b767 b1 cf6 book 5 revision 1 december 2011

ADVANCED AIRCRAFT TRAINING

B1 TRAINING MANUAL

BOOK 5 OF 6

This publication is for training puposes onlyand must not be used for maintenance purposes No update service will be provided

REVISION 1 DECEMBER 2011 of 440 FOR TRAINING PURPOSES ONLY

BOEING B767 [CF6 ]

ATA CHAPTERS 71-80[CF6 ].

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REVISIONS

MANUAL TITLE

REVISION NUMBER

DATE REASON FOR REVISIONS INITIAL


A A T

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B767 [CF6-80] B1 BOOK 5 OF 6

A A T

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REVISION 1 DEC 2011

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15 DEC 2011

A A T

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REVISION OF CONTENTS &SEQUENCE IN LINE WITH TNA

A A T

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J.R.L.

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CONTENTS LIST B767 [CF6 &PW4000] BOOK FIVE

POWER PLANT CF6-80 007


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6

REVI

POWER PLANT CF

SION 1 DECEMBER 2011 of 440 FOR TRAINING PURPOSES ONLY

POWERGener

Two GThe CThe enand p

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ACTR CTRL TAI GE gnd hdlg HMU HP IDG LP

e r e g u l a t i n g and s h u t o f f valve e n g information p o i n t reverser

ture at s t a t i o n 1.2 l e bypass valves e s t a t o r vanes

REVISIO

PLANT -- INTRODUCTION al

eneral E l e c t r i c CF6-80C2F engines supply t h r u s t . F6-80C2F i s a high bypass r a t i o turbofan engine. gines supply power f o r the e l e c t r i c a l , h y d r a u l i c , neumatic systems.

ngine systems are described in t h i s sequence:

Power p l a n t (71) Engine (72) i l (79)

Engine i n d i c a t i n g (77) Engine a i r (75) Engine f u e l and c o n t r o l (73) Engine c o n t r o l s (76) S t a r t i n g (80) I g n i t i o n (74) Exhaust ( 7 8 ) .

viations and Acronyms

- a c t u a t o r - c o n t r o l - t h e r m a l a n t i - i c e -General E l e c t r i c -ground -h a n d l i n g

- hydromechanical u n i t - h i g h pressure - i n t e g r a t e d d r i v e generator -low pressure

PRSOV - pressursvc - s e r v i cTIP - t r a i n iT/R - t h r u s t T12 - temperaVBV - v a r i a bVSV - v a r i a b l

N 1 DECEMBER 2011 of 440 FOR TRAINING PURPOSES ONLY

POWER PLANT -- GENERAL General

The General Electric CF6-80C2 i s a high-bypass r a t i o , a x i al flow, dual-rotor turbofan engine. The two s t r u t -mounted engines supply airplane thrust and power to these systems:

- El e c t r i c a l - Pneumatic - Hydraulic.

The engine data and engine assembly i d e n t i f i c a t i o n plates are on the l e f t fan case.

Engine specifications are on the graphic.

REVISION 1 DECEMBER 2011 of 440 R TRAINING PURPOSES ONLY
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POWER PLANT -- ENGINE COWLING

Purpose

The cowling is an aerodynamically smooth protective cover around the engine, engine-mounted components, and accessories. The cowling directs airflow around and through the engine.

Description

These are the cowl components f o r each engine:

- I n l e t cowl - Fan cowl panels - Thrust reverser halves - Core cowl panels.

There are access doors and openings on the cowling f o r maintenance, servicing, and pressure r e l i e f .

An exhaust sleeve and exhaust plug direct the hot turbine exhaust gases that e x i t the low-pressure turbine.

Hinges hold the fan cowl panels, thrust reversers, and core cowls to the s t r u t . The i n l e t cowl, exhaust sleeve, and exhaust plug mount d i r e c t l y to the engine.

An aerodynamic chine is on the inboard fan cowl panel.

Cowl Opening Sequence

Open the fan cowl panels f i r s t , then the thrust reverser, then the core cowl panels. Close the core

cowl panels f i r s t , then the thrust reverser, then the fan cowl panels.

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POWER PLANT -- INLET COWL Purpose

The i n l e t cowl directs a i r into the fan. It is on the engine fan case forward flange.

Description

The i n l e t cowl has these components:

- Inner barrel - Outer barrel - I n l e t l i p - Forward and a f t bulkheads.

It is an aluminum structure with Kevlar-graphite external panels. Honeycomb acoustic panels l i n e the inner surface of the i n l e t cowl to decrease a i r noise.

Thermal bleed a i r prevents ice on the i n l e t cowl leading edge. An anti-ice a i r exhaust port is on the a f t bottom of the cowl. Access to the thermal anti-ice (TAI) duct is through f i v e small removable panels in the outer b a r r e l .

There are provisions f o r a service interphone jack on the lower l e f t side.

There are four hoist points on the outer barrel to attach a sling to remove and i n s t a l l the cowl.

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POWER PLANT -- INLET COWL - REMOVAL AND INSTALLATION General

Remove the fan cowl panels before removing the i n l e t cowl. The i n l e t cowl weighs 557 pounds (253 Kg).

CAUTION: DURING INLET COWL REMOVAL/INSTALLATION, DO NOT LEAVE TOOLS OR OTHER OBJECTS IN AIR INLET. FOREIGN OBJECTS CAN CAUSE SEVERE DAMAGE TO ENGINE WHEN INGESTED.

The TAI duct must be disconnected.

CAUTION: ADJUST SLING TO TAKE ONLY THE WEIGHT OF THE INLET COWL. ADDITIONAL WEIGHT CAN DAMAGE COWL AND SLING.

A crane and s l i n g assembly i s used t o remove the i n l e t cowl. A f t e r the mount b o l t s are removed, p u l l the cowl forward to c l e a r the index p i n s .

I n s t a l l a t i o n

Make sure t h a t the index pins are i n s t a l l e d on the i n l e t cowl. A l i g n the cowl w i t h the index p i n receptacles on the engine f l a n g e . I n s t a l l the mount b o l t s . Connect the thermal a n t i - i c e duct, and i n s t a l l the fan cowl panels.

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POWER PLANT -- FAN COWL PANELS

General

The fan cowl panels are hinged to the s t r u t and a l i g n w i t h the i n l e t cowl and t h r u s t reverser. Panels l a t c h together at the bottom c e n t e r l i n e w i t h three f l u s h -mounted tension l a t c h e s . The fan cowl panels open f o r access to components on the engine fan case.

Each fan cowl overlaps the t h r u s t reverser h a l f . The r i g h t fan cowl panel has an access door f o r s e r v i c i n g the engine o i l tank w i t h the fan cowl closed. This panel is also a pressure r e l i e f panel.

There are two hold-open rods on each fan cowl panel. The hold-open rods engage brackets on the fan case and extend to hold the fan cowl open in e i t h e r of two p o s i t i o n s . The f r e e ends of the rods are stowed in receivers on the cowl.

Opening Fan Cowl Panels

Engage the forward hold-open rod f i r s t , then engage the a f t hold-open r o d .

WARNING: ADEQUATE SUPPORT OF FAN COWL PANEL MUST BE MAINTAINED WHILE ENGAGING HOLD-OPEN RODS TO PREVENT INJURY TO PERSONNEL AND/OR ENGINE COMPONENTS.

Retract the sleeve at the receiver end of the hold-open rod to remove the rod from the r e c e i v e r . Extend and lock the outer rod segment. Push in on the secondary lock and p u l l back the inner c o l l a r to unlock the inner

segment. Extend and lock the inner segment. Make sure the red UNLOCKED bands a t the c o l l a r s are not v i s i b l e .

WARNING: MAKE SURE THE HOLD-OPEN ROD IS FULLY EXTENDED AND LOCKED TO PREVENT ACCIDENTAL CLOSING OF COWL PANEL. PERSONNEL STRUCK BY FALLING COWL PANEL COULD BE SERIOUSLY INJURED. ROD IS NOT LOCKED IF RED BAND WITH THE WORD UNLOCKED IS VISIBLE. IF RED BAND IS VISIBLE, ROD WILL RETRACT UNDER LOAD.

Hold the sleeve i n , engage the hold-open rod i n t o the engine-mounted r e c e i v e r , and release the sleeve.

Closing Fan Cowl Pane

Close the t h r u s t reve re you close the fan cowl panel. Disengage open rod f i r s t , then disengage the forward Retract the sleeve on the hold-open rod the rod from the engine-mounted r e c e i v e secondary lock and s l i d e the outer c o l l e hold-open r o d . The UNLOCKED i n d i c a t i o n i . Repeat the unlock procedure f o r the inne tract the hold-open rod and engage i t i n t o panel r e c e i v e r . Push the fan cowl pan and engage the l a t c h e s .

CAUTION: DO NOT ALLO L TO SLAM CLOSED. DAMAGE TO FA ND/OR ENGINE COMPONENTS M


ls

rser h a l f befo the a f t hold-hold-open r o d .and disengage e r . Release tha r to unlock ths then v i s i b l er c o l l a r . Re the fan cowl els together

W FAN COWL PANEN COWL PANEL AAY RESULT.

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POWER PLANT -- FAN COWL - REMOVAL AND INSTALLATION Removal

Open the fan cowl panel to be removed. When you remove the b a l l lock p i n s , make sure the cowl panel hinge f i t t i n g s r e s t o n the r o l l p i n s .

WARNING: ADEQUATELY SUPPORT FAN COWL PANEL DURING HANDLING. FAN COWL PANELS WEIGH 110 POUNDS EACH.

Manually support the fan cowl panel and disengage the hold-open rods. Use the three l i f t s l i n g attach points t o l i f t the fan cowl outward from the r o l l p i n s .

CAUTION: RAISING OR LOWERING FAN COWL PANEL AFTER REMOVAL OF HINGE BALL LOCK PINS MAY DAMAGE UPPER COWL SEAL. CAREFULLY LIFT PANEL OUTWARD FROM STRUT HINGE FITTING TO AVOID DAMAGE TO SEAL.


P o s i t i o n the fan cowl panel hinge f i t t i n g s o n the r o l l pins at each hinge l o c a t i o n . Rotate the panel 55 degrees open t o a l i g n the hinge f i t t i n g holes. I n s t a l l the b a l l lock pins and c o t t e r p i n s . Adjust the fan cowl l a t c h e s .

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POWER PLANT -- FAN COWL PANEL - LATCH ADJUSTMENT Adjustment - Latches and Shims

Adjustment of the fan cowl panel latches is necessary f o r panel s e c u r i t y and aerodynamic smoothness. Adjust the latches i f e i t h e r fan cowl panel o r t h r u s t reverser h a l f i s replaced.

CAUTION: DO NOT USE OVER 100 POUNDS FORCE TO PUSH THE LATCH HANDLE CLOSED. EXCESSIVE FORCE CAN DAMAGE THE LATCH.

Close the fan cowl panels, using hand-pressure, and close the l a t c h e s . A n adjustment i s necessary i f the gap between l e f t and r i g h t fan cowl panels i s not between 0.06 and 0.18 inches (1.5 - 4.6 MM). The adjustment i s made w i t h shims.

Test - Force Necessary to Close Latches

CAUTION: DO NOT USE OVER 100 POUNDS FORCE TO PUSH LATCH HANDLE CLOSED. EXCESSIVE FORCE CAN DAMAGE LATCH.

CAUTION: DO NOT ROTATE KEEPER EYE BOLT TO ADJUST LATCH TENSION. DAMAGE TO KEEPER MAY RESULT.

I f the force necessary t o close the l a t c h i s not between 50 and 100 pounds (22.7 - 45.4 KG), open the l a t c h handle to release tension on the keeper. I n s e r t a hex wrench i n t o the adjustment s t a r w i t h i n the keeper mount and t u r n the adjustment s t a r w i t h the hex wrench. The l a t c h keeper mount shows the d i r e c t i o n to t u r n the adjustment s t a r to increase the l o a d . Properly adjusted

latches close w i t h a loud pop. Close the fan cowl latches and make sure a l l the l a t c h handles are even w i t h the fan cowl panel.

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POWER PLANT -- FAN COWL - CHINE General

The fan cowl chine improves airplane aerodynamic characteristics at low a i r speeds.

The chine is at 45 degrees from the fan cowl panel top centerline on the inboard fan cowl panels. A fiberglass insulator is between chine and fan cowl panel.

Training Information Point

Because the fan cowl panels are interchangeable betweem l e f t and r i g h t engines, care must be taken to ensure that the fan cowl panel with chine, is f i t t e d to the inboard side of each engine.

The a i r c r a f t must not be dispatched without the fan cowl chine f i t t e d .

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ENGINE EXHAUST -- THRUST REVERSER - GENERAL DESCRIPTION General

The t h r u s t reverser, in the stowed p o s i t i o n , gives a smooth surface f o r the fan exhaust to give t h r u s t . In the deployed p o s i t i o n , the t h r u s t reverser r e d i r e c t s the fan exhaust f o r reverse t h r u s t .

The t h r u s t reverser halves are connected to the s t r u t and f a i r w i t h the fan cowl and core cowl. Opening the t h r u s t reverser gives access to components on the high pressure compressor case and accessory gearbox.

The t h r u s t reverser h a l f is hinged to the lower p a r t of the s t r u t w i t h three hinges. Thrust reverser halves are latched together w i t h tension latches and the t h r u s t l a t c h r i n g assembly. The t h r u s t reverser l a t c h r i n g assembly includes upper and lower l a t c h e s , upper and lower l a t c h handles, and upper l a t c h cable. Major components f o r the t h r u s t reverser system are on the reverser torque box and f i x e d s t r u c t u r e .

Operation

The inner and outer duct walls give a flow path f o r fan a i r exhaust. These are used to d i r e c t fan exhaust through the d e f l e c t o r s when the t h r u s t reverser is deployed:

- Translating cowl - Drag l i n k s - Blocked doors.

The pneumatically-powered center d r i v e u n i t and b a l l screw actuators move the t r a n s l a t i n g cowl t o the deployed p o s i t i o n . In stowed p o s i t i o n , the d e f l e c t o r s are covered by the t r a n s l a t i n g cowl reducing drag. The t r a n s l a t i n g cowl i s l i n e d w i t h a c o u s t i c a l m a t e r i a l f o r sound suppression.

A hydraulic system is used to open each t h r u s t reverser h a l f .

CAUTION: OPENING THE THRUST REVERSERS WITH THE LEADING EDGE DEVICES EXTENDED COULD CAUSE DAMAGE TO THE TRANSLATING COWL OR LEADING EDGE DEVICE.

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ENGINE EXHAUST -- THRUST REVERSER - TENSION LATCHES

General

Tension latches interconnect the thrust reverser halves along the bottom.

The latches are within the area covered by the access and blow-out door assembly on the bottom of the thrust reverser. The forward blow-out door must be opened f i r s t and closed l a s t .

The three tension latches interconnect l e f t and r i g h t thrust reverser halves. Latch hooks are on the l e f t half and f i t over latch pins on the r i g h t h a l f . The latch handle tension is adjustable.

Adjustment

Open the fan cowl panels, and the access and blowout door assembly. Unlatch a l l three tension latches. Start from the a f t latch and work forward in order. Inspect the tension latches f o r damage.

Adjust the tension latches. Start at the forward latch and work a f t . Close the tension latch handle and measure the closing force with a spring scale. Measure the closing force with the scale 0.5 to 2.5 inches (12.7 - 63.5 MM) from the end of the handle. To adjust the closing force, loosen the latch bolt nut and turn an octagonal offset bushing u n t i l the closing force is correct.

Close a l l tension latches. Start at the forward latch and work a f t . Close the access and blowout door assembly and the fan cowl panels.

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ENGINE EXHAUST -- THRUST REVERSER - LATCH RING ASSEMBLY

General

The thrust ring latch assembly attaches the outer leading edge of the thrust reverser halves to the a f t flange of the fan stator case. It transmits reverser loads into the engine fan frame instead of the s t r u t hinges.

This assembly is around the leading edge of each thrust reverser h a l f . To get access, open the appropriate fan cowl panel.

The upper latch of the mounting ring is a hook that s l i p s i n t o a U-bolt that mounts to a bracket on top of the stator case. Upper latching force is controlled by the adjustable U b o l t . The bottom latch is a barrel nut that f i t s i n t o a claw type Clevis bracket at the bottom of the fan case. The barrel nut is adjustable to control lower latching force. Upper and lower latch handles are used to open/close upper and lower latches. The upper latch cable is adjustable. The thrust latch r i n g assembly may be removed by disconnecting attachment bolts if the thrust reverser half is replaced.

