57 10157 71 12652 85 15147 99 17642
58 10336 72 12830 86 15325 100 17820
59 10514 73 13009 87 15503 101 17998
60 10692 74 13187 88 15682 102 18176
61 10870 75 13365 89 15860 103 18355
62 11048 76 13543 90 16038 104 18533
63 11227 77 13721 91 16216 105 18711

TABLE 8-2. PERCENT SPEED TO RPM CONVERSION CHART - FAN ROTOR SPEED (N1)

Percent RPM Percent RPM Percent RPM Percent RPM

25 1850 44 3256 63 4662 82 6068

26 1924 45 3330 64 4736 83 6142
27 1988 46 3404 65 4810 84 6216
28 2072 47 3478 66 4884 85 6290
29 2146 48 3552 67 4958 86 6364
30 2220 49 3626 68 5032 87 6438
31 2294 50 3700 69 5106 88 6512
32 2368 51 3774 70 5180 89 6586
33 2442 52 3848 71 5254 90 6660
34 2516 53 3922 72 5328 91 6734
35 2590 54 3996 73 5402 92 6808
36 2664 55 4070 74 5476 93 6882
37 2738 56 4144 75 5550 94 6956
38 2812 57 4218 76 5624 95 7030
39 2886 58 4292 77 5698 96 7104
40 2960 59 4366 78 5772 97 7178
41 3034 60 4440 79 5846 98 7252
42 3108 61 4514 80 5920 99 7326
43 3182 62 4588 81 5994 100 7400

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Corrected Core Speed Limit

Figure 8-2

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* * * * * FOR CF34-1A/-3A/-3A2 * * * * *
Oil Pressure vs N2% Speed
Figure 8-3

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* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *
Oil Pressure vs N2% Speed
Figure 8-4

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APR Function Checkout (Test Cell)

Figure 8-5

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Idle Dwell Band

Figure 8-6

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CHAPTER 9

9-1. ABNORMAL ENGINE GROUND OPERATION.

A. General Information.

(1) Engine control, operating, and indicating abnormalities which do not require
immediate maintenance and resolution prior to dispatch for flight are identified in the
Aircraft Minimum Equipment List (MEL). If the abnormality is not presented in the
MEL, as a general rule the engine should be shutdown if operationally feasible and
maintenance performed to resolve the abnormality.

(2) The information contained in this chapter is intentionally brief and is intended to be
used as guidance by the aircraft manufacturer. The aircraft manufacturer will
supplement this information with engine installation considerations and present
recommended flight crew procedures. The procedures recommended by the aircraft
manufacturer will in all instances supersede the brief discussion of the
abnormal/emergency engine operation presented in this chapter.

(3) Whenever possible record and report to maintenance personnel the duration and
degree of any overtemperature or overspeed condition.

B. Hung Start.

During a start attempt, N2 ceases acceleration at a sub-idle speed.

CAUTION: • DO NOT ENGAGE THE STARTER AFTER A STALL UNTIL UNUSUAL

NOISES AND MECHANICAL FAILURES (IF THEY OCCUR) HAVE BEEN
INVESTIGATED AND CORRECTED.
• DO NOT EXCEED STARTER DUTY CYCLE.

(1) Abort the start immediately as instructed in the Aircraft Flight Manual and determine
the cause of starting abnormality.

(2) When the cause of the hung start has been determined and resolved a second start
may be attempted.

(3) Observe the starter limits.

(4) If the second start is also abnormal, notify maintenance personnel.

C. Hot Start.

During a start, interturbine temperature (ITT) is still rapidly rising at 800°C (1472°F).

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(1) Abort the start immediately as instructed in the Aircraft Flight Manual and determine
the cause of starting abnormality. Motor the engine until ITT reaches 120°C or dry
starter limit, whichever occurs first. Notify maintenance personnel if starting ITT limits
have been exceeded.

(2) Observe the starter limits.

(3) When the cause of the hot start has been determined and resolved, a second start
may be attempted.

(4) If the second start is also abnormal, notify maintenance personnel.

(5) If after shutdown, evidence of fire exists, refer to Post-Shutdown Fire procedure (refer
to para L).

D. Starter Fails to Cutout During Start.

During engine start, starter does not disengage when N2 reaches starter cutout speed of 55%
N2.

(1) Shutdown the engine.

(2) Notify maintenance personnel.

E. Engine Fails to Light Off.

During start with ignition ON and fuel flow available, the engine fails to light off within 25 seconds
(No rapid ITT increase).

(1) Abort the start as instructed in the Aircraft Flight Manual.

(2) Disable ignition. If operationally feasible, motor the engine to purge fuel.

(3) Observe the starter limits.

(4) Refer to the Aircraft Minimum Equipment List (MEL). If alternate source of ignition is
available and the MEL supports dispatch, try again using alternate ignition source.

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F. Abnormal Vibrations During a Restart.

If during a normal restart (following engine operation of at least 5 minutes), engine vibrations
are above normal levels (refer to paragraph 9-2, step E), proceed as follows:

(1) Set thrust lever to IDLE position (15-18° TLA).

(2) Using a frequency meter, determine whether vibration levels indicated are the result of a
response from another rotor operating at a higher frequency rate (example: a high fan
indication could be the result of a response from the gas generator rotor).

(3) If vibration readings are within normal levels (refer to paragraph 9-2, step E), continue
to operate the engine.

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* * * * * FOR CF34-1A/-3A/-3A2 * * * * *

(4) If vibrations are above normal levels, refer to SEI-580 (72-00-00, FAULT ISOLATION-
HIGH VIBRATIONS).

* * * * * FOR CF34-3A1/-3B1 * * * * *
(AIRLINE SERVICE)

(4) If vibrations are above normal levels, refer to the Aircraft Maintenance Manual (AMM).

* * * * * FOR CF34-3A1/-3B * * * * *
(BUSINESS JET APPLICATION)

(4) If vibrations are above normal levels, refer to SEI-780 (72-00-00, FAULT ISOLATION-
HIGH VIBRATION INDICATIONS).

* * * * * FOR ALL * * * * *

G. Engine Gage/Indicator Failures.

Engine is functioning normally and gage is determined to be inoperative. Refer to the

Aircraft Minimum Equipment List (MEL).

H. Unusual Engine Noise/Sound During Starting.

As engine accelerates during start, unusual engine noise/sound is audible:

(1) Continue start sequence observing all starting limitations. If any other starting
abnormalities or limits are exceeded shut-down the engine.

(2) At ground-idle monitor engine indications. If unusual noise/ sound persists shutdown
the engine. Otherwise, continue normal operation and inform maintenance personnel
of starting experience.

I. Unusual Engine Noise During Ground Operation.

During engine starts, it is possible that smoke can come out from the tailpipe and/or an
engine growling noise can be heard. It is also possible for the growling noise to be heard at
IDLE or up to 70% N2 in the operating range on the ground. These conditions are normal.

J. Uncommanded Engine Acceleration.

Engine accelerates to higher thrust than selected by the thrust lever:

(1) Shutdown the engine.

(2) Record any engine parameters that are exceeded and notify maintenance personnel.

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K. Stalls, Erratic Engine Operation, Overspeed, or Overtemperature.

(1) Retard thrust lever to attempt to restore stable operation within steady-state limits.

(2) If condition persists after reducing power, shutdown the engine.

L. Post-Shutdown Fire.

Indicated by a constant interturbine temperature (ITT) of 540°C (1004°F) or higher after

thrust lever has been moved to FUEL OFF, or if flame is visible at the tailpipe:

(1) Ensure thrust Lever is in OFF position. Disable ignition, then place start switch in
START position and motor the engine until the fire, if present, is extinguished and the
ITT is reduced below 150°C (302°F).

(2) If the fire persists, actuate aircraft firewall shutoff valve to OFF position.

WARNING: POST-SHUTDOWN FIRE

IF FIRE CANNOT BE CONTROLLED USING THE AVAILABLE AIRCRAFT FIRE

SUPPRESSION SYSTEMS, EVACUATE ALL PERSONNEL FROM THE
VICINITY OF THE AIRCRAFT UNLESS THEY ARE ESSENTIAL TO THE FIRE
FIGHTING EFFORT.