Operations and Limitations

Open the thrust latch ring assembly to p u l l the upper latch handle outward and disengage the latch pin from the s l o t . The upper latch is now disengaged from the U-b o l t . Rotate the lower latch handle outward to disengage the barrel nut from the clevis bracket. To close the thrust ring latch assembly, engage the barrel

nut with the clevis and rotate the lower latch handle inward. Rotate the upper latch handle inward and engage the latch pin in the s l o t . The upper latch should engage the U-bolt.


Before hydraulically opening the thrust reverser, ensure that the upper hook of the upper latch is clear of the U b o l t . This stops any interference of the hook and U bolt as the thrust reverser hinges outward.

After you hydraulically close the thrust reverser, inspect that the upper y engaged with the U-bolt during lock of embly. This makes sure the upper hook is aged to lock the thrust reverser.


hook i s f u l l the latch ass properly eng

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ENGTHI

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INE EXHAUST -- THRUST REVERSER - COWL OPENING SYSTEM S PAGE INTENTIONALLY LEFT BLANK

SION 1 DECEMBER 2011 of 440 R TRAINING PURPOSES ONLY
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ven f o r s a f e t y . Two p o s i t i o n s e held open at 20 degrees or 45 o 45 degrees, the leading edge c t e d .

DING EDGE SLATS ARE RETRACTED AND E OPENING THRUST REVERSER. DAMAGE T TO TRANSLATING COWL AND/OR DEVICES.

THRUST REVERSER BEYOND THE 20 ION WITH THE THRUST REVERSER G COWLS EXTENDED. DAMAGE COULD ANSLATING COWLS OR STRUT.

he fan cowl t o gain access t o the nts. A f t e r you release a l l fan latches and the fan duct l a t c h l e f t or r i g h t door c o n t r o l switch he ground handling bus i s powered, ck operates t o pump the hydraulic . Permit the t h r u s t reverser h a l f d open rod can be i n s t a l l e d , then the spring-loaded stop p o s i t i o n open r o d . Once the hold open rod

REVISIO

NE EXHAUST -- THRUST REVERSER - COWL OPENING SYSTEM al

h r u s t reverser cowl opening is done w i t h a ulic power opening system. The powered system is d up by a hand pump system, which uses the same old and a c t u a t o r .

nents

ower cowl opening system f o r the CF6-80C2 is ctured b y General E l e c t r i c . Engine o i l i s used. ystem is powered by 28v dc power from the ground ing bus.

everser power pack, at the 2:00 p o s i t i o n on the ase, houses these items:

28v dc motor driven pump L e f t and r i g h t relays L e f t and r i g h t solenoids I n t e g r a l r e s e r v o i r .

ol switches at the 5:00 and 7:00 p o s i t i o n s open ose each t h r u s t reverser cowl h a l f independently.

witches have these three p o s i t i o n s :

UP STOP OWN.

disconnect couplings, i n - l i n e , allow hydraulic ure from e i t h e r the power pack or a hand pump t o pening manifold.

Thrust reverser openit h r u s t reverser h a l f f i t t i n g has a r e s t r ic l o s i n g to 15 second

Hold open rods are gipermit the cowl to bdegrees. When open tdevices must be r e t r a

Operation - Opening

CAUTION: BE SURE LEALOCKED BEFORCOULD RESULLEADING EDGE

CAUTION: DO NOT OPENDEGREE POSITTRANSLATINRESULT TO TR

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REVI

INE EXHAUST -- THRUST REVERSER - COWL OPENING SYSTEM n s t a l l e d , move the switch t o DOWN t o remove c t r i c a l power from the system.

NING: DO NOT STAND BETWEEN THE ENGINE AND THE THRUST REVERSER UNLESS THRUST REVERSER IS SECURED WITH HOLD OPEN ROD AND OPERABLE OPENING SYSTEM. SERIOUS OR FATAL INJURY MAY OCCUR IF THRUST REVERSER SWINGS CLOSED.

ation - Closing

TION: ENSURE CORE COWL PANEL IS FULLY CLOSED WHEN CLOSING THRUST REVERSER HALF OR DAMAGE TO CORE COWL MAY OCCUR.

NING: DO NOT STAND BETWEEN ENGINE AND THRUST REVERSER WHEN CLOSING THRUST REVERSER. INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT COULD OCCUR.

the applicable cowl h a l f , move the door c o n t r o l ch from the down to the up p o s i t i o n to r e l i e v e load the hold open r o d . Release t o the switch t o STOP stow the hold open rod i n t o the cowling.

TION: OBSERVE THAT THE VEE-FLANGE GUIDES GOES INTO ENGINE VEE GROOVE AND THAT FULL ENGAGEMENT IS TAKING PLACE WHEN CLOSING THRUST REVERSER. DAMAGE TO THRUST REVERSER MAY RESULT FROM MISALIGNMENT.

the door c o n t r o l switch from STOP t o DOWN t o lower reverser h a l f to the closed p o s i t i o n . Push the

check valve plunger power pack r e s e r v o i

NOTE: Thrust reversseconds. Clos

Operation - Hand Pu

I n case of a motor cowl may be opened uf o r the hand pump ison the fan case. Thf o r the powered systopening a c t u a t o r s .

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ENGINE EXHAUST -- THRUST REVERSER - POWER PACK/CONTROL SWITCHES General

The reverser opening system uses a self-contained hydraulic power pack and two control switches on the fan case to control the opening of the reverser cowling. The reverser power pack is on the fan case at the 2:00 position. The thrust reverser door control switches are on the fan case at the 5:00 position and 7:00 position.

The reverser power pack has these components:

- Electric motor driven pump - Integral engine o i l reservoir - Left and r i g h t relays - Left and r i g h t solenoid valves.

The power pack weighs 8 pounds and is shock-mounted on the fan case. The pump output i s 1000 to 4000 psig. The pump has an internal r e l i e f valve set at 4200 psig which bypasses o i l back to the reservoir. The reservoir capacity is 39 cubic inches of engine o i l . A dipstick marks the 39 cubic inch f u l l l e vel and a minimum level necessary for operation of 25 cubic inches. If there is an overflow of engine o i l from the cowl opening system, i t w i l l drain through the same drain mast as the o i l from the engine.

The thrust reverser door control switches are single pole single throw (SPST) switches. The switches are normally secured in the down position. The switch must be held in the UP position to open the thrust reverser and i s spring loaded from UP to STOP. The switches

control 28v dc power to t h e i r respective solenoid valves and to the motor pump. Because of the relays in the power pack, the opening switches are safety interlocked to make sure only one thrust reverser half can be raised or lowered one at a time.

To lower the thrust reverser the PUSH FOR REVERSER DOWN plunger must be depressed to return the o i l from the actuator to the resevoir.

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ENGINE EXHAUST -- THRUST REVERSER - OPENING ACTUATOR General

Each thrust reverser opening actuator mounts to a bracket on each side of the airplane s t r u t . A multiple connector mounts to each side of the lower fan case and includes a thrust reverser opening r e l i e f valve. A f l e x i b l e hose connects from the s t r u t T - f i t t i n g to the thrust reverser opening actuator i n l e t f i t t i n g .

The thrust reverser opening actuator i n l e t f i t t i n g has a r e s t r i c t o r as a safety device to l i m i t the rate of closure. When a hydraulic l i n e ruptures or there i s a rapid closure, the r e s t r i c t o r gives a minimum 15 second closing cycle. A 25 micron f i l t e r at the input f i t t i n g protects the r e s t r i c t o r and actuator assembly from f l u i d contamination.

The thrust reverser that opens the r e l i e f valve i s for system high pressure r e l i e f and i s set at 4350 - 4500 psig.

Each thrust reverser half opens by an actuator, which is driven by a portable hydraulic hand pump.

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ENGINE EXHAUST -- THRUST REVERSER - COWL OPENING - FUNCTIONAL DESCRIPTION General Description

The fan cowls must be opened and tension latches released f o r the reverser cowl before starting opening operation.

Power from the 28v dc ground handling bus must be available to power the cowl opening system.

To open the l e f t reverser cowl h a l f , move the respective switch from DOWN to UP. With the switch i n the up position a ground is supplied f o r the l e f t relay i n the power pack. The l e f t relay i s energized with 28v dc power. Solenoid valve A, which controls hydraulic pressure to the l e f t actuator, gets power through the l e f t relay and a ground signal to energize open. The motor pump gets a ground signal to lock out the r i g h t relay. The motor gets 28v dc power to energize through direct wiring. The motor pump then supplies 100 to 4000 psig output pressure to the door opening actuator u n t i l i t reaches i t s stop. The pump w i l l continue to supply output pressure. If the pressure exceeds 4200 psig the r e l i e f valve bypasses pressure back to the integral reservoir.

When the control switch i s released from UP to spring loaded STOP, the motor pump de-energizes. The solenoid valve A remains energized open to maintain pressure on the l e f t opening actuator. The hold open rod can be insta l l e d now to support the reverser cowl. Once the hold open rod is in place the control switch should be placed i n DOWN. With the switch i n DOWN the solenoid

valve A c i r c u i t opens and l e t s the valve permit actuator pressure back to the integral reservoir.

When the check valve plunger i s pushed the o i l w i l l return to the reservoir.

The r e s t r i c t o r in the opening actuator controls the rate the o i l returns to the reservoir. The time from f u l l open to f u l l close i s 15 seconds.

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ENGINE EXHAUST -- THRUST REVERSER - MANUAL OPENING & CLOSING Operation - Thrust Reverser Opening

WARNING: USE THE THRUST REVERSER HYDRAULIC POWER OPENING SYSTEM ONLY FOR OPENING AND CLOSING THE REVERSER HALVES. THE SYSTEM SHOULD NEVER BE USED AS A HOLD OPEN DEVICE. ALWAYS SECURE EACH OPENED REVERSER HALF WITH A HOLD OPEN ROD, TO PREVENT SERIOUS INJURY DUE TO ACCIDENTAL OR INADVERTENT CLOSURE. KEEP ALL PERSONNEL CLEAR OF AREAS UNDER AND BETWEEN REVERSER HALVES DURING OPENING AND CLOSING CYCLES.

The fan cowl panel must be open and secure before the r e l a t e d t h r u s t reverser h a l f i s opened. Open the access and blowout doors. Release the t h r u s t reverser l a t c h r i n g assembly by r o t a t i n g the upper and lower l a t c h handles. Release the t h r u s t reverser lower tension l a t c h e s . Attach the hose from the hydraulic hand pump to the quick disconnect hydraulic connector. The connectors are on the a f t fan case (5:00 p o s i t i o n f o r the r i g h t t h r u s t reverser h a l f and 7:00 p o s i t i o n f o r the l e f t t h r u s t reverser h a l f ) .

Close the valve on the pump and operate the pump. The f l u i d i s pumps through the plumbing and f i l l s an a u x i l i a r y r e s e r v o i r and the t h r u s t reverser opens the a c t u a t o r . Raise the reverser h a l f s u f f i c i e n t l y t o i n s t a l l the hold-open rod to the fan case bracket and i n s t a l l the b a l l lock p i n i n the r o d . Release hydraulic pressure by slowly opening the hydraulic pump valv e . Disconnect the pump hose from the hydraulic connector and i n s t a l l the dust cover.

CAUTION: MAKE SURE BALL THE LOCK PIN PASSES COMPLETELY THROUGH THE ROD AND PROTRUDES THROUGH HOLE OPPOSITE PLUNGER BUTTON.

Operation - Thrust Reverser Closing

Remove the dust cover from the hydraulic connector and i n s t a l l the hydraulic pump hose. Close the pump valve and operate the pump u n t i l the reverser h a l f weight i s removed from the hold-open r o d .

Remove and stow the reverser h a l f hold-open r o d . Slowly open the pump valve and l e t the reverser h a l f c l o s e .

NOTE: With the valve e reverser h a l f should close sm seconds from a f u l l open p o s i t i o n .

CAUTION: WHEN SECURIN SER, VERIFY THE UPPER LATCH ED THE U-BOLT.

Complete reverser h a l ecuring the three tension latches and t h l a t c h r i n g assembly. Disconnect from the hydraulic connector. Close the d then the blowout door.


f u l l open, thoothly i n 15

G THRUST REVER HOOK HAS ENGAG

f c l o s i n g by sr u s t reverser

the pump hose access door an

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ENGINE EXHAUST -- THRUST REVERSER - TRAINING INFORMATION POINT (TIP) - REMOVAL AND Removal

To remove the t h r u s t reverser do these t h i n g s :

- Remove the fan cowl panel and s k i r t f a i r i n g - Applicable c i r c u i t breakers opened - Leading edge f l a p s r e t r a c t e d - Thrust reverser deactivated.

Connect the t h r u s t reverser s l i n g to the t h r u s t reverser at the four attach p o i n t s . Support the t h r u s t reverser w i t h a l i f t i n g device. Remove the three hinge b o l t s . Disconnect these items:

- Pneumatic supply l i n e - Sense l i n e - E l e c t r i c a l connector.

WARNING: ENSURE THRUST REVERSER IS SUPPORTED SECURELY BY THE SLING HOIST AND HOLD-OPEN RODS. THRUST REVERSER COULD CLOSE SUDDENLY CAUSING SEVERE INJURY TO PERSONNEL, AND/OR DAMAGE TO EQUIPMENT.

CAUTION: THE THRUST REVERSER HALVES CAN NOT BE LIFTED OR MOVED UNLESS ALL 16 CASCADE VANE SEGMENTS ARE INSTALLED. DAMAGE TO THRUST REVERSER STRUCTURE MAY RESULT.

CONTROL SWING OF THRUST REVERSER WITH TAG LINES TO PREVENT THRUST REVERSER SWINGING INTO ENGINE OR EQUIPMENT.


A l i g n the t h r u s t reverser w i t h the three hinge f i t t i n g s and i n s t a l l the hinge b o l t s . Check t h a t the clearance i s c o r r e c t between the t h r u s t reverser f i t t i n g and s t r u t f i t t i n g . Lower the t h r u s t reverser and remove the l i f t i n g device and s l i n g .

NOTE: When r a i s i n g the t h r u s t reverser f o r i n s t a l l a t i o n , i t i s suspended a t a n angle o f 4 5 degrees.

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ENGINE EXHAUST -- THRUST REVERSER - TIP - DEFLECTION LIMITER ADJUSTMENT General

The d e f l e c t i o n l i m i t e r i s a pad t h a t makes sure compression of the f i r e and d r a i n seals is c o r r e c t . The pads also c o n t r o l the clearance between the two t h r u s t reverser halves and between the t h r u s t reverser halves and the engine s t r u t . There are three d e f l e c t i o n l i m i t e r s on the l e f t and r i g h t t h r u s t reverser upper b i f u r c a t i o n s . There are two on the r i g h t lower b i f u r c a t i o n . The d e f l e c t i o n l i m i t e r must be adjusted a f t e r a t h r u s t reverser is removed and replaced.

Adjustment Procedure

WARNING: FAILURE TO DEACTIVATE THRUST REVERSER HALVES FOR GROUND MAINTENANCE COULD RESULT IN INADVERTENT THRUST REVERSER OPERATION WITH POSSIBLE INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT.

Deactivate both t h r u s t reverser halves before working on the engine. This procedure uses petroleum j e l l y as a p a r t i n g agent on the three upper b i f u r c a t i o n d e f l e c t i o n l i m i t e r wear pads on each side of the s t r u t , and on the two lower pads on the l e f t reverser h a l f . Modeling clay and petroleum j e l l y or t r a n s f e r dye i s used t o measure the contact between the s t r u t and t h r u s t reverser.

Apply the petroleum j e l l y or dye to the s t r u t along the f i r e seal contact area. Apply clay to the upper b i f u r c a t i o n d e f l e c t i o n l i m i t e r s on each reverser h a l f and the two lower b i f u r c a t i o n d e f l e c t i o n l i m i t e r s on the r i g h t t h r u s t reverser h a l f . Close, l a t c h , and then

open the reversers. The r e s u l t i n g depression on the c l a y , and the t r a n s f e r of the dye or j e l l y on the f i r e s e a l s , t e l l s i f the d e f l e c t i o n l i m i t e r s are adjusted p r o p e r l y . Add o r remove shims i f adjustment i s necessary. Also check tension l a t c h c l o s i n g f o r c e and access/blowout door overlap at t h i s t i m e , and adjust as necessary.