CAUTION: USE ENGINE FIRE BOTTLE AS A LAST RESORT. INTRODUCTION OF FIRE

EXTINGUISHING AGENT INTO A HOT ENGINE CAN CAUSE SEVERE DAMAGE.

(3) If all other means fail, discharge a fire extinguisher up the engine tailpipe, and request
assistance of all airport fire fighting assets available.

M. Engine Thrust Reverser Unlocks.

During ground operation a thrust reverser unlocked caution is annunciated in the cockpit:

(1) Aircraft installed system refer to aircraft manuals.

(2) If cause of unlocked condition cannot be determined and rectified, shutdown the engine
and notify maintenance personnel.

N. Annunciation of Engine Lube, Fuel, and Air System Cautions in the Cockpit (fuel pressure, fuel
pump, air shutoff valve, fuel temperature, fuel filter).

(1) Refer to the Aircraft Minimum Equipment List (MEL).

(2) If lube system related, shutdown the engine as soon as possible.

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O. Engine Fire.

Indicated by annunciation of aircraft warning system or evidence of visible smoke and/or fire:

(1) Shutdown the engine immediately (refer to the Aircraft Flight Manual).

(2) Notify maintenance personnel.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

P. Hot Restart Check.

(1) Set ITT to 1505°F (818°C) for 5 minutes.

(2) After 5 minutes, reduce the engine speed to idle for 2 minutes.

(3) After 2 minutes, shut-down the engine. Record the coast-down time for the N1 and N2.

(4) When the N2 indication returns to zero, start the timer. After 2 minutes, start the engine
as follows:

CAUTION: DURING THE “HOT RESTART” THE ENGINE COULD HANG-UP. IF THIS
HAPPENS, MAKE SURE THE ITT DOES NOT EXCEED 1400°F (760°C),
TO CAUSE AN ENGINE OVERTEMPERATURE.

(a) Turn the ignition switch to the “ON” position.

CAUTION: IF THE ENGINE “HANGS-UP” DURING THE “HOT-RESTART”, CUT THE

THROTTLE AND NOTIFY ENGINEERING.

NOTE: • If the ITT is at 248°F (120°C) and N2 is below 3,500 RPM,

wait until the N2 reaches 3,500 RPM before you advance the PLA.
• If the N2 is at 3,500 RPM and the ITT is below 248°F (120°C), wait until the
ITT reaches 248°F (120°C) before you advance the PLA.

(b) When the N2 reaches 3,500 RPM and the ITT is 248°F (120°C), advance the PLA.

(c) Release the ignition switch at 9,200 RPM.

(d) If the engine does not start normally, notify maintenance personnel.

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* * * * * FOR ALL * * * * *

9-2. ABNORMAL ENGINE IN-FLIGHT OPERATION.

A. General Information.

(1) Once airborne or committed to flight, engine control, operating and indicating
abnormalities must be addressed in accordance with the abnormal/emergency
procedures provided by the aircraft manufacturer.

(2) The information contained in this chapter is intentionally brief and is intended to be
used as guidance by the aircraft manufacturer. The aircraft manufacturer will
supplement this information with engine installation considerations and present
recommended flight crew procedures. The procedures recommended by the aircraft
manufacturer will in all instances supersede the brief discussion of the
abnormal/emergency engine operation presented in this chapter.

(3) Whenever possible, record and report to maintenance personnel the duration and the
extent of any overtemperature or overspeed condition.

(4) As a general rule, if the engine can be controlled and stabilized at an acceptable
thrust level, engine operation should be continued until an operating limitation is
exceeded, or the thrust level at which the engine must be operated for safe flight is
not stable and controllable.

(5) During takeoff, if the interturbine temperature (ITT) is above limits, report it to
maintenance personnel for corrective action. This event should not result in engine
shutdown or thrust reduction (if thrust is required, during the 5 minute takeoff thrust
application), if other engine operating indications are also abnormal.

(6) Engine installation will vary by aircraft manufacturer. If cowl anti-ice bleed air is not
available during an engine out condition, exit icing conditions as soon as possible
prior to engine relight in flight to prevent ice accumulation and shedding.

B. Engine Failure.

Indications which may be present are increasing ITT, engine parameter fluctuations, unusual
noise and vibrations, aircraft yaw, and decreased oil pressure. Indication time prior to engine
failure will vary significantly and is dependent upon the failure mode which exists.