CAUTION: ENSURE ACCESS PANEL DOOR IS CLOSED AND LATCHED BEFORE CLOSING BLOWOUT DOOR. WITH DOORS CLOSED, MAKE SURE DOOR RETENTION PINS ARE ENGAGED. PRELOAD MUST NOT EXIST ON BLOWOUT DOOR LATCHES WITH DOOR CLOSED. BLOWOUT DOOR RETENTION C PROPERLY STOWED TO AVOID PRELOA NCE.


ABLES MUST BE D OR INTERFERE

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POWER PLANT -- CORE COWL PANELS

General

The l e f t and r i g h t core panels cover the t u r b i n e case section of the engine. They open f o r access to the combustion and t u r b i n e cases of the engine.

The core cowl panels attach to the s t r u t w i t h hinges, a l i g n w i t h the inner b a r r e l of the t h r u s t reverser on the forward edge, and r e s t against the engine exhaust sleeve on the a f t edge. The panels l a t c h together w i t h three flush-mounted tension latches at the bottom.

A hinged pressure r e l i e f door w i t h a l a t c h is on the r i g h t core cowl panel. Two lanyards r e s t r a i n the door when i t i s open. F i r e shields are i n s i d e the panels. A hold-open rod on each cowl is extended and connected to a bracket on the engine to hold the cowl 50 degrees open. When the rod i s not i n use, the f r e e end i s stowed in a receiver on the cowl.

Open Core Cowl Panels

Open the fan cowl panels and t h r u s t reverser halves before you open the core cowl panels.

WARNING: BE SURE FAN COWL PANELS ARE OPENED AS REQUIRED BY 71-11-06 BEFORE OPENING THRUST REVERSER. FAILURE TO FOLLOW 71-11-06 COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO FAN COWL PANELS, CORE COWL PANELS, AND THRUST REVERSER.

Release the core cowl latches and disengage the hold-open rods from the r e c e i v e r s . F u l l y extend the rod to

the locked p o s i t i o n . The red UNLOCKED i n d i c a t o r band must not be v i s i b l e .

WARNING: MAKE SURE THE HOLD-OPEN ROD IS FULLY EXTENDED AND LOCKED TO PREVENT ACCIDENTAL CLOSING OF COWL PANEL. PERSONNEL STRUCK BY FALLING COWL PANEL COULD BE SERIOUSLY INJURED. ROD IS NOT LOCKED IF RED BAND WITH THE WORD UNLOCKED IS VISIBLE. IF RED BAND IS VISIBLE, ROD WILL RETRACT UNDER LOAD.

Hold the sleeve r e t r a c t e d to engage the hold-open rod to the engine-mounted bracket.

Close Core Cowl Panel

WARNING: ADEQUATE SUP COWL PANEL MUST BE MAINTAINED N RODS ARE BEING DISENGAGED T URY TO PERSONNEL AND/OR ENGIN DO NOT ALLOW CORE COWL PANELS D. DAMAGE TO PANEL AND/OR ENGIN AY RESULT.

Retract the sleeve at end of the hold-open rod to disengage the the hold-open rod from i t s extended p o s i d s l i d e the c o l l a r in the d i r e c t i o n i n d the secondary l o c k . The hold-open rod is n o l e t the c o l l a r move t o i t s o r i g i n a l p UNLOCKED i n d i c a t i o n i s v i s i b l e . Connect od t o the receiver on the cowl to stow i e cowl.


s

PORT OF CORE WHILE HOLD-OPEO PREVENT INJE COMPONENTS.TO SLAM CLOSEE COMPONENTS M

the receiver r o d . To unlockt i o n , t u r n ani c a t e d and pushow r e t r a c t e d to s i t i o n . The the hold-open rt and close th

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POWER PLANT -- CORE COWL PANEL - REMOVAL AND INSTALLATION Removal

Open the core cowl panel to be removed.

CAUTION: ADEQUATELY SUPPORT CORE COWL PANEL DURING HANDLING. RIGHT CORE COWL PANEL WEIGHS ABOUT 90 POUNDS ( 4 1 KG). LEFT CORE COWL PANEL WEIGHS ABOUT 65 POUNDS (29.5 KG).

Manually support the core cowl panel using the s l i n g attach p o i n t s . Stow the hold-open r o d . Remove the b a l l lock p i n from each hinge f i t t i n g and l i f t the panel o f f the hinge f i t t i n g s .


Put the core cowl panel on the s t r u t and a l i g n w i t h the hinge f i t t i n g holes. I n s t a l l b a l l lock pins and c o t t e r pins at each hinge l o c a t i o n . Close the core cowl panel. Adjust the latches i f necessary.

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POWER PLANT -- CORE COWL PANEL - LATCH ADJUSTMENT

Adjustment - Latches and Shims

The core cowl panel latches are adjusted f o r panel s e c u r i t y and aerodynamic smoothness. Adjust the l a t c h i f e i t h e r t h r u s t reverser h a l f o r core cowl panel i s replaced.

CAUTION: FAILURE TO PROPERLY ADJUST LATCHES AND SHIMS MAY ALLOW LATCHES TO DISENGAGE IN-FLIGHT RESULTING IN LOSS OF COWL.

When the core cowl panels are open, make sure the keeper eye b o l t s do not r o t a t e and t h a t the r e t e n t i o n pins are not sheared o f f . I f the keeper eye b o l t r o t a t e s , replace the broken or damaged keepers and/or latches immediately. When the core cowl panels are closed and l a t c h e d , measure the gap between the core cowl panels a t each l a t c h . Adjust the gap i f i t i s more than 0.22 inch (5.6 mm), using shims and a bearing pad.

Test - Force Necessary to Close Latches

CAUTION: DO NOT USE OVER 100 POUNDS FORCE TO PUSH LATCH HANDLE CLOSED. EXCESSIVE FORCE CAN DAMAGE LATCH.

CAUTION: DO NOT ROTATE KEEPER EYE BOLT TO ADJUST LATCH TENSION. DAMAGE TO KEEPER MAY RESULT.

I f the force necessary t o close the l a t c h i s not between 50 and 100 pounds ((22.7 - 45.4 KG), open the l a t c h to r e l a x the tension on the keeper. To adjust the f o r c e , t u r n the adjustment s t a r w i t h a hex wrench or

other s u i t a b l e t o o l . The l a t c h keeper mount has an arrow to show the d i r e c t i o n of r o t a t i o n to increase the cl o s i n g f o r c e . Properly adjusted latches close w i t h a loud pop. Close the core cowl latches and make sure a l l of the l a t c h handles are f l u s h w i t h the core cowl panel contour.

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ENGINE EXHAUST -- SLEEVE AND PLUG General

The t u r b i n e exhaust system gives a smooth e x i t path f o r t u r b i n e exhaust. The shape of the sleeve and plug form a covergent nozzle which helps the production of t h r u s t .

The t u r b i n e exhaust sleeve is a f t of the t u r b i n e rear frame. The t u r b i n e exhaust plug is i n s i d e the exhaust sleeve.

Turbine Exhaust Sleeve

The exhaust sleeve has a c o n i c a l shape. It weighs 159 pounds (72 KG). I t i s o n the outer flange of the t u r b i n e rear frame. The sleeve has a l o c a t o r p i n at the 12:00 p o s i t i o n . I t i s a c o u s t i c a l l y t r e a t e d w i t h brazed t i t a n i u m honeycomb. The core cowl r e s t s on pads around the sleeves leading edge.

Three low pressure (LP) recoup ducts connect to the forward web of the sleeve. These discharge LP recoup a i r and B/C sump drainage i n t o the primary gas stream.

WARNING: MAKE SURE THE FULL WEIGHT OF THE SLEEVE IS SUPPORTED BY THE CRADLE BEFORE YOU REMOVE BOLTS. THE SLEEVE MAY SHIFT OR FALL AND INJURE PERSONNEL OR DAMAGE COMPONENTS.

Turbine Exhaust Plug

The exhaust plug is stud-mounted to the inner flange of the t u r b i n e rear frame. It weighs 33 pounds (15 KG),

and i s a one-piece c o n s t r u c t i o n . I t i s a c o u s t i c a l l y t r e a t e d w i t h brazed t i t a n i u m honey comb. The plug also serves as a sump vent t h a t discharges an a i r / o i l mixture from the fan s h a f t center vent tube i n t o the primary gas stream.

WARNING: MAKE SURE THE FULL WEIGHT OF THE PLUG IS SUPPORTED BEFORE YOU REMOVE THE UPPER HALF STUDS. THE PLUG MAY SHIFT OR FALL AND INJURE PERSONNEL OR DAMAGE COMPONENTS.

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POWERPLANT -- FORWARD ENGINE MOUNT General

The forward engine mount transmits these loads to the s t r u t :

- Thrust - Vertical - Lateral loads.

Major components are the upper forward engine mount and the lower forward engine mount.

Upper Forward Engine Mount

The upper forward engine mount is part of the s t r u t . It has holes for the tension bolts that attach it to the lower engine mount and f o r the forward shear p i n .

Lower Forward Engine Mount

The lower forward engine mount i s made of a titanium a l l o y . The engine mount attaches to the a f t inner flange of the fan frame. The mount has a platform which attaches to the fan frame with these connections:

- Fail-safe clevis - Yoke bolted to the forward end of the platform - Two platform l i n k s which attach to the yoke - Two frame l i n k s which attach the yoke to the fan

frame.

The ends of the yoke also attach d i r e c t l y to the fan frame on both sides. One side has a tangential l i n k to allow f o r thermal effects.

Engine Attachment

The upper mount attaches to the lower mount platform with four tension b o l t s . Loads are transmitted from the fan case to the platform by the four l i n k s through the yoke. The tension bolts transmit v e r t i c a l loads (the weight of the engine). A shear pin on the platform f i t s i n to the upper mount to transmit l a t e r a l loads ( t h r u s t ) from the platform to the s t r u t .

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POWER PLANT -- AFT ENGINE MOUNT General

The a f t engine mount transmits l a t e r a l , v e r t i c a l , and torque loads. Major components are the upper a f t engine mount and the lower a f t engine mount.

Upper A f t Engine Mount

The upper a f t engine mount is p a r t of the s t r u t assembly. Two tandem b a r r e l nut assemblies in the mount connect to the tension b o l t s t h a t hold the upper and lower mounts together.

Lower A f t Engine Mount

The lower a f t engine mount attaches to the engine t u r b i n e rear frame at two p o i n t s . The l e f t attachment has a t a n g e n t i a l l i n k between the mount and frame t o allow f o r thermal e f f e c t s . The mount is Titanium.

Engine Attachment

The upper and lower mounts connect together during engine i n s t a l l a t i o n w i t h f o u r tension b o l t s and b a r r e l n u t s . Two shear pins transmit l a t e r a l loads between the mounts.

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POWTHI

REVI

ERPLANT -- ENGINE VENTS AND DRAINS S PAGE INTENTIONALLY LEFT BLANK

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POWERDrain

The sywaste nacel

The dleakimanifto thin th

Sampldeterr a t ethe d

- - - - - I

The tw

Drain

Sampld i r efan smast dthat

ched with the drain f l u i d sources

IRECT drain comes from these:

( f u e l ) actuator ulic ( f u e l ) actuators.

GB drain includes the HMU and f u e l via the drain manifold.

D drain include hydraulic pump, ssure r e l i e f valve and pad seals ld.

J-BOX i s from the forward box.

drain i s from the pylon cavity.

ANIFOLD drain i s from the f u e l shroud couplings.

Drains

rain prevents service overflow mulating on the engine. It does not mast, but drains through the lower

s f l u i d s drain from the combustor ne is not running. It does not

REVISIO

PLANT -- ENGINE VENTS AND DRAINS Manifold

stem consists of lines that collect and carry f l u i d s overboard from the engine and accessories, le, and pylon c a v i t i e s .

rain manifold captures a small sample of any ng f l u i d s through each separate drain l i n e to the old. Sampling ports are vented d i r e c t l y overboard e drain mast by flow through the manifold channels e drain manifold assembly

ing ports can be removed f o r leak rate mination with a quarter t u r n , to monitor the leak . These accessory gearbox drive pads interface with rain manifold:

Fuel pump Hydro mechanical unit Starter Hydraulic pump DG.

o a f t drains are not used and have blanking caps.

Mast

ing ports from the drain manifold are vented c t l y to the drain mast. The drain mast is below the tator case and extends below the fan cowl. The rains the drain manifold and other accessories are connected.

The drain mast i s etas follows.

Fluid from the FUEL D

- HP TCC hydraulic - VSV and VBV hydra

Fluid from the FUEL Apump drive pad seals

Fluid from the OIL/HYs t a r t e r , IDG case prefrom the drain manifo

Fluid from the FLUIDSe l e c t r i c a l junction

Fluid from the PYLON

Fluid from the FUEL Mnozzle/fuel manifold

Scupper and Combustor

An o i l tank scupper d(spillage) from accuconnect to the drain fan cowl area.

A combustor drain l e tsection when the engi


POW

connthe

REVI

ERPLANT -- ENGINE VENTS AND DRAINS

ect to the drain mast but has a l i n e that goes to bottom of the rear turbine frame.

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POWER PLANT -- HAZARD AREAS - TRAINING INFORMATION TIP General

Personnel must avoid the engine i n l e t and the exhaust area to prevent i n j u r y . The v e l o c i t y of the fan discharge a i r i s high enough t o cause serious i n j u r y . When i n reverse t h r u s t , the fan a i r i s discharged forward while the exhaust gas is discharged a f t .

A b l a s t fence is recommended if the engines are going to be run f o r t r i m and power adjustment in an area where s u f f i c i e n t space i s not a v a i l a b l e f o r d i s s i p a t i o n of the fan and exhaust b l a s t .

High temperatures e x i s t several hundred f e e t from the exhaust nozzle. Near the engine, the exhaust temperature is high enough to damage asphalt. Therefore, concrete aprons are suggested f o r run-up areas.

WARNING: DURING ENGINE RUN AT IDLE POWER, THE HAZARD ZONE MUST BE KEPT CLEAR, EXCEPT THAT ENGINE SAFETY BARRIER MAY BE SECURED IN INLET HAZARD ZONE.

NOTE: FORWARD IDLE THRUST EXHAUST HAZARD ZONE MUST ALSO BE KEPT CLEAR DURING REVERSE THRUST OPERATION.

NOTE: IF SURFACE WIND IS MORE THAN 25 KNOTS, INCREASE DISTANCE OF INLET BOUNDARY BY 20 PERCENT. IF RAMP SURFACES ARE SLIPPERY, ADDITIONAL PRECAUTIONS SUCH AS CLEANING THE RAMP WILL BE NECESSARY TO PROVIDE PERSONNEL SAFETY.

NOTE: GROUND PERSONNEL MUST STAND CLEAR OF THESE HAZARD ZONES AND MAINTAIN COMMUNICATION WITH FLIGHT COMPARTMENT WITH FLIGHT COMPARTMENT PERSONNEL DURING ENGINE RUNNING.

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POWER PLANT -- HAZARD AREAS 2 - TRAINING INFORMATION TIP

General

Personnel must avoid the engine i n l e t and the exhaust area to prevent i n j u r y . The v e l o c i t y of the fan discharge a i r i s high enough t o cause serious i n j u r y . When i n reverse t h r u s t , the fan a i r i s discharged forward and the exhaust gas is discharged a f t .

A b l a s t fence is recommended if the engines are to be run f o r t r i m and power adjustment in an area where s u f f i c i e n t space i s not a v a i l a b l e f o r d i s s i p a t i o n o f the fan and exhaust b l a s t .

High temperatures e x i s t several hundred f e e t from the exhaust nozzle. Near the engine, the exhaust temperature is high enough to damage asphalt. Therefore, concrete aprons are suggested f o r run-up areas.

WARNING: DURING ENGINE RUN AT IDLE POWER, THE HAZARD ZONE MUST BE KEPT CLEAR, EXCEPT THAT ENGINE SAFETY BARRIER MAY BE SECURED IN INLET HAZARD ZONE.

NOTE: FORWARD IDLE THRUST EXHAUST HAZARD ZONE MUST ALSO BE KEPT CLEAR DURING REVERSE THRUST OPERATION.

NOTE: IF SURFACE WIND IS MORE THAN 25 KNOTS, INCREASE DISTANCE OF INLET BOUNDARY BY 20 PERCENT. IF RAMP SURFACES ARE SLIPPERY, ADDITIONAL PRECAUTIONS SUCH AS CLEANING THE RAMP WILL BE NECESSARY TO PROVIDE PERSONNEL SAFETY.