(1) Retard the thrust lever immediately.

(2) Shutdown the engine.

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C. Engine Flameout.

Engine parameters decrease (fuel flow, N2, N1, and ITT) to a fuel off condition without
exceeding any maximum limitations. N2 windmilling RPM will be indicated.

(1) If cause of engine flameout can be determined and engine operating limits have not
been exceeded, perform the aircraft engine restart procedure as soon as possible.

(2) Ensure N2 is at least 28% and ITT is below 90°C (194°F) before lightoff. Refer to engine
air start limits (refer to figure 3-6 and figure 3-6A) and Inflight Restarts procedures in
step J.

D. Compressor Stall.

An aerodynamic disturbance in the compressor which may result in an ITT increase, N2 hangup,
or N2 decrease. Continued operation with the engine compressor stalled could result in
structural damage within the compressor and/or the turbine.

CAUTION: • DO NOT ACTIVATE THE IGNITION SYSTEM DURING STALL EVENTS IF

N2 HAS DECREASED BELOW IDLE SPEED AS HOT SUB-IDLE RELIGHTS
MAY DO FURTHER DAMAGE TO THE ENGINE NEGATING A POSSIBLE
SUCCESSFUL RELIGHT.
• DO NOT ENGAGE THE STARTER AFTER A STALL UNTIL UNUSUAL
NOISES AND MECHANICAL FAILURES (IF THEY OCCUR) HAVE BEEN
INVESTIGATED AND CORRECTED.

NOTE: If self-recovering engine stalls are suspected, use slow, smooth thrust lever
movements when changing thrust levels. Increasing engine air bleed may also
increase compressor stall margin. Activation of the aircraft continuous ignition
system (if installed) may also facilitate self-recovery if N2 remains above idle speed.

(1) Retard the thrust lever to attempt to re-establish stable engine operation. Increasing
engine air bleed may assist stabilization.

(2) If transient ITT limits are exceeded, shut-down the engine. Restart the engine within the
engine restart envelope, using the aircraft manufacturer provided air start procedures.

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E. Abnormal Vibrations.

NOTE: A vibration peak between 45% and 70% N1 is not unusual on the CF34 engine. This is
caused when the LPT rotor transmits energy through the fan shaft to the fan. This
condition is permitted if the vibration levels stay in the green area on the gage.

(1) Under normal operating conditions, vibration levels will be less than the following:

N1 2.7 Mils
N2 1.7 Mils

(2) Vibration levels above normal levels are most likely experienced during icing conditions,
because ice may accumulate on fan blades and/or spinner, causing rotor unbalance. If
vibrations above normal levels are experienced, do the following most appropriate
procedure:

(3) Icing Conditions:

(a) Maintain N2 above 80%. This is an aircraft requirement for wing anti-icing.

NOTE: • When thrust is increased, engine vibrations may increase and momentarily
exceed 2.7 mils prior to shedding ice. This will have no adverse effect on
the
engine.
• Vibrations may momentarily indicate full scale.
• Thrust settings up to and including MCT or Max Climb/Cruise may be
required to shed ice.
• The ice shedding process may take several minutes and may continuously
repeat while in icing conditions.
• Ice shedding may be accompanied by airframe vibration, thumps as ice
impacts the inside of the nacelle, and/or change in engine noise.
• If high vibrations persist, exit icing conditions as soon as practical.

(b) Adjust thrust slowly, one engine at a time, at an as-required-interval (conditions

permitting), above 70% N1 but not to exceed the maximum continuous thrust
rating (or max climb setting, whichever is higher), to shed ice which has
accumulated on fan blades and/or spinner. This will minimize vibrations.
Monitor other engine instruments, especially interturbine temperature (ITT), for
abnormal indications which, if present, would warrant a precautionary engine
shutdown.

(c) Engine vibration may decrease to a normal level before 70% N1 is reached;
however, if flight conditions permit, continue thrust lever advancement to a
minimum of 70% N1, for maximum ice shedding effectiveness.

(d) If vibration does not decrease to normal levels, minimize it by continuing engine
operation at as high an N1 as conditions permit. Notify Maintenance for
corrective action, after landing.