NOTE: GROUND PERSONNEL MUST STAND CLEAR OF THESE HAZARD ZONES AND MAINTAIN COMMUNICATION WITH FLIGHT COMPARTMENT WITH FLIGHT COMPARTMENT PERSONNEL DURING ENGINE RUNNING.

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POWER PLANT -- ENGINE ENTRY CORRIDOR - TRAINING INFORMATION POINT General

During engine o p e r a t i o n , access to the engine may be necessary f o r maintenance purposes. The entry c o r r i d o r s to approach an operating engine are between the danger areas created by the i n l e t and exhaust f l o w .

WARNING: ALL PERSONNEL MUST AVOID DANGER AREAS IN FRONT AND REAR OF POWER PLANT AND REMAIN OUTSIDE OF ENGINE SAFETY BARRIER, IF USED, DURING GROUND RUNNING OPERATIONS. THE ENGINE IS CAPABLE OF DEVELOPING ENOUGH SUCTION AT THE INLET TO PULL A PERSON UP TO OR PARTIALLY INTO THE DUCT WITH POSSIBLE FATAL RESULTS. THEREFORE, WHEN APPROACHING ANY TYPE OF JET ENGINE, PRECAUTIONS MUST BE TAKEN TO KEEP CLEAR OF THE INLET AIR STREAM. THE SUCTION NEAR THE INLET CAN ALSO PULL IN HATS, GLASSES, LOOSE CLOTHING AND WIPE RAGS FROM POCKETS. ANY LOOSE ARTICLES MUST BE MADE SECURE OR REMOVED BEFORE WORKING AROUND THE ENGINE.

The entry c o r r i d o r must be used only during these c o n d i t i o n s :

- Engine operation may not exceed low (minimum) i d l e thrust while personnel are in the entry corridor.

- Positive communication between personnel in f l i g h t compartment and personnel using the entry corridor is mandatory.

- I n l e t and exhaust hazard areas must be s t r i c t l y observed by personnel in the entry corridor.

NOTE: I f surface wind i s more than 25 knots, increase distance of i n l e t boundary by 20 percent. I f ramp surfaces are slippery, additional precautions such as cleaning the ramp w i l l be necessary to provide personnel safety.

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POWER PLANT -- ENGINE NOISE HAZARD AREA - TRAINING INFORMATION POINT General

Jet engines produce noise t h a t can cause temporary and permanent loss of hearing. Even short exposures to extreme noise may r e s u l t i n damage t o the ears. Noise also a f f e c t s the ear to cause unsteadiness or i n a b i l i t y to walk or stand.

WARNING: EVEN WITH EAR PROTECTION, PROLONGED EXPOSURE CAN CAUSE EAR DAMAGE.

A l l personnel must use ear p r o t e c t i o n . The cup-type ear p r o t e c t i o n is recommended. A chart f o r single-engine operation shows the l i m i t s of distance versus exposure time during d i f f e r e n t engine t h r u s t c o n d i t i o n s .

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ENGINE -- INTRODUCTION

General

The General E l e c t r i c CF6-80C2F engine i s a high-bypass r a t i o turbofan engine. The engines supply power f o r the e l e c t r i c a l , h y d r a u l i c , and pneumatic systems.

The engine systems are described in t h i s sequence:

- Power p l a n t (71) - Engine (72) - O i l (79) - Engine i n d i c a t i n g (77) - Engine a i r (75) - Engine f u e l and c o n t r o l (73) - Engine c o n t r o l s (76) - S t a r t i n g (80) - I g n i t i o n (74) - Exhaust ( 7 8 ) .

Abbreviations and Acronyms

ACC - a c t i v e clearance c o n t r o l ACTR - a c t u a t o r AMM - a i r c r a f t maintenance manual CRF - compressor rear frame c t r l - c o n t r o l TAI - t h e r m a l a n t i - i c e GE -General E l e c t r i c gnd -ground hdlg - h a n d l i n g HMU - hydromechanical u n i t HPC - high pressure compressor

HPT - high pressure t u r b i n e IDG - i n t e g r a t e d d r i v e generator LPC - low pressure compressor LPT - low pressure t u r b i n e PRSOV - pressure r e g u l a t i n g and s h u t o f f valve svc - s e r v i c e TIP - t r a i n i n g information p o i n t T/R - t h r u s t reverser T12 - temperature at s t a t i o n 1.2 VBV - v a r i a b l e bypass valves VSV - v a r i a b l e s t a t o r vanes

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ENGTHI

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ENGIGener

The Cr a t i oand lboostcomprestagepress(LPT)

Five repla

- - - - -

Fan M

The fthe fprovithe fthe fframe the t

ts of a l l the parts w i t h i n the e and the compressor rear frame. vide s t r u c t u r a l support. These mponents of the core module:

frame

ssure t u r b i n e nozzle.

e Module

b i n e module contains the 2-stage d the stage 2 HPT nozzle assembly. nergy from the combustor discharge to the HPC r o t o r through a spool he HPT stage 2 s t a t o r is provided which b o l t s to the compressor rear

Module

i n e (LPT) module has these

me.

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F6-80C2 i s a dual-spool, a x i a l f l o w , high-bypass turbofan engine. I t has a n i n t e g r a t e d fan r o t o r ow pressure compressor ( a l s o r e f e r r e d to as a er compressor), and a 14-stage high pressure ssor (HPC). The combustor is annular t y p e . A 2- high pressure t u r b i n e (HPT) drives the high ure compressor and a 5-stage low pressure t u r b i n e drives the fan and low pressure compressor.

modules make up the engine. Each module may be ced as an assembly. These are the f i v e modules:

Fan module Core module High pressure t u r b i n e module Low pressure t u r b i n e module Accessory gearbox module.

odule

an module has three main elements; the fan r o t o r , an s t a t o r , and the fan frame. The fan frame des s t r u c t u r a l support to the other elements of an module. The forward engine mount attaches to an frame. Mounting provisions are made in the fan f o r the i n l e t gearbox, the r a d i a l d r i v e s h a f t , and r a n s f e r gearbox.

Core Module

The core module consiscompressor s t a t o r casThese two elements proare the f i v e main co

- HPC r o t o r - HPC s t a t o r - Compressor rear - Combustor - Stage 1 high pre

High Pressure Turbin

The high pressure t u rHPT r o t o r assembly anThe HPT r o t o r takes egases to supply power s h a f t . Support f o r tby the t u r b i n e case, frame.

Low Pressure Turbine

The low pressure t u r bcomponents:

- LPT r o t o r - LPT s t a t o r - Turbine rear fra


ENGThe LPT takpowespltra

Acc

The enggearand splir a dfraon tdriaccethe

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INE -- ENGINE MODULES turbine rear frame is the structural element of the module. It supports the stator case. The LPT rotor es energy from the HPT discharge gases to supply r to the fan r o t o r . The turbine shaft assembly is ine coupled to the fan mid shaft to provide power nsfer and allow modular disassembly.

essory Gearbox Module

accessory gearbox module has two gear t r a i n s . Most ine-driven accessories get power from the accessory box which gets power through the transfer gearbox horizontal drive shaft. The i n l e t gearbox is ne-driven by the HPC r o t o r . The i n l e t gearbox, i a l drive shaft, and transfer gearbox are in the fan me, at the 6:00 position. The accessory gearbox is he bottom of the compressor case. The horizontal ve shaft connects the transfer gearbox to the ssory gearbox. An accessory heat shield protects gearbox and accessories from core engine

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ENGINE -- AIRFLOW STATIONS General

Station numbers are f o r positions along the aerodynamic flow paths which correspond to changes in the flow characteristics. The station numbers are also used to i d e n t i f y instrumentation positions f o r pressure and temperature sensors. Temperature and pressure sensors have a T or a P, followed by a station number which shows the location of the sensor in the a i r f l o w . These are the CF6-80C2 stations:

- 12 fan t i p i n l e t - 14 fan duct e x i t - 25 high pressure compressor i n l e t - 3 high pressure compressor e x i t - 49 low pressure turbine i n l e t - 5 low pressure turbine e x i t .

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ENGINE -- COMPRESSOR SECTION

General

The compressor section combines a 5-stage low pressure compressor (LPC) and a 14-stage high pressure compressor (HPC). The LPC ( o r N1 r o t o r ) and the HPC ( o r N2 r o t o r ) have concentric s h a f t s . The low pressure compressor provides the mass flow f o r the fan a i r exhaust and is a supercharger f o r the HPC. The HPC provides high pressure a i r f o r combustion, engine c o o l i n g , and a i r c r a f t services.

Locations

The compressor section components are in the fan and core modules of the engine. The LPC r o t o r and s t a t o r are in the fan module. The HPC r o t o r and s t a t o r are in the core module.

Features

The LPC has these components:

- Fan mid s h a f t - Fan forward s h a f t - LPC r o t o r - LPC s t a t o r - Stage 1 Fan Blade.

This section makes most of the engine t h r u s t from the fan a i r exhaust. The fan blades also act as the f i r s t stage of compression f o r the LPC.

The HPC consists of a 14-stage compressor and compressor case. Six stages have v a r i a b l e s t a t o r vanes. There is one stage of v a r i a b l e i n l e t guide vanes and 5 stages of v a r i a b l e s t a t o r vanes. The remaining 8 stages of s t a t o r vanes do not move.

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ENGINE -- FAN ROTOR

The fan rotor contains the rotating components f o r the low pressure compressor. The f i v e stages of blades accelerate the i n l e t a i r to provide these functions:

- Thrust - Air f o r a i r c r a f t services - Combustion a i r - Cooling a i r .

These are the rotating components:

- Fan mid shaft - Fan forward shaft - Stage 1 fan blades - Stage 1 fan disk - Booster blades and spool - Fan rotor spinner.

Fan Mid Shaft

The fan mid shaft is a tubular structure. It transmits torque from the LPT to the LPC. It is spline coupled to the fan forward shaft and the LPT r o t o r . A center vent tube vents the A sump and i s a x i a l l y supported within the mid shaft.

Fan forward Shaft

The fan forward shaft provides support f o r the fan disk, the number 1 b a l l bearing inner races, and the

number 2 r o l l e r bearing inner race. The bearing manifold vents the A sump to the vent tube

Stage 1 Fan Blades

The stage 1 fan blades are made of titanium. They provide the f i r s t stage of compression f o r the LPC, and accelerate the a i r mass to provide the major portion of the engine t h r u s t . There are 38 blades on the fan disk in axial dovetail s l o t s . the blades are 30 inches long and have a mid-span shroud that protrudes from both sides of the a i r f o i l . The shrouds on each blade interlock with the adjacent blades to form a continuous ring t o aid torsional

Stage 1 Fan Disk

The stage 1 fan disk p locations f o r :

- Stage 1 fan blad- Fan rotor spinne- Fan forward shaf- Booster spool.

Booster Blades and Sp

The booster spool bol disk and supports the LPC stage 2 throu lades. The blade lengths are from 4.75 Stages 2, 3, 4, and 5 have 62, 71, 80, and pectively. The blades mount in doveta


r i g i d i t y .

rovides mount

es r t

ool

ts to the fan gh 5 booster b to 6 inches. 71 blades resil s l o t s .

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ENGINE -- ACOUSTIC LINERS AND OUTLET GUIDE VANES General

The a c o u s t i c a l l i n e r s decrease noise output l e v e l s . The o u t l e t guide vanes (OGVs) s t r a i g h t e n the fan discharge a i r to increase t h r u s t and decrease noise.

The acoust i c a l l i n e r s and the OGVs are l i n e replaceable u n i t s .

Acoustical Liners

The a c o u s t i c a l l i n e r s are segmented f o r ease of maintenance. There are three bands of these panels in the fan duct outer w a l l and one inner band. Two bands are on the inner w a l l of the forward fan case. One outer band and inner band are in the a f t fan case.

The inner l i n e r s are between each of the fan case s t r u t s and are removed t o get access t o the OGVs. A l l l i n e r s are fastened by apex fasteners.

Fan Frame OGV

The fan frame OGVs are r i g i d graphite epoxy bolted t o the a f t fan case. There are f i v e vanes per segment and each vane can be i n d i v i d u a l l y removed.

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ENGINE -- FAN BLADES Fan Rotor Blades

The 38 fan r o t o r blades are in canted d o v e t a i l s l o t s in the fan d i s k . The blades are numbered counterclockwise looking a f t . Blade p o s i t i o n 1 is the second blade counterclockwise from the o f f s e t spinner b o l t h o l e . The o f f s e t spinner b o l t hole is marked on the d o v e t a i l post w i t h an OS stamping. A spacer and keyed r e t a i n e r prevent forward motion of the blade in the s l o t . The mid-span shrouds also prevent f o r e and a f t motion of the blades. Removal of the spacer allows the blade to move r a d i a l l y inward. This disengages the mid-span shroud.

CAUTION: ALL PARTS REMOVED, EXCEPT BOLTS AND NUTS, SHOULD BE MATCHMARKED OR NUMBERED FOR ASSEMBLY IN ORIGINAL ALIGNMENT AND POSITION. USE ONLY APPROVED MARKING MATERIAL.

CAUTION: DUE TO GE SBS, CHECK AMM 72-31-02 BEFORE INTERMIXING RETAINERS AND OR BALANCE WEIGHTS.

NOTE: When you remove only one fan blade or opposite blades, i t i s necessary t o remove the blade r e t a i n e r key from the adjacent blades to allow enough blade movement to disengage the mid-span shroud.

When fan blades are replaced, the minimum allowable clearance between blade t i p s and the abradable shroud must be maintained.

CAUTION: ALL FIRST STAGE FAN BLADES, RETAINERS/SPACERS MUST BE INSTALLED BEFORE MEASURING BLADE TIP-TO-SHROUD CLEARANCES.

I t i s important t o consider moment weights o f replacement blades. By replacement of blades in matched p a i r s 180 degrees apart and c a r e f u l use of balance weights, t r i m balance procedures may be avoided. The moment weight i s stamped on the bottom of the d o v e t a i l and the weight class is stamped on the forward outer surface of the p l a t f o r m .

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ENGINE -- FAN SPINNER Fan Rotor Spinner

The spinner cone mounts to the forward flange of the stage one fan disk by 38 b o l t s . One of the 38 bolts is offset r a d i a l l y to align the spinner cone to the fan disk. The offset hole location is marked by white paint or a dimple on the surface near the hole.

The spinner cone provides an aerodynamic flow path f o r a i r to go i n t o the fan. I t s conical shape decreases ice accumulation so a n t i - i c i n g is not necessary.

Sealing Ring

A sealing ring is between the spinner cone and fan disk. The sealing ring prevents a i r leakage i n t o the spinner cone. The seal ring has the rounded edge forward and the small bevel a f t and outward.

Balance Weights

Radial captive nuts in the spinner provide mount locations f o r fan trim balance screws. Trim balance screws are used as necessary, but a l l 38 trim balance screw holes are f i l l e d by a balance screw. There are fourteen (14) different weighted screws available for fan trim balance.

Balance Methods

Trim balance may be necessary when the EICAS FAN parameter is more than the vibration guidelines in the AMM. There are four methods used to balance the engine.

Analyzer Method

The analyzer method uses an analyzer to measure the amplitude, phase angle, and N1 speed. This data is used to calculate the balance correction weight f o r in the spinner cone.

Three Shot Plot

The three shot plot method uses the vibration signal that i s shown i n the f l i g h t compartment and a geometrical chart to f i n d the balance correction solution. Three shot plot i s used when an analyzer i s not available.

EICAS Procedure

The EICAS procedure m EICAS system to measure the amplitude, and N1 to calculate the balance solution.

MTI (Portable Balanc

The MTI (Mechanical Te c.) portable balancing system, 400 ates the best balance solution. A l with balancing software provides bala with inputs from the AVM, engine, and


ethod uses the phase angle,

ing System)

chnologies In0/4001, calculaptop computernce solutionsEICAS.

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ENGINE - FAN SPINNER


ENGINE -- HIGH PRESSURE COMPRESSOR General

The high pressure compressor (HPC) is a 14-stage compressor. The compressor rotor is driven by the high pressure turbine. The stator vanes include the six stages of variable geometry vanes and eight stages of fixed vanes. The outlet guide vanes are in the compressor rear frame.

The HPC rotor turns on bearings 3R (forward), 4R, 4B, and 5R ( a f t ) . The HPC rotor is coupled to the HPT rotor which provides the torque necessary to compress the core a i r and to drive the accessory drives module. The HPC rotor transmits power at the forward end to the i n l e t gearbox and accessories gearbox.

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ENGINE -- COMPRESSOR REAR FRAME/COMBUSTION SECTION

General

The compressor rear frame (CRF) is the a f t section of the core module. I t provides the primary support f o r the HPC/HPT r o t o r i n the form of the B-C sump bearing support s t r u t s . It also has the HPC o u t l e t guide vanes, the combustor and the HPT i n l e t guide vanes (stage 1 t u r b i n e nozzle). These components are in the CRF:

- Fuel nozzles - Igniter plugs - Borescope ports - Combustor d r a i n - Instrumentation p o r t s .

Combustion Section

The combustion section provides the environment to sustain combustion during a l l phases of engine operations.

Two 360 degree a n n u l i , the inner l i n e r , and the outer l i n e r , form the combustion chamber. The l i n e r s are made of n i c k e l a l l o y s which have good strength c h a r a c t e r i s t i c s at high temperatures. They have a thermal b a r r i e r m a t e r i a l coating to p r o t e c t the parent metal.

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ENGI

Gener

The tenergdrive

The fenergfan a

High

The H

- - -

The sframe

The HPbladecontiinterthrou1 bladovet

The swith comprsegme

l the turbine case. This a i r flow active clearance control (ACC) r f o r details.(MTM 75)

ine consists of the LPT s t a t o r , rbine rear frame. The stator is iece casing. There are f i v e stages t stage nozzle is cooled using 7th ator case is cooled by the ACC em. See Engine Air f o r details.(MTM

i v e stages of blades and disks e LPT shaft is splined to the fan disks are bolted to the shaft and slots that hold the blades. There ge 1, 124 in stage 2, 88 in stages tage 5.

e is a major structural support. attaches to the rear frame.

leases a i r and o i l vapor a x i a l l y to the centerbody cavity. The ard through a hole in the exhaust em gets contaminated by f u e l , the gh the center vent system. If t h i s

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al

wo-stage high pressure turbine (HPT) changes the y of the combustor exhaust gas i n t o torque to the HPC.

ive-stage low pressure turbine (LPT) changes the y of the HPT exhaust gas i n t o torque to drive the nd LPC.

Pressure Turbine

PT consists of these components:

Stage 1 HPT nozzles Two-stage HPT rotor Stage 2 HPT nozzles.

tage 1 nozzle section is in the compressor rear .

T rotor has two stages of a i r cooled turbine s. The rotor and blade assembly is cooled by a nuous flow of compressor discharge a i r to the nal cavity of the r o t o r . The a i r discharges gh outlet holes in the blades. There are 80 stage des and 74 stage 2 blades. The blades are in ail slots in the r o t o r .

tage 2 HPT nozzle assembly consists of 24 segments 2 vanes each. The nozzles are cooled by 11th stage essor a i r . The a i r goes to each of the 24 nts.

Fan a i r is used to coois controlled by thesystem. See Engine Ai


The low pressure turbLPT r o t o r , and the tumade of a cast, one-pof nozzles. The f i r sstage HPC a i r . The stturbine cooling syst75)


The LPT Rotor has of fand the LPT shaft. Thmid-shaft. The blade contain the dovetailare 118 blades on sta3 and 4, and 98 in s

The turbine rear framThe a f t engine mount

Center Vent

The lube system vent rethrough the engine invapor then goes overboplug. If the o i l systf u e l vapor goes throu


ENGf u eof tflamthe

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INE -- TURBINE SECTION l vapor i g n i t e s , the flame arrestor at the a f t end he center vent tube prevents the movement of a e up the center vent tube and sustained burning in forward fan shaft cavity.

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ENGINE -- ACCESSORY DRIVES ASSEMBLY System Description

Engine-driven accessories are mechanically driven through two gear t r a i n s . The f i r s t (and largest) consists of these components:

- I n l e t gearbox - Radial driveshaft - Transfer gearbox - Horizontal driveshaft - Accessory gearbox.

It is driven o f f the HPC (N2) r o t o r .

Locations and Features

The i n l e t gearbox and r a d i a l driveshaft are in the fan module. The transfer gearbox bolts to the fan frame. The accessory gearbox is suspended from the core module with the horizontal driveshaft connected between it and the transfer gearbox. An accessory heat shield protects the gearbox and accessories from the high temperatures of the engine core area.

Accessory Drive Components

The r a d i a l driveshaft is splined to a r a d i a l bevel gear and driven by a gear at the forward end of the HPC r o t o r . The shaft transmits torque to the transfer gearbox. The r a d i a l driveshaft is at an angle of 54 degrees to the core axis.

The horizontal drive shaft goes through a housing and connects the transfer and accessory gearboxes. The transfer gearbox is on the fan frame at the 6:00 position. The gearbox contains bevel gears that redirect the torque of the rotating radial shaft to the horizontal drive shaft.

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ENGINE -- ACCESSORY DRIVES MODULE General

Most of the gear-driven engine accessories are on the accessory gearbox. It is a one-piece cast aluminum housing t h a t contain these components necessary to d r i v e the various accessories:

- Bearings - Shafts - Spur gears - Seals - O i l nozzles.

Each accessory mounts to the gearbox through accessory d r i v e gearshaft adapter packages. These pads allow removal and replacement of the i n t e r n a l components without disassembling the gearbox. Spring loaded carbon seals ( n o t shown) are used to prevent o i l leakage. These s e a l s , where used, must be removed before you p u l l the spur gears and s h a f t s . Refer to the graphic f o r the pad l o c a t i o n s f o r these accessories:

- Hydromechanical u n i t (HMU) - Lube and scavenge pump assembly - Permanent magnet a l t e r n a t o r - Hydraulic pump - Integrated d r i v e generator (IDG) - Pneumatic s t a r t e r - Fuel pump - N2 speed sensor.

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ENGINE -- ENGINE BORESCOPE INSPECTION PORTS - TRAINING INFORMATION POINT General

Borescope ports provide v i s i b i l i t y to internal parts of the engine. The borescope provides v i s i b i l i t y to these components:

- High pressure compressor rotor - High pressure turbine - Combustor - Low pressure turbine.

Borescope Inspection Port Location

The borescope ports are on the l e f t and r i g h t side of the engine. Each port has a number that relates to a section of the engine. The f i r s t two numbers id e n t i f y the section of the engine such as these examples:

- High pressure compressor (B1) - Combustor (B2) - High pressure turbine (B3) - Low pressure turbine (B4).


During a borescope process, remove only the plugs necessary. This prevents loss of borescope plugs and l i m i t s plug location confusion.

The LPT and HPT borescope plugs look the same and must not be confused. The LPT plug is stamped on the external surface with the word LPT.

Borescope ports B1-8 and B1-9 are in the 8th stage a i r manifold. Removal of the 8th stage a i r duct at the mainfold is necessary f o r port access.

NOTE: When high pressure rotor rotation i s necessary during the borescope process, the rotor rotation is done through the accessory drive pad on the forward, r i g h t side of the accessory gearbox. This pad allows three drive methods, manual 1/2-inch ratchet, air-driven motor, and e l e c t r i c -driven motor.

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ENGINE OIL -- INTRODUCTION Purpose

The engine o i l system does these f u n c t i o n s :

- Supplies o i l t o l u b r i c a t e , c o o l , and clean the engine bearings and gearboxes

- Gives heat to the engine f u e l to prevent i c e in the f u e l .

The o i l system has these subsystems:

- Storage - Distribution - I n d i c a t i n g .


AGB - accessory gearbox C - C e l s i u s DCU - data concentrator u n i t EEC - e l e c t r o n i c engine c o n t r o l EICAS - engine i n d i c a t i o n and crew a l e r t i n g

system eng -engine LFDS - large format display system HMU - hydromechanical u n i t L(R) - l e f t o r r i g h t N1 - low pressure compressor speed N2 - high pressure compressor speed PERF/APU - performance/auxiliary power u n i t press -pressure

PSI - pounds per square inch PSID - pounds per square inch d i f f e r e n t i a l

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ENGINE OIL -- GENERAL DESCRIPTION General

The o i l system lubricates, cleans, and cools engine bearings and components. It is these three major subsystems:

- Storage - Distribution - Indication.

The o i l system f l u i d s are completely self-contained. It is separated from a l l other f l u i d systems of the engine and airplane.

Component Location

A l l components of the o i l system are on the engine. The o i l tank is on the r i g h t side of the engine fan case. The scavenge o i l f i l t e r i s below the o i l tank. The lube and scavenge pump assembly is on the forward side of the accessory gearbox. The f u e l / o i l heat exchanger and servo f u e l heater are on the lower r i g h t side of the engine a f t of the f u e l control. O i l system sensors, on the engine, send indication signals to EICAS and the electronic engine control (EEC).

Features

The storage system is the o i l tank and tank components.

The d i s t r i b u t i o n system circulates the o i l by the lube and scavenge pump assembly. F i l t e r s and screens clean the o i l . A magnetic chip detector cleans the o i l and

monitors abnormal wear. The f u e l / o i l heat exchanger and servo f u e l heater cool the o i l and heat the f u e l .

The engine has a center vent design. This design releases a i r and o i l vapor a x i a l l y through the center of the engine within the N1 and N2 shafts.

Operation

O i l flows by gravity from the o i l tank to the lube and scavenge pump assembly which i s shaft-driven by the accessory gearbox. The pressure pump forces the o i l to the engine bearings and the gearboxes. Scavenge return lines bring the o i l ba e scavenge pumps i n the lube and scavenge The o i l flow is combined and routed th o f u e l heater, the f u e l / o i l heat exchang ge o i l f i l t e r and back i n t o the o i l ta switches give indications of these f

- O i l pressure - Temperature - Quantity - Low o i l pressure- Impending bypass nge o i l f i l t e r .

O i l pressure is not r


ck to the f i v pump assembly.rough the server, the scavennk. Sensors andunctions:

of the scave

egulated.

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ENGINE OIL -- STORAGE - GENERAL DESCRIPTION General

The o i l storage system stores the engine o i l that is not in c i r c u l a t i o n . A l l functions of the system are automatic. These are the primary components of the o i l storage system:

- O i l tank - O i l tank f i l l e r cap - O i l tank pressurizing valve - Pressure r e l i e f valve.

To get access to these components, open the r i g h t fan cowl panel.

O i l Tank

The o i l tank stores the engine o i l . It is on the r i g h t side of the fan case. The tank is made of aluminum. The t o t a l volume of the tank is eight U.S. gallons. The tank includes pressure fill port connections, a sight glass, and a drain plug. A deaerator surface (not shown) is in the tank to help remove a i r from the returning o i l .

O i l Tank F i l l e r Cap

The o i l tank f i l l e r cap permits manual f i l l i n g of the o i l tank and seals the opening of the fill port. The cap is on the upper r i g h t side of the o i l tank. To get access f o r servicing, open the o i l tank access door in the r i g h t fan cowl panel or open the cowl panel.

O i l Tank Pressurizing Valve

The o i l tank pressurizing valve maintains tank internal pressure and is on top of the o i l tank. The o i l tank is pressurized by the a i r - o i l stream that returns through the scavenge return tube. The valve vents a i r into the A sump at 7 to 11 psi above the transfer gearbox vent pressure.

Pressure Relief Valve

The pressure r e l i e f valve is a back-up safety valve that relieves tank pressure. At 27 p s i , it vents to ambient a i r to prevent . The valve is below the f i l l e r cap scuppe


tank rupturer basin.

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ENGINE OIL -- STORAGE - TRAINING INFORMATION POINT O i l Tank Maintenance Practices

Do a check of the o i l l e v e l a f t e r the engine has been shut down. For safety reasons, do not check the o i l l e v e l f o r a t l e a s t f i v e minutes a f t e r shutdown. For consistent r e s u l t s , the check should be made w i t h i n 30 minutes of engine shutdown.

When the o i l tank i s manually f i l l e d , the tank i s f u l l y serviced when o i l begins t o s p i l l over i n t o the scupper.

When pressure f i l l i n g , the tank i s f u l l y serviced when the o i l flows out through the o v e r f i l l l i n e .

A s i g h t glass i s below the f i l l p o r t scupper a t a l e v e l three quarts below f u l l . The s i g h t glass i s not a r e l i a b l e way t o f i n d i f the tank i s properly serviced. I f the b a l l i n the s i g h t glass i s a t any l e v e l other than the top of the g l a s s , s e r v i c i n g is probably necessary. I f the b a l l i s a t the top o f the s i g h t g l a s s , the tank is between two quarts low and over serviced.

When an engine is motored, the scavenge pumps do not have s u f f i c i e n t speed t o r e t u r n the o i l t o the tank. This causes o i l to be hidden in the sumps. The s i g h t glass erroneously shows t h a t s e r v i c i n g of the o i l tank is necessary. The engine must be run in accordance w i t h the maintenance manual procedures before the tank is f u l l y serviced t o prevent over s e r v i c i n g .

A f t e r engine shutdown, the o i l tank has provisions to slowly bleed o f f the pressure i n the tank.

WARNING: WAIT A MINIMUM OF FIVE MINUTES AFTER ENGINE SHUT DOWN BEFORE REMOVING FILLER CAP TO ALLOW TANK PRESSURE TO BLEED OFF. HOT OIL FROM THE TANK COULD CAUSE SEVERE BURNS.

O i l Tank F i l l e r Cap Troubleshooting

I f o i l pressure i n d i c a t i o n s are reported t o change w i t h f l i g h t a l t i t u d e , the O-ring seal o n the o i l tank f i l l e r cap may be damaged. If the O-ring seal is damaged, the tank pressure may be l w i t h a l t i t u d e . The o i l pressure i n d i c a t ange because the o i l pressure t r a n s m i t t e r ck pressure from the o i l tank.


ow and changes i o n may then chsenses less ba

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ENGINE OIL -- DISTRIBUTION - GENERAL DESCRIPTION Pressure O i l Flow

Engine o i l in the o i l tank flows by gravity through the supply i n l e t screen to the lube and scavenge pump. The pressure pump element of the lube and scavenge pump provides the force to lubricate and cool the engine bearings and gears. The o i l flows from t h i s pressure pump through an an t i - s t a t i c leak valve (makes sure o i l does not flow from the tank to the bearings after engine shutdown) and out to the bearings and gears.

Lubrication and Cooling

The o i l pressure l i n e to the A sump distributes o i l to these components:

- No. 1 ( b a l l ) bearing - No. 2 and 3 ( r o l l e r ) bearings - Accessory gear drive and bearings - Accessory gearbox.

Sump A includes an a i r / o i l separator.

The o i l pressure l i n e to the B/C sump sprays o i l on the No. 4 ( b a l l ) , 4 ( r o l l e r ) , and 5 ( r o l l e r ) bearings. The vent tube vents a i r from the B/C sump to the A sump, and then through the center vent tube and a flame arrestor i n t o the exhaust.

The o i l pressure l i n e to the D sump sprays o i l on the No. 6 ( r o l l e r ) bearing.

Scavenge O i l Flow

Oi l from the A sump drains down the ra d i a l drive shaft housing i n t o the transfer gearbox where it is scavenged. Slinger-type disk pumps in the A and D sumps provide positive sump draining f o r high altitude operation or airplane maneuvers (dive and r o l l attitudes) when scavenge would otherwise be d i f f i c u l t .

The o i l from the sumps and the gearboxes returns to the lube and scavenge pump through i n l e t screens to the f i v e scavenge pump elements. A l l scavenge o i l flow from the f i v e scavenge pump elements combines i n the pump assembly to be discha mmon port.

From the lube and scav scavenge o i l flows under pressure past th p detector and then through the servo f u e e f u e l / o i l heat exchanger. The scavenge hen f i l t e r e d by the scavenge o i l f i l t ns to the o i l tank.

Abnormal O i l Flow Con

The lubrication system when the engine i s running. Motoring and perations do not provide adequate sump zation nor s u f f i c i e n t scavenge f cause incorrect indications of o i l q nsumption.


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ENGINE OIL -- DISTRIBUTION - COMPONENT LOCATION

General

The o i l d i s t r i b u t i o n system provides the supply and scavenge force to do these functions:

- Lubricate the engine bearings and gearboxes - Cool the o i l - Clean contaminants from the o i l .

Component Locations

The lube and scavenge pump i s on the front side of the accessory gearbox.

The supply and scavenge i n l e t screens are on the lube and scavenge pump. (Internal components are not shown.)

The magnetic chip detector is in an o i l tube adjacent to the drain module.

The f u e l / o i l heat exchanger i s on the f u e l pump and i s a f t of the main engine control (MEC).