(e) Although vibration levels of more than 2.7 mils is considered outside the normal
operating range, the engine should not be shutdown in icing conditions with high
vibrations, unless accompanied by other abnormal engine indications.

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(2) Non-Icing Conditions:

Operational conditions permitting, adjust thrust to maintain vibration level within normal
operating range. A reduction in thrust usually is more effective than an increase in thrust.
Continue engine operation and notify Maintenance, describing amount and duration of
operation above normal vibration levels. Monitor other engine instruments, especially
ITT, for abnormal indications which, if present, would warrant a precautionary engine
shutdown.

F. Abnormal Oil Pressure.

Indicated by abnormally low or high indications on the oil pressure gage or other cockpit
notification devices, and other engine indications especially oil temperature.

(1) If the oil pressure fluctuations are more than ±5 psi (±6 kPa), retard the thrust lever to
IDLE.

(2) If the oil pressure cannot be maintained above 25 psi (172.4 kPa) with the thrust lever at
IDLE, shut down the engine.

(3) Refer to Cold Weather Operations in Chapter 7.

(4) Decreasing and fluctuating engine oil pressure can be caused by low oil quantity or other
abnormal conditions. The engine can be damaged if it is operated with oil pressure below
limits. If oil pressure increases above 25 psi after retarding the power lever, the engine
should be monitored. If oil pressure is below 25 psi after retarding the power lever, the
engine should be shutdown. Be advised that when oil leakage occurs, oil pressure will
fluctuate and decrease, but oil temperature will remain approximately the same (unlike
many other engines, oil temperature will not increase).

(5) When zero or negative G forces are experienced that are commonly associated with flight
in heavy turbulence, it is possible that low oil pressure warning/s may annunciate. This is
an indication that oil flow to the engine’s bearings has been interrupted momentarily.
There is no pilot action required following such an event. These conditions are usually
transient and will not result in damage to the engine. Engine testing has been conducted
in the factory with oil interruptions at high power for a maximum of 5 seconds without
damage to the engine’s bearings. In the very unlikely case that the low oil pressure light/s
stay illuminated for more than 5 seconds, notify maintenance and report an estimate of
the time that the light had been illuminated.

G. Abnormal Fuel Flow Indications.

Abnormally low, high, or fluctuating fuel flow indications.

(1) If all other engine parameters are normal and thrust output matches the opposite
engine, it can be assumed that the problem is in the indicating system. Continue
normal operation and notify maintenance personnel. Refer to Aircraft Minimum
Equipment List (MEL) for dispatch criteria.

(2) If fuel flow is abnormal and engine thrust is affected in association, attempt to adjust
thrust to achieve stable engine operation. If stable engine operation cannot be achieved
by adjusting thrust shutdown the engine.

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H. Overspeed.

Indicated by cockpit indication.

(1) Retard the thrust lever of the affected engine to attempt to achieve stable engine
operation within speed limits.

CAUTION: TO AVOID AN ENGINE OVERSPEED WHILE SELECTING

“ENG SPEED” SWITCH(S) “OFF”, THE THRUST OF THE AFFECTED
ENGINE MUST BE LESS THAN 79% N2 OR MUST BE AT “IDLE”,
WHICHEVER OCCURS FIRST.

NOTE: • When the engine is below 79% N2, it transitions from electrical (N1) control to
hydromechanical (N2) control, and under certain conditions (such as high altitude
and low temperatures), the IDLE N2 settings may still be above 79%; therefore,
the engine may remain on electrical control. In this case, N1 will have decreased
enough to ensure no danger of an overspeed if the speed switches are turned
OFF.
• Reducing the affected throttle below 79% N1 will not guarantee that N2 is also
below 79%, and may result in an engine overspeed if the ENG SPEED switch is
then selected OFF.

(2) If stable operation cannot be established under N1 control, try to establish stable
engine operation under N2 control by selecting the affected ENG SPEED switch
OFF.

(3) If stable operation cannot be achieved, at an appropriate thrust setting, shutdown

the engine.

CAUTION: WITH ”ENG SPEED” SWITCHES AT “OFF” AND BY APPLYING FULL

THRUST REVERSER ON LANDING, IT IS POSSIBLE (UNDER
CERTAIN AMBIENT CONDITIONS) TO OVERSPEED THE ENGINES.