The scavenge o i l f i l t e r i s below the o i l tank on the fan case.

General Operation

A l l operations of the o i l d i s t r i b u t i o n system are automatic.

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ENGINE OIL -- DISTRIBUTION - LUBE AND SCAVENGE PUMP General

The lube and scavenge pump provides the pressure f o r the l u b r i c a t i n g o i l .

The lube and scavenge pump is on the forward side of the accessory gearbox. To get access to the pump, open the t h r u s t reversers.

The lube and scavenge pump contains one pressure pump element and f i v e scavenge pump elements. There are two rows of vane type p o s i t i v e displacement pumps i n the pump housing. Each row contains three pump elements. The di f f e r e n c e between the pump elements i s capacity, which is determined by the diameter and length of each. Regulation o f o i l pressure i s not necessary.

The lube and scavenge pump i s s p l i n e s h a f t - d r i v e n by the accessory gearbox.

Screens and chip detectors are provided to i s o l a t e problems.

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ENGINE OIL -- DISTRIBUTION - LUBE AND SCAVENGE PUMP - TRAINING INFORMATION POINT General

A l l o i l i n l e t ports of the pump are on the top surface except the pump driveshaft spline supply which connects to a port on the bottom. There is limited access space between the top of the pump and the bottom of the engine. The o i l tube flanges have threaded inserts. The bolts that attach these flanges go through the pump body from the bottom f o r easy removal and replacement. Three reusable metal-backed gaskets seal the flanged tubes to the pump. These self-aligning carriers prevent a major problem that would occur if O-ring seals were used.

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ENGINE OIL -- DISTRIBUTION - SUPPLY AND SCAVENGE INLET SCREENS Purpose

The supply and scavenge i n l e t screens, with the scavenge o i l f i l t e r , f i l t e r s the o i l .

Location

The supply and scavenge i n l e t screens are in the lub and scavenge pump housing which is on the forward si of the accessory gearbox. To get access to the screen open the thrust reverser halves.

Physical Description

Each i n l e t port to the six pump elements contains a cleanable, 26-mesh finger screen to catch coarse debris. To remove each of the six i n l e t screens from the bottom of the pump, unscrew a hex cap. A magneti plug is installed in each of the f i v e scavenge scree through a threaded hole in each screen end cap. The supply screen cap has no provisions f o r a chip detector.

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ENGINE OIL -- DISTRIBUTION - MAGNETIC CHIP DETECTOR Purpose

The magnetic chip detector attracts magnetic metal particles i n the scavenge o i l .

Location

The magnetic chip detector is in the scavenge discharge flow tubing adjacent to the drain module. To get access, open the integrated drive generator service door or open the l e f t thrust reverser h a l f .


The magnetic chip detector is a permanent magnet probe attached into a housing by a bayonet-type, three-pin connector or by a threaded, safety-wired, hex head adapter as specified by the c e r t i f y i n g agency. The detector may have either a scalloped or knurled knob. An internal check valve ( i n the housing) permits removal of the chip detector probe f o r inspection without draining the o i l system.

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ENGINE OIL -- DISTRIBUTION - SERVO FUEL HEATER Purpose

The servo f u e l heater cools the o i l and heats the f u e l used f o r hydromechanical unit (HMU) servo operations.

Location

The heater attaches to a bracket on the r i g h t side of the accessory gearbox. Access is through the r i g h t thrust reverser h a l f .


The servo f u e l heater has a multi-tube core in a c y l i n d r i c a l housing that has two i n l e t ports and two outlet ports. One set of ports l e t s servo f u e l go through the tubes of the heat exchanger core. The other set of ports l e t s hot scavenge o i l go i n t o the heater through a r e l i e f valve assembly and flow around the f u e l heater tubes.

The o i l bypass valve assembly opens at 60 psid if the o i l passage is blocked. Baffles change the o i l flow direction four times before it leaves the heater.

If the f u e l temperature goes more than 150F (60C), the o i l bypass valve assembly opens so that the exchange of heat from the o i l to the f u e l stops. This prevents coking of the f u e l in the servo f u e l heater and HMU servo systems.

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ENGINE OIL -- DISTRIBUTION - FUEL/OIL HEAT EXCHANGER Purpose

The f u e l / o i l heat exchanger cools the engine o i l and pre-heats the f u e l .

Location

The heat exchanger i s on the f u e l pump on the bottom r i g h t side of the engine. I t i s accessible when the r i g h t thrust reverser half is open.


The f u e l / o i l heat exchanger consists of a multi-tube core in a c y l i n d r i c a l housing that contains two i n l e t ports and two outlet ports. One set of ports is for f u e l passage through the tubes of the heat exchanger core. The other set of ports permits passage of o i l around the core tubes in the housing. A l l engine f u e l goes through the heat exchanger because there is no provision for bypass. A pressure r e l i e f valve l e t s scavenge o i l bypass the core tubes at engine start-up during cold weather. It opens at 85-100 psid.

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ENGINE OIL -- DISTRIBUTION - SCAVENGE OIL FILTER Purpose

The scavenge o i l f i l t e r , with the supply and scavenge i n l e t screens, f i l t e r s contaminants from the o i l .

Location

The f i l t e r i s below the o i l tank on the r i g h t side of the fan case. To get access, open the r i g h t fan cowl panel.


The scavenge o i l f i l t e r i s a disposable element type. A f i l t e r r e l i e f valve i s provided that starts to bypass o i l at 40 psid. At 60 psid, the r e l i e f valve is f u l l y open.

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ENGINE OIL -- DISTRIBUTION - FUNCTIONAL DESCRIPTION General

O i l flows by gravity from the tank to the lube and scavenge pump assembly. This assembly has one pressure pump and f i v e scavenge pump elements. The pressure pump element sends the o i l under pressure to engine and gearbox bearings and gears.

An a n t i s t a t i c leak valve prevents reverse flow when the pump is not operating. There are three vented o i l sumps on the engine. Sump A includes an a i r / o i l separator and a slinger disk pump to improve lu b r i c a t i o n . The o i l returns from the sumps and the accessory gearbox through screens and optional magnetic chip detectors to each of the scavenge pump elements.

The outflow of the scavenge pumps are combined. The o i l then flows past the o i l temperature sensor and the magnetic chip detector, through the servo f u e l heater and the f u e l / o i l heat exchanger, and then through the scavenge o i l f i l t e r . The scavenge o i l f i l t e r removes contaminants from the o i l . The o i l then returns to the tank.

O i l that returns to the tank flows through a deaerator. A pressurizing valve and a pressure r e l i e f valve keep o i l tank pressure within l i m i t s .

The o i l breather system releases a i r and o i l vapor a x i a l l y through the engine by the center vent tube. The tube passes through the exhaust plug i n t o the engine

Sensors, transmitters, and switches give these indications:

- O i l quantity - O i l temperature - O i l pressure - Low o i l pressure - Impending bypass of the scavenge o i l f i l t e r .

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ENGINE OIL -- INDICATING - GENERAL DESCRIPTION General

The o i l indicating system includes these indicating systems:

- O i l quantity indicating system - O i l temperature indicating system - O i l pressure indicating system - Low o i l pressure and o i l f i l t e r bypass indicating

system.

O i l indications show on EICAS. The secondary engine display and the PERF/APU page show o i l pressure, temperature, and quantity. EICAS a l e r t messages include L(R) ENG OIL PRESS and L(R) OIL FILTER.

A L(R) ENG OIL PRESS l i g h t f o r each engine i s below the standby engine indicator.

Most sensor signals are received d i r e c t l y by EICAS. The o i l temperature signal is received by the EEC, which then sends the signal to EICAS.

Sensors

These are the components in the o i l indicating system:

- O i l quantity transmitter - O i l f i l t e r d i f f e r e n t i a l pressure switch - O i l pressure transmitter - Low o i l pressure switch - O i l temperature sensor.

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ENGINE OIL -- INDICATING - SENSORS AND SWITCHES Low O i l Pressure Switch

The low o i l pressure switch senses the d i f f e r e n t i a l pressure between the o i l supply pressure and the accessory gearbox vent. It provides an EICAS message. To get access to the switch, open the thrust reverser halves.

O i l Pressure Transmitter

The o i l pressure transmitter senses the same pressure as the low o i l pressure switch. The transmitter is on a bracket adjacent to the lube f i l t e r . The transmitter provide a signal to EICAS.

O i l Temperature Sensor

The o i l temperature sensor provides a temperature signal to the EEC. The EEC sends the temperature data to EICAS f o r display. It is a dual thermocouple type in the scavenge outlet l i n e from the lube and scavenge pump assembly.

O i l F i l t e r D i f f e r e n t i a l Pressure Switch

The scavenge o i l f i l t e r i s monitored f o r an impending bypass condition. The switch senses a pressure d i f f e r e n t i a l across the f i l t e r element. The signal goes to EICAS. The switch i s on a bracket j u s t above the scavenge f i l t e r and access i s through the r i g h t fan cowl.

O i l Quantity Transmitter

The o i l quantity transmitter provides an o i l level signal to EICAS. The transmitter contains a sealed l i q u i d l evel sense unit made of a network of magnetic reed switches and a f l o a t that has a permanent magnet. The position of the f l o a t changes with the o i l level and closes the switches. The transmitter is on a boss on top of the o i l tank and access is through the r i g h t fan cowl.

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ENGINE OIL -- INDICATING - QUANTITY INDICATING SYSTEM General

O i l quantity shows on the EICAS secondary engine display and on the PERF/APU page.

The o i l quantity transmitter is on a boss on top of the o i l tank. The transmitter has a network of resistors, magnetic reed switches, and a f l o a t i n g permanent magnet which slides in a sense unit tube. The magnetic f l o a t follows the o i l level in the tank. Magnetic reed switches near the magnet close and change the network resistance.

EICAS sends a 28v dc reference voltage to the network and uses the response voltage to calculate the network resistance. From the resistance, EICAS determines and shows the o i l l e v e l . The indication accuracy i s +/- 1 U.S. quart. The EICAS display has a low o i l quantity white band to show that the o i l quantity is less than 4 U.S. quarts.

The transmitter cannot be adjusted by l i n e maintenance.

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ENGINE OIL -- INDICATING - PRESSURE INDICATING SYSTEM General

Two o i l pressure sensors ( t h e low o i l pressure switch and the o i l pressure t r a n s m i t t e r ) send redundant o i l pressure s i g n a l s . The switch and t r a n s m i t t e r are on a bracket on the lube and scavenge pump. Both sensors measure the d i f f e r e n t i a l pressure between the lube and scavenge pump output and the accessory gearbox vent.

O i l Pressure Switch

The low o i l pressure switch is a diaphragm-controlled, snap-action s w i t c h . The switch opens at 15 psid and closes a t 10 p s i d . When the switch closes, the L(R) ENG OIL PRESS l i g h t i s on and the EICAS a l e r t message L(R) ENG OIL PRESS shows. This message i s a l e v e l B message f o r CAA c e r t i f i e d airplanes and a l e v e l C message f o r FAA c e r t i f i e d a i r p l a n e s .

O i l Pressure Transmitter

The o i l pressure t r a n s m i t t e r has a diaphragm t h a t responds to pressure d i f f e r e n t i a l changes. A 28v ac reference s i g n a l goes to the t r a n s m i t t e r and to EICAS. The t r a n s m i t t e r sends a bias s i g n a l to EICAS. EICAS changes the bias s i g n a l t o o i l pressure. O i l pressure shows on the secondary engine display and on the PERF/APU page.

O i l Pressure L i m i t s

The lower red l i n e l i m i t f o r o i l pressure i s 1 0 p s i d . The yellow band upper l i m i t changes between i d l e and

f u l l power as a l i n e a r f u n c t i o n of N2. The yellow band upper l i m i t i s 13 psid when the engine i s a t low i d l e (60% N2). At f u l l power (110% N2), the yellow band upper l i m i t i s 3 4 p s i d .

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ENGINE OIL -- INDICATING - TEMPERATURE INDICATING SYSTEM General

The o i l temperature sensor sends a s i g n a l to the EEC. The EEC sends a d i g i t a l s i g n a l t o EICAS.

O i l temperature shows on the EICAS secondary engine display and on the PERF/APU page.

O i l Temperature Sensor

The o i l temperature (TEO) sensor has two chromel-alumel type thermocouples. The sensor is on the forward side of the accessory gearbox inboard and below the c o n t r o l a l t e r n a t o r . The sensor is on a T - f i t t i n g in the scavenge o i l r e t u r n path between the master chip detector and the lube and scavenge pump.

O i l Temperature L i m i t s

The range of the TEO sensor i n p u t to the EEC is -63 to 178C (-81 to 352F).

These are the o i l temperature ranges:

- Normal - 50C to 160C (112 to 320F) - Yellow band - above 160C (320F) - Red band - above 175C (347F).

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ENGINE OIL -- INDICATING - OIL FILTER BYPASS SYSTEM General

I f the o i l f i l t e r clogs with debris or f a i l s to pass o i l f o r any reason, there is danger of engine f a i l u r e .

O i l F i l t e r Bypass

When the d i f f e r e n t i a l pressure across the scavenge o i l f i l t e r increases to 40 psid, the bypass valve i n the f i l t e r starts to open. Indication of impending bypass i s from the o i l f i l t e r d i f f e r e n t i a l switch.

O i l F i l t e r D i f f e r e n t i a l Pressure Switch

The o i l f i l t e r d i f f e r e n t i a l pressure switch is a diaphragm-controlled snap-action switch that closes when the d i f f e r e n t i a l pressure across the scavenge f i l t e r element i s more than 33 psid. The switch i s on a bracket on the fan stator case below the o i l tank and above the scavenge o i l f i l t e r .

An EICAS level C message L(R) OIL FILTER shows when the switch is closed.

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ENGTHI

REVI

INE INDICATING -- INTRODUCTION S PAGE INTENTIONALLY LEFT BLANK

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NE INDICATING -- INTRODUCTION al

gine indicating system gives a f l i g h t deck ay of engine parameters.

al Description

gine indicating system includes these systems:

Engine tachometer system - gives thrust indication to the f l i g h t deck and input to other systems of rotor shaft speed (N1 and N2). Exhaust gas temperature indication - gives indication f o r crew monitoring and EGT input to the EEC. Airborne vibration monitoring system - measures the vibration of the engine. Engine N2 speed card - gives engine speed status to ther a i r c r a f t systems. Standby engine indicator - gives backup indication o r N1, EGT, and N2 i f there i s an EICAS f a i l u r e .

Propulsion interface monitor unit - stores f a u l t ata from the EEC and gives engine to airframe omponent communication. (Engine Fuel & Control)

gine indicating system measures these functions:

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REVI

INE INDICATING -- INTRODUCTION nal Receivers

als from the i n d i c a t i n g systems are received by the peed cards, EEC, EICAS, standby engine i n d i c a t o r I ) , and propulsion i n t e r f a c e monitor u n i t (PIMU).

eviations and Acronyms

- a u x i l i a r y power u n i t - airborne v i b r a t i o n monitoring -broad-band

- compressor rear frame - e l e c t r o n i c engine c o n t r o l - exhaust gas temperature

S - engine i n d i c a t i o n and crew a l e r t i n g system

-engine - e l e c t r o n i c propulsion c o n t r o l system M - e l e c t r o n i c a l l y programmable read only

memory -exceedance C - f u l l a u t h o r i t y d i g i t a l engine c o n t r o l

- high pressure compressor - high pressure t u r b i n e - low pressure t u r b i n e - low pressure compressor speed - high pressure compressor speed - n o n - v o l a t i l e memory

-performance - propulsion i n t e r f a c e monitoring u n i t

RAM -randoSEI - standbT49 - low p

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ENGINE INDICATING -- COMPONENT LOCATIONS General

The engine i n d i c a t i n g system measures engine c o n t r o l and status parameters and gives the parameters to a i r c r a f t systems f o r i n d i c a t i o n .

Engine c o n t r o l parameters are measured by engine-mounted tachometers, temperature sensors, and pressure probes. Engine status parameters are given by LRUs i n these engine systems:

- Fuel - O i l - A i r - Thrust reverser.

Engine i n d i c a t i n g system data and messages show in the f l i g h t deck and in the main equipment center (on the PIMU). Engine operating and status parameters show on the EICAS primary and secondary engine parameter d i s p l a y s , and on the PERF/APU, ENG EXCD, and EPCS maintenance pages. C r i t i c a l engine parameters also show on the standby engine i n d i c a t o r (SEI) i f the EICAS system f a i l s or does not have power. Messages r e l a t e d to engine performance show on the EICAS status page and ECS/MSG maintenance page.