NOTE: The APR system is inoperative when the engine switches are selected OFF.

(4) If you deactivate the N1 control on one engine, also deactivate the N1 control on the
opposite engine to avoid an asymmetric thrust condition during flight (with matched thrust
levers), and when you apply reverse thrust after landing.

I. Overtemperature.

Indicated by cockpit indication.

(1) Retard the thrust lever of the affected engine to attempt to achieve stable engine
operation within temperature limits.

(2) If stable operation cannot be achieved, at an appropriate thrust setting, shutdown the
engine.

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J. Inflight Restarts.

Refer to inflight restart envelope of Aircraft Flight Manual.

(1) Starter Assisted (refer to Figure 3-6 or Figure 3-6A).

CAUTION: IF ENGINE DOES NOT IGNITE IN 25 SECONDS, RETARD THRUST LEVER TO

FUEL OFF, WINDMILL FOR 20 SECONDS AND REPEAT START.

NOTE: Refer to Aircraft Flight Manual for minimum bleed air pressure required.

Place ignition switches in ON position and engage starter. When N2 reaches 28% minimum and
ITT has been reduced below 90°C (194°F) as defined by the Aircraft Flight Manual, advance
thrust lever to IDLE. Refer to engine air start limits (refer to Figure 3-6 and Figure 3-6A).

(2) Non-Starter Assisted.

CAUTION: IF ENGINE DOES NOT IGNITE IN 25 SECONDS, RETARD THRUST LEVER TO

FUEL OFF AND REPEAT PROCEDURE AFTER 30 SECONDS.

* * * * * FOR CF34-1A/-3A * * * * *

Turn ignition ON as instructed in the Aircraft Flight Manual. Accelerate the aircraft so that the
N2 is minimum 13% (10K to 21K altitude) or 12% minimum (sea level to 10K) and ITT is
below 120°C (248°F). Then advance the thrust lever to IDLE.

* * * * * FOR CF34-3A2 * * * * *

Turn ignition ON as instructed in the Aircraft Flight Manual. Accelerate the aircraft so that the
N2 is minimum 13% (10K to 21K altitude) or 12% minimum (sea level to 10K) and ITT is
below 90°C (194°F). Then advance the thrust lever to IDLE.

* * * * * FOR CF34-3A1/-3B/-3B1 * * * * *

Turn ignition ON as instructed in the Aircraft Flight Manual. Accelerate the aircraft so that the
N2 is minimum 13% (10K to 21K altitude) or 10% minimum (sea level to 10K) and ITT is
below 90°C (194°F). Then advance the thrust lever to IDLE.

* * * * * FOR CF34-1A/-3A * * * * *

(3) Alternate Start Procedure.

This procedure is often effective if the normal sequence has produced a hot start or
stalling start. Motor engine to approximately 28% N2 before advancing thrust lever to
IDLE and turning ignition ON. Reducing ITT below 120°C (248°F) may aid in starting
engine.

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* * * * * FOR CF34-3A1/-3A2/-3B/-3B1 * * * * *

(3) Alternate Start Procedure.

This procedure is often effective if the normal sequence has produced a hot start of
stalling start. Motor engine to approximately 28% N2 before advancing thrust lever to
IDLE and turning ignition ON. Reducing ITT below 90°C (194°F) may aid in starting
engine.

* * * * * FOR ALL * * * * *

K. Thrust Reverser Deployment.

Indicated by aircraft caution light annunciation, aircraft buffet, yaw and automatic thrust lever
retard to IDLE. (Aircraft installed system, refer to aircraft manuals.)

L. Uncommanded Engine Acceleration/Deceleration.

CAUTION: TO AVOID AN ENGINE OVERSPEED WHILE SELECTING

“ENG SPEED” SWITCH(S) “OFF”, THE THRUST OF THE AFFECTED
ENGINE MUST BE LESS THAN 79% N2 OR MUST BE AT “IDLE”,
WHICHEVER OCCURS FIRST.

NOTE: • When the engine is below 79% N2, it transitions from electrical (N1) control to
hydromechanical (N2) control, and under certain conditions (such as high altitude
and low temperatures), the IDLE N2 settings may still be above 79%; therefore,
the engine may remain on electrical control. In this case, N1 will have decreased
enough to ensure no danger of an overspeed if the speed switches are turned
OFF.
• Reducing the affected throttle below 79% N1 will not guarantee that N2 is also
below 79%, and may result in an engine overspeed if the ENG SPEED switch is
then selected OFF.

(1) An uncommanded engine accel or decel is indicated by a change in thrust with all the
associated engine parameters indicating that the thrust has either increased or
decreased. If the engine speed control switches are ON at the time of the event, it should
be assumed that the electrical speed control system is operating abnormally. To continue
operation, retard the thrust lever below 79% N2, and turn the engine speed control switch
to OFF for the affected engine.

CAUTION: WITH ”ENG SPEED” SWITCHES AT “OFF” AND BY APPLYING FULL

THRUST REVERSER ON LANDING, IT IS POSSIBLE (UNDER
CERTAIN AMBIENT CONDITIONS) TO OVERSPEED THE ENGINES.

NOTE: The APR system is inoperative when the engine switches are selected OFF.

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(2) Verify that the engine is responsive on hydromechanical control by increases and
decreases in thrust within the normal operating range. To avoid thrust lever mismatch in
flight and to avoid asymmetric reverse thrust upon landing, consideration should be given
to turning both engine speed switches OFF.

(3) If the engine does not respond normally, within the normal operating range, after turning
the engine speed control switch OFF, continued operation of the engine is at pilot
discretion and will depend upon the operating characteristic of the abnormally operating
engine and its influence on aircraft operation.

(4) Record any engine parameters that are exceeded, and notify maintenance personnel.

Page 9-12
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 GE Aircraft Engines

General Electric Company

1000 Western Ave., Lynn, MA 01910

January 10, 2003

SUBJECT: Revision 15, dated Jan 1/03 to the CF34 Operating Instructions SEI-579.

Highlights of this revision are included in front of the List of Effective Pages.

Insert Revision 15 pages and remove the deleted pages in accordance with the List of Effective Pages located at
the beginning of the manual. Make sure that all previous revisions have been inserted. After you insert the pages of
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date.

The data contained in Temporary Revisions 2-009, 2-010, 2-011, 9-001, 9-002, 4-006, and 4-007 has been included
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 GE Aircraft Engines

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 CF34 TURBOFAN
GE Aircraft Engines OPERATING INSTRUCTIONS

REVISION NO. 15, DATED JAN 1/03

CHAPTER DESCRIPTION OF CHANGE PAGE (S)

SB-LIST Updated the Service Bulletin List 1 thru 8

OEB-1 Revised the OEB distribution address OEB-1

CHAPTER 1 Revised the disclosure notice 1-1

CHAPTER 2 Added Mobil Jet Oil 291 in table 2-2 2-27

(data from TR 2-009)

CHAPTER 2 Deleted the first NOTE and deleted the 2-36

last bullet in the second NOTE in
paragraph B
(data from TR 2-010)

CHAPTER 2 Added step (b) Russian Fuels 2-36A

(data from TR 2-010)

CHAPTER 2 Added step (c) Russian Fuels 2-38A, 2-

(data from TR 2-011) 38B

CHAPTER 4 Deleted the first NOTE and revised the 4-1

second NOTE in paragraph 4-5 (data from
TR 4-006)

CHAPTER 4 Revised step A and added step B 4-2

(data from TR 4-007)

CHAPTER 4 Revised step B for clarity 4-2A/4-2B

CHAPTER 5 Added step G 5-4A/5-4B

CHAPTER 6 Added paragraph 6-9 (Landing and 6-4

Landing Rollout)

CHAPTER 7 Revised step (2)(e) and added step (4) 7-2

CHAPTER 8 Revised figure 8-3 for clarity 8-4

CHAPTER 9 Revised various steps in para E 9-7

(data from TR 9-002)
HIGHLIGHTS
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CHAPTER 9 Revised various steps in para F 9-8

(data from TR 9-001)

CHAPTER 9 Revised various steps in para H 9-9

CHAPTER 9 Revised various steps in para L 9-11

HIGHLIGHTS
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