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ENGINE INDICATING -- SENSORS General

These sensors send analog signals to the EEC:

- Fan speed (N1) sensor - Core speed (N2) sensor - LPT temperature (T49) sensors (EGT probes).

The EEC sends the sensor data to the EICAS and standby engine i n d i c a t o r (SEI) on ARINC 429 buses. The airborne v i b r a t i o n monitor s i g n a l conditioner gets data from engine-mounted v i b r a t i o n sensors, and sends v i b r a t i o n i n d i c a t i o n s t o EICAS using an ARINC 429 bus. N1, N2, and EGT also show on the SEI.

EEC i n t e r n a l , i n p u t and output f a u l t s are stored in the EEC v o l a t i l e memory. When the a i r c r a f t lands, the f a u l t data i s t r a n s f e r r e d t o the n o n v o l a t i l e memory i n the propulsion i n t e r f a c e monitor u n i t (PIMU) f o r use during maintenance.

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ENGINE INDICATING -- FUNCTIONAL DESCRIPTION Engine Tachometer System

There are two engine tachometer i n d i c a t i o n s . The low pressure ( f a n ) s h a f t speed is N1. The high pressure s h a f t speed is N2.

N1

The primary t h r u s t i n d i c a t i o n is N1. The N1 fan s h a f t speed sensor on the fan frame gives analog signals to the EEC t o be changed t o d i g i t a l data and sent t o EICAS and SEI. Separate analog N1 signals also go to the AVM s i g n a l conditioner and to EICAS f o r backup. The data is processed by EICAS and sent to the upper EICAS d i s p l a y .

N2

The N2 s h a f t speed sensor gives an N2 output s i g n a l to the EEC, the N2 speed c a r d , the AVM, and EICAS. The N2 s i g n a l to the EEC is changed to d i g i t a l data and sent to EICAS and SEI. N2 is processed and sent to the EICAS d i s p l a y . The N2 speed card gives i n t e r f a c e between the engine N2 speed sensor and various other systems on the airplane t h a t use a d i s c r e t e s i g n a l of engine speed.

Exhaust Gas Temperature (EGT) I n d i c a t i n g System

The EGT system senses the i n t e r n a l gas temperature of the engine between the high and low pressure t u r b i n e s . Eight EGT probes send a s i g n a l to the EEC where it is changed t o d i g i t a l data and sent t o EICAS and SEI. The data is processed and sent to the upper EICAS d i s p l a y .

Airborne V i b r a t i o n Monitoring (AVM) System

The AVM system senses engine v i b r a t i o n l e v e l s and processes signals f o r EICAS d i s p l a y . There are two sensors. The No. 1 bearing accelerometer senses fan v i b r a t i o n . The compressor rear frame (CRF) accelerometer senses N2 r o t o r ( c o r e ) v i b r a t i o n . The accelerometers give v i b r a t i o n signals to the AVM s i g n a l c o n d i t i o n e r . These signals are processed w i t h N1 and N2 signals by the AVM s i g n a l conditioner and are then sent t o EICAS. The lower EICAS display gives v i b r a t i o n i n d i c a t i o n .

Propulsion I n t e r f a c e (PIMU)

EEC i n t e r n a l i n p u t an s are stored in v o l a t i l e memory durin the a i r c r a f t lands, the f a u l t data i s t r a n n v o l a t i l e memory (NVM) in the PIMU (E1 , f o r use during maintenance.


Monitor Unit

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ENGINE INDICATING -- ENGINE TACHOMETER SYSTEM - GENERAL DESCRIPTION General

The engine tachometer system senses the speed of both engine r o t o r shafts (N1 and N2) and sends N1 and N2 analog speed signals to EICAS, the EEC, and AVM. The system also sends an N2 analog speed s i g n a l to the N2 speed card. The signals are used f o r i n d i c a t i o n and c o n t r o l .

The EEC sends d i g i t a l N1 and N2 signals t o EICAS and the SEI. EICAS uses the d i g i t a l N1 and N2 signals f o r i n d i c a t i o n i f e i t h e r d i g i t a l s i g n a l i s a v a i l a b l e , and uses the analog s i g n a l f o r backup and comparison.

The sensors are induction-type tachometers. The t i p on each sensor has a permanent magnet w i t h three c o i l assemblies. Each assembly has three separate c i r c u i t s which send separate N1 and N2 speed signals to each channel of the EEC and to the airplane i n d i c a t o r s .

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ENGINE INDICATING -- ENGINE TACHOMETER - COMPONENT LOCATIONS General

The N1 fan shaft speed sensor is on the fan frame at the 2:00 position, j u s t a f t of the s t r u t 3. The N2 core shaft speed sensor is on the forward r i g h t side of the accessory gearbox, inboard of the hydromechanical u n i t , next to the core motoring pad.

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ENGINE INDICATING -- ENGINE TACHOMETER - N1 FAN SHAFT SPEED SENSOR General

The N1 fan shaft speed sensor has a permanent magnet with three electrically-isolated c o i l s in the sensor t i p . The sensor has a stainless steel housing and a mounting flange with two bolt holes. The sensor assembly is about 20 inches long and 3/4-inch in diameter.

The engine has a support tube inside the No. 3 s t r u t and a titanium receiver to hold the sensor in place. The mounting flange spring holds the sensor t i p snug against the titanium receiver to prevent v i b r a t i o n . The titanium receiver also protects the t i p from sump o i l . There is a rubber bushing at the sensor mid-point to prevent vibration.

When i n s t a l l e d , the sensor t i p i s i n close proximity (0.10-inch nominal) to a 38-tooth ferromagnetic wheel. The wheel is pressed on the forward fan shaft in front of the number 2 bearing inner race. As the fan shaft rotates, each tooth passes the sensor that induces a pulse in each of the three sensor c o i l s . 38 pulses are generated during each complete revolution of the fan shaft. The pulse frequency is d i r e c t l y proportional to the fan shaft speed. Access to the sensor is through the r i g h t thrust reverser h a l f . Major engine disassembly is necessary to get access to the wheel.

The three coil-induced speed signals are sent through two separate e l e c t r i c a l connectors. One c o i l output goes through one connector to EEC channel A. The other two c o i l outputs go through the second e l e c t r i c a l

connector, one output to EEC channel B and the other output to EICAS and the AVM.

The output of the N1 sensor is also used during the fan trim balance procedure. One of the ferromagnetic teeth given on the sensing wheel is t a l l e r than the r e s t , and the pulse it supplies is stronger. This stronger pulse is supplied once f o r every complete revolution of the fan shaft, and is used to monitor balancing errors in the fan assembly.

Removal and I n s t a l l a t i o n

Remove the two bolts ing flange. Slide the sensor assembly ou nium receiver and support tube. Do not r housing. When you i n s t a l l the sensor, ma the sensor t i p i s properly seated in the eiver.

NOTE: The CF6-80C2 F fan shaft speed sensor i s not i with the CF6-80C2 engine N1 fan s sor. Damage to the sensor t i p or f heel results if the incorrect senso d .


from the mountt of the tita bend the sensoke sure that titanium rec

ADEC engine N1nterchangeablehaft speed senerromagnetic wr is i n s t a l l e

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ENGINE INDICATING -- ENGINE TACHOMETER - N2 SPEED SENSOR General

The N2 speed sensor uses signal pulses to measure N2 rotor speed.

The sensor is on the forward side of the accessory gearbox, inboard of the HMU and adjacent to the core motoring pad, the sensor mounts by two bolts and is accessible with both T/R halves open.

The N2 sensor contains three sensor c o i l s in the t i p and two e l e c t r i c a l connectors at the other end.

Functional Description

As the N2 core shaft rotates it drives the accessory gearbox through the horizontal drive shaft. The horizontal drive shaft rotates the starter drive shaft. An i d l e r gear with 12 ferro-magnetic lugs is rotated by the starter drive shaft. The lugs pass by the N2 sensor t i p , inducing electromagnetic pulses in the sensor c o i l s . The pulse frequency is proportional to N2 core shaft speed.

When i n s t a l l e d , the sensor t i p i s i n close proximity (0.037-inch nominal) to 12 ferromagnetic lugs i n s t a l l e d on the forward face of an i d l e r gear. As the core shaft rotates, each lug passes the t i p of the sensor causing a voltage pulse i n t o each of the three sensor c o i l s .

Nine lugs pass the speed sensor during each complete revolution of the engine core shaft. Thus, each of the

three sensor c o i l s sends nine e l e c t r i c a l pulses f o r every revolution of the engine core shaft.

The three coil-induced speed signals are sent through two separate e l e c t r i c a l connectors. One c o i l signal goes through one connector to EEC channel A. The other two c o i l signals go through the second e l e c t r i c a l connector; one to EEC channel B and the other to EICAS, the AVM, and the N2 speed card.

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ENGINE INDICATING -- ENGINE TACHOMETER - N2 SPEED CARD General

The N2 speed cards are the i n t e r f a c e between the N2 speed sensors and other a i r c r a f t and engine systems t h a t requi r e N2 speed s i g n a l s . Two cards, one f o r each engine, are i n the P50 e l e c t r i c a l systems and card f i l e in the main equipment center. The cards are p r i n t e d c i r c u i t cards and have two separate channels. Comparators c o n t r o l relays w i t h i n each channel t h a t send speed signals to user systems.

CAUTION: STATIC SENSITIVE. DO NOT HANDLE BEFORE READING PROCEDURE FOR HANDLING ELECTROSTATIC SENSITIVE DEVICES (20-41-01). CONTAINS DEVICES THAT CAN BE DAMAGED BY STATIC DISCHARGES.


Each N2 speed card channel gets power from the 28v dc b a t t e r y bus. Each channel gets the N2 core s h a f t speed sensor output s i g n a l . The s i g n a l is converted to a speed value by the N2 speed card sensing l o g i c . The N2 speed value is compared to set values by f o u r comparators. When the N2 speed value is more than a f i x e d comparator value, N2 speed card relays are energized. The r e l a y states l e t user systems determine if the N2 speed is above or below set values.

I f the channel 1 , 50% comparator disagrees w i t h the channel 2, 52% comparator f o r more than 10 seconds, the EICAS status and maintenance message L(R) ENG SPEED

CARD shows. This i s a latched message. The message i s i n h i b i t e d when the standby bus does not have power.

Test Functions

WARNING: ENGINE N2 DISCRETE PRINTED CIRCUIT CARD CHANNEL 1 SWITCH TO TEST CAUSES PROBE HEAT POWER TO BE APPLIED. PHYSICAL CONTACT WITH PROBE BODY CAN CAUSE SEVERE BURNS.

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ENGINE INDICATING -- ENGINE TACHOMETER - FUNCTIONAL DESCRIPTION General

There are three c o i l assemblies in the N1 sensor t i p and in the N2 sensor t i p .

One c o i l in each assembly sends analog pulse signals to channel A of the EEC.

The second c o i l in each assembly sends analog pulse signals to channel B of the EEC.

Two e l e c t r i c a l connectors on each sensor send the signals to the EEC channels on d i f f e r e n t wire bundles.

Each EEC channel changes the analog signals t o d i g i t a l data. The EEC sends d i g i t a l N1 and N2 data t o EICAS and the SEI on an ARINC 429 d i g i t a l data bus.

The t h i r d c o i l i n the N1 sensor sends signals t o EICAS and to the airborne v i b r a t i o n monitor (AVM) s i g n a l c o n d i t i o n e r .

The t h i r d c o i l i n the N2 sensor sends signals t o EICAS, AVM, and to the engine N2 speed cards.

EICAS Fault Message

An EICAS latched l e v e l S, M message L(R) ENG ANALOG N2 shows when the analog N2 i n p u t to EICAS is less than 40 percent and the d i g i t a l N2 inp u t from the EEC i s more than i d l e f o r 10 seconds.

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ENGINE INDICATING -- EXHAUST GAS TEMPERATURE (EGT) SYSTEM

General

The EGT indicating system gives an indication of the average gas temperature at the LPT i n l e t of each engine


Eight EGT thermocouple probes are in the high pressure turbine exhaust at engine station 4.9. An upper and a lower wiring harness connect the probes to a junction box on the l e f t side of the engine. From the junction box, an overall chromel signal and an overall alumel signal are sent to EEC channels A and B. The EEC changes the signals to d i g i t a l data and sends them to EICAS for indication.

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ENGINE INDICATING -- EGT - THERMOCOUPLE PROBES General

EGT alumel/chromel probes sense engine exhaust temperatures f o r f l i g h t deck i n d i c a t i o n and engine operation. The probes are connected to the EEC through a j u n c t i o n box.

Each of the e i g h t EGT probes senses the temperature of the gas flow between the HPT and LPT. The EGT probes are around the LPT forward case at s t a t i o n 4.9, forward of the low pressure t u r b i n e second-stage r o t o r blades.

Cha r a c t e r i s t i c s

Each probe has two p a r a l l e l - w i r e d thermocouple j u n c t i o n s . The j u n c t i o n s are at two d i f f e r e n t immersion depths in a p r o t e c t i v e sleeve.


Each probe mounts w i t h two b o l t s . An arrow on the top of the probe shows the c o r r e c t o r i e n t a t i o n of the probe. The probes can be replaced i n d i v i d u a l l y . Each probe has exposed studs to permit c o n t i n u i t y and resistance checks without removal. Thermocouple cables attach to studs on each thermocouple probe. The chromel lead goes to the small s t u d , and the alumel lead goes t o the large s t u d .

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ENGINE INDICATING -- EGT - THERMOCOUPLE CABLE AND JUNCTION BOX General

The thermocouple cable connects the probes to a j u n c t i o n box on the engine.

Junction Box

The j u n c t i o n box conditions the EGT probe s i g n a l s . The c o n d i t i o n i n g c i r c u i t averages the four chromel signals and the alumel s i g n a l from each harness i n t o one o v e r a l l chromel s i g n a l and one o v e r a l l alumel s i g n a l . The j u n c t i o n box has an output connector t h a t sends the conditioned s i g n a l to the EEC.

The j u n c t i o n box is on a bracket on the LPT cooling a i r tube near the HPC l e f t h o r i z o n t a l s p l i t l i n e .

Thermocouple Cable

The thermocouple cable is an upper and lower cable harness. The upper harness connects probes 1, 2, 7, and 8. The lower harness connects probes 3, 4, 5, and 6. There is one common wire f o r a l l of the alumel studs. There is one wire f o r each i n d i v i d u a l chromel s t u d . The cables are around the LPT forward case and are supported by brackets on the LPT and HPT case s p l i t l i n e . The forward portions of the thermocouple cables go along the l e f t side of the HPC s t a t o r case and

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ENGINE INDICATING -- EGT - FUNCTIONAL DESCRIPTION General

When the engine i s running, hot gases from the high pressure turbine circulate around the probes. The hot gases heat the junction of the dissimilar metals (chromel and alumel). The difference in co-efficient rates of conductivity between the two metals makes a voltage potential.

The EEC processes the analog signal, sends it to channels A and B and changes it to d i g i t a l data and sends it to EICAS and the SEI.

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INE INDICATING -- EGT - EICAS DISPLAYS S PAGE INTENTIONALLY LEFT BLANK

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ENGINGener

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page shows EGT exceedance h i s t o r y r t i n g and continuous operation.

dance s t a r t s when the EGT i s more e l i m i t (960C), and stops when i t i n e l i m i t . During an EGT red l i n e ords the time of exceedance and . A f t e r each EGT red l i n e s the exceedance time to any d in the exceedance n o n v o l a t i l e he maximum exceedance value i f i t viously recorded value. The t o t a l ce time and maximum red l i n e adjacent t o the EGT RED c a l l out nce page. L e f t engine data is on ngine data i s o n the r i g h t .

, an EGT s t a r t exceedance s t a r t s than the hot s t a r t l i m i t (750C) less than the hot s t a r t l i m i t . eedance values and t o t a l recorded in a manner s i m i l a r to red l i n e exceedance data. The dance time and maximum s t a r t adjacent t o the EGT START t i t l e nce page. L e f t engine data is on ngine data i s o n the r i g h t .

e s are recorded by EICAS and show the engine exceedance page. L e f t n the l e f t and r i g h t engine

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E INDICATING -- EGT - EICAS DISPLAYS al

T shows on the EICAS primary d i s p l a y . The display i g i t a l and analog round d i a l EGT i n d i c a t i o n s . A a l EGT i n d i c a t i o n also shows on the PERF/APU page. xceedance h i s t o r y and p r o f i l e s show on the ENG age.

the EEC does not have power, there i s no d i g i t a l p u t to EICAS. Because there is no analog backup, GT s i g n a l does not show when the EEC does not have (engine shut down). The primary display shows the g round d i a l and box w i t h no p o i n t e r or d i g i t s . i g i t a l i n d i c a t i o n s do not show on the PERF/APU i t h e r .

n d i c a t i o n - EICAS Primary Display

T analog display has a white arc w i t h yellow band d l i n e l i m i t markers. A hot s t a r t l i m i t marker when N2 is less than 50 percent. A p o i n t e r shows

a l EGT shows i n white numbers i n s i d e a white box. mbers, box, and p o i n t e r are yellow or red during w band or red l i n e exceedances, r e s p e c t i v e l y . The s, box, and p o i n t e r are red during engine s t a r t e EGT exceeds the hot s t a r t l i m i t . This l i m i t r does not show a f t e r the engine i d l e s at more 60 percent N2 f o r 10 seconds. The highest red EGT dance shows in white under the box.

EGT I n d i c a t i o n - Eng

The engine exceedanceand p r o f i l e s f o r s t a

An EGT red l i n e exceethan the EGT red l i ni s less than the red lexceedance, EICAS recthe highest EGT valueexceedance, EICAS addprevious time recordememory, and records ti s more than the preEGT red l i n e exceedanexceedance value showon the engine exceedathe l e f t and r i g h t e

During engine s t a r t swhen the EGT i s moreand stops when i t i s Maximum EGT s t a r t excexceedance times are the recording of EGT t o t a l EGT s t a r t exceeexceedance value showon the engine exceedathe l e f t and r i g h t e

EGT exceedance p r o f i lat the lower h a l f ofengine p r o f i l e s are o


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INE INDICATING -- EGT - EICAS DISPLAYS f i l e s are on the r i g h t . An exceedance p r o f i l e shows, a s p e c i f i c exceedance event, the time t h a t the EGT eded various temperatures. Up to 11 temperatures i n an exceedance p r o f i l e .

S records EGT exceedance p r o f i l e s i f the exceedance o l a t i l e memory i s c l e a r , or i f the p r i o r i t y o f the exceedance p r o f i l e i s equal t o or more than the o r i t y of a previously recorded p r o f i l e . EGT RED and START exceedances each have the highest p r i o r i t y . AMBER exceedances have the lowest p r i o r i t y . EICAS rwrites a previous EGT START or EGT AMBER exceedance f i l e w i t h a new EGT RED exceedance p r o f i l e . A new START exceedance p r o f i l e overwrites a previous EGT or EGT AMBER exceedance p r o f i l e . A new EGT AMBER edance p r o f i l e only overwrites a clear memory or a ious EGT AMBER exceedance p r o f i l e .

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ENGINE INDICATING -- STANDBY ENGINE INDICATOR (SEI) General

The SEI supplies backup N1, N2, and EGT i n d i c a t i o n s when EICAS does not have power, or does not show the primary engine parameters. The SEI is on the r i g h t side o f the P1-3 panel, t o the l e f t o f the EICAS display screens.

The SEI has e i g h t LED d i g i t a l d i s p l a y s . Six displays show N1, N2, and EGT f o r both engines. The SEI has i t s own power supply. There is a t e s t switch to do a t e s t of the SEI. There is a switch on the face of the SEI to s e l e c t AUTO or ON. I n AUTO, the SEI display i s disabled if EICAS primary engine parameters are a v a i l a b l e . The SEI display is continuous in the ON p o s i t i o n .

The SEI receives N1, N2, and EGT data from the EEC. If the SEI is on but the EEC does not have power (engine shut down), N1, N2, and EGT i n d i c a t i o n s do not show on the SEI.


The words FAIL NO LIMIT show on the s u p p l i e r placards of a new SEI. If you replace the SEI, you must remove the operational placards f o r the GE CF6-80C2F engine from the o l d SEI and i n s t a l l it on the new one before you i n s t a l l i t i n the panel.

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ENGINE INDICATING -- SEI - TRAINING INFORMATION POINT Operation and Displays

28v dc power is supplied from the battery bus. D i g i t a l signals from the EEC are received f o r display. When the select switch i s i n AUTO the display of engine data i s controlled by the EICAS system SEI i n h i b i t c i r c u i t . The engine parameters show when the switch i s i n AUTO and EICAS does not show primary engine parameters. This occurs when EICAS does not have power, has f a i l e d , or is in TEST mode. The engine parameters show on the SEI when the select switch is in the ON position even if EICAS shows primary engine parameters.

Fault Monitoring and Test Displays

The SEI continuously monitors i t s e l f f o r correct operation. Zeros show for an in v a l i d or missing input signal.

A power up test starts during functions:

- Airplane power-up - When the SEI display comes on automatically - Selection of ON.

No indications other than normal engine parameters show during t h i s test unless there is a f a u l t . If there is a f a u l t , dashes (- - -) show for both N1 indications. Before you replace the SEI, use the T-switch to do a b u i l t - i n test to get specific f a u l t codes.

To do an SEI t e s t , turn the T-switch clockwise with a small screwdriver. You can only do a test of the SEI

can if the SEI has power (display control switch is in the ON position, or i n the AUTO position i f EICAS i s not operative). Fault codes show in both N1 displays during a t e s t . These are the normal no f a u l t indications:

- N1 - 188.8 - EGT - 18888 - N2 - 188.

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ENGINE INDICATING -- AIRBORNE VIBRATION MONITORING SYSTEM - GENERAL DESCRIPTION General

The airborne vibration monitoring (AVM) system continuously monitors engine vibration levels to f i n d engine malfunctions. Two accelerometers are on each engine. There is one AVM signal conditioner.

These four signals go from each engine to the AVM signal conditioner:

- N1 speed from the N1 fan shaft speed sensor - Fan vibration from the bearing 1 accelerometer - N2 speed from the N2 speed sensor - Core vibration from the CRF accelerometer.

The accelerometers sense vibration from N1 and N2 shafts. The signal conditioner uses these accelerometer vibration signals and N1 and N2 speed signals to f i n d the amplitude of each of the rotor vibrations f o r each engine. The signal conditioner sends the data to EICAS f o r indication and puts vibration data i n memory for fan trim balancing.

Accelerometers

The bearing 1 accelerometer is in the A sump on the bearing 1 housing. You can only get access by major engine disassembly. If the accelerometer does not operate, an alternate sensor can be used. The alternate sensor i s at the same position as the primary accelerometer, and no modification of the system is necessary.

The CRF accelerometer is on the forward side of the compressor rear frame flange at the 12:00 position.

The accelerometers and leads have shields to prevent interference.

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ENGINE INDICATING -- AVM - ENGINE ALTERNATE/EXTERNAL NO. 1 ACCELEROMETER General

There is an external pad on fan frame s t r u t at the 7 position next to the number 1 bearing accelerometer e l e c t r i c a l connector. The pad is used to i n s t a l l an external accelerometer if the internal number 1 bear accelerometer f a i l s . This l e t s vibration monitoring continue u n t i l the next scheduled overhaul of the engine.

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ENGINGener

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he two engines are less than 45 ngine goes more than 45 percent n the two engines are less than 4

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ches and display on the face of to move through i t s BITE menus u l t data and i n - f l i g h t vibratio e BITE to make the AVM signal an engine balance solution. See tion point pages in t h i s section about the BITE.

t i f y the engine model and the

REVISIO

E INDICATING -- AVM - FUNCTIONAL DESCRIPTION al

M system uses these inputs to calculate engine tion levels:

N1 speed sensor N2 speed sensor Bearing 1 vibration accelerometer Core accelerometer.

ighest engine vibration level f o r each engine on the auxiliary EICAS display. The AVM system keeps system f a u l t data and h i s t o r i c a l vibration n i t s non-volatile memory.

tion Sensors

bration sensors are s e l f - e x c i t i n g , piezoelectric als. The sensors supply a small e l e c t r i c a l signal t. The output level changes when the engine ture moves i n the radial d i r e c t i o n . The output rence has a relation to the vibration level of the e.

move and replace the bearing 1 vibration sensor g an engine overhaul.

ignal Conditioner

gnal conditioner uses the speed sensor inputs and ibration signals to calculate vibration levels f o r engine components:

- Low pressure com- High pressure c- Low pressure tur- High pressure tu

The highest vibrationcomputers on an ARINCdisplay. This data alrecorder.

The signal conditionel a s t 32 f l i g h t s i n i tf l i g h t starts when tpercent N2, and one eN2. A f l i g h t ends whepercent N2.

The signal conditionecodes in i t s non-vol

You use the BITE switthe signal conditionerYou can see or erase f adata. You also use thconditioner calculatethe training informaf o r more information

The program pins i d e ncustomer options.


ENGThe 115vinpu

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INE INDICATING -- AVM - FUNCTIONAL DESCRIPTION signal conditioner gets e l e c t r i c a l power from the l e f t ac bus. An internal power supply changes the t to 24v dc.

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ENGINE INDICATING -- AVM - INDICATIONS General

Engine vibration data shows on the EICAS secondary engine display below the o i l quantity indications. The indications are a vibration mode callout and the vibration value on a d i g i t a l display and a v e r t i c a l analog pointer. The vibration data also shows on the PERF/APU page.

Vibration Mode

A white FAN, LPT, N2, or BB callout shows above the display to i d e n t i f y the source of the highest vib r a t i o n .

Vibration Data

A d i g i t a l indication of engine vibration shows as a white number i n a white box adjacent to the v e r t i c a l scale. The display shows engine vibration in the range of 0 to 5. A white triangular pointer on the inside of a v e r t i c a l scale also shows engine vibration l e v e l . There are two d i g i t a l and v e r t i c a l scale indications, one f o r each engine.

PERF/APU Page

The FAN, LPT, N2, and BB vibration levels show on the PERF/APU page. Airplanes with EICAS computers with part number S 242N701-704 and lat e r also show the vibration phase angle f o r FAN and LPT vibrations. The phase angle is used for engine trim balance calculations.

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ENGINE AIR -- INTRODUCTION General

The engine a i r system c o n t r o l s a i r through the compressor and c o n t r o l s a i r f l o w f o r engine and accessory c o o l i n g . The EEC and the HMU c o n t r o l these systems.

Engine Cooling Systems

Fan discharge a i r is used to cool the engine using these two systems:

- Core compartment cooling system - Turbine case cooling ( a c t i v e clearance c o n t r o l )

system.

Compressor A i r f l o w Control Systems

LPC discharge a i r t h a t goes i n t o the HPC is c o n t r o l l e d by these two systems:

- Variable bypass valves (VBVs) - Variable s t a t o r vanes (VSVs).

A i r from the HPC is used to meet service bleed demands, t o cool the i g n i t o r leads, and t o supply a i r t o the a i r c r a f t and engine a n t i - i c e systems. These a i r systems are covered elsewhere in the course m a t e r i a l .


CCC - core compartment cooling CCCV - core compartment cooling valve

EEC - e l e c t r o n i c engine c o n t r o l EGT - exhaust gas temperature EICAS - engine i n d i c a t i o n and crew a l e r t i n g

system ESC - eleventh stage cooling HMU - hydromechanical u n i t HPC - high pressure compressor HPT - high pressure t u r b i n e HPTC - high pressure t u r b i n e cooling LPC - low pressure compressor LPTC - low pressure t u r b i n e cooling LVDT - l i n e a r e r e n t i a l transformer N1 - low pre sor speed N2 - high p ssor speed STG - stage TCC - t u r b i n T49 - temper 4.9 (EGT) VBV - v a r i a b e VSV - v a r i a b s


v a r i a b l e d i f fssure compresressure compre

e case coolingature at stagel e bypass valvl e s t a t o r vane

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ENGINE AIR -- GENERAL DESCRIPTION General

The engine a i r system controls the flow of a i r for these components:

- Engine - Accessory cooling - Compressor a i r control.

External valves control the a i r flow f o r cooling. Compressor control is done with variable stator vanes and variable bypass valves. The systems are controlled by the electronic engine control (EEC) and the hydromechanical unit (HMU).

Engine Internal Cooling

Internal cooling of the engine is done by bore cooling and eleventh stage cooling manifolds. The bore cooling l e t s low pressure compressor (LPC) discharge a i r be ducted to the engine sumps to pressurize and cool the sump cav i t i e s . The ESC mainfold l e t s eleventh-stage a i r from the high pressure compressor (HPC) go i n t o the high pressure turbine (HPT) second-stage nozzles and blades f o r cooling. The bore cooling a i r supply and eleventh stage a i r cooling systems are unregulated.

Core Compartment Cooling System

Fan a i r is used f o r cooling the engine core-mounted accessories. The single core compartment cooling valve (CCCV) i s controlled by the EEC.

Turbine Case Cooling System

Turbine case cooling, or active clearance control, cools the outside surface of the turbine cases which reduces the internal turbine blade t i p clearance. The turbine case cooling controls case expansion keeping the internal blade t i p clearance small. The HPT turbine case cooling valve controls the amount of fan a i r to the HPT. The valve i s moved by servo f u e l pressure from the HMU and controlled by the EEC. The low pressure turbine cooling a i r is not controlled.

Variable Stator Vane (VSV) System

The VSV system keeps a high pressure compressor f o r a l l e It is moved by servo f u e l pressure from th rolled by the EEC.

Variable Bypass Valve

The VBV system with t gives optimum compressor a i r f l o w . T l the airflow i n t o the high pressure com f u e l pressure from the HMU moves the VBV ontrolled by the EEC

Other Air Systems

These a i r systems are her chapters:

- Igni t e r lead coo- Service bleeds - A i r c r a f t anti-ic- Engine a n t i - i c e .


irflow in thengine speeds. e HMU and cont

(VBV) System

he VSV system he VBVs contropressor. Servo s which are c

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e

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ENGINE AIR -- COMPONENT LOCATIONS Engine Cooling Systems

A core compartment cooling valve (CCCV) on the l e f t side of the engine core controls fan a i r to a manifold used f o r accessory cooling.

A CCCV solenoid i n the CCCV valve controls the operation of the CCCV i n response to EEC commands.

Unregulated 11th stage compressor a i r is used to cool the high pressure stage 2 turbine nozzles.

A high pressure turbine cooling (HPTC) valve on the r i g h t side of the diffuser case controls HPT blade t i p clearance. The HPTC manifold i s around the HPT case.

The manufacturer, General E l e c t r i c , refers to t h i s system as active clearance control (ACC).

Compressor Airflow Control Systems

Variable bypass valve (VBV) actuators on each side of the fan frame, control the position of the variable bypass valves.

Variable stator vane (VSV) actuators on each side of the forward HPC case, control the position of the HPC variable i n l e t guide vanes and stator vanes.

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ENGINE AIR -- ENGINE COOLING - GENERAL DESCRIPTION Introduction

The engine cooling system supplies external cooling a i r to the engine and accessories. These are the valves that control the cooling a i r flow to maximize engine efficiency:

- Core compartment cooling valve (CCCV) - High pressure turbine cooling (HPTC) valve.

Core Compartment Cooling Valve (CCCV)

The CCCV controls fan a i r used to cool engine accessories. The EEC controls the position of the valve through the CCCV solenoid. The valve i s closed at low power and high al t i t u d e s . The valve i s on the l e f t side of the engine.

Turbine Case Cooling Valve

A high pressure turbine cooling (HPTC) valve controls a i r flow through the HPTC manifold. The manifold blows fan a i r on the surface of the turbine case to control the case thermal growth. The valve gets power from the HMU servo f u e l , and is controlled by the EEC through an electro-hydraulic servo valve (EHSV) in the HMU.

The LPTC cooling system i s on a l l the time.

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ENGINE AIR -- ENGINE COOLING - CORE COMPARTMENT COOLING VALVE (CCCV) General

The CCCV system supplies c o n t r o l l e d cooling a i r f o r the core-mounted engine accessories. The system decreases the core cooling at low power and high a l t i t u d e s to conserve primary a i r . The system has one core compartment cooling valve (CCCV). A CCCV solenoid i n the valve c o n t r o l s the v a l v e . The EEC c o n t r o l s the solenoid.

Core Compartment Cooling Valve (CCCV)

The core compartment gets fan a i r f o r cooling through the CCCV and manifold. The valve i s a t the 10:00 p o s i t i o n on the HPC case. The b u t t e r f l y - t y p e valve is spring-loaded open. When the valve i s open, a i r f l o w i s not r e s t r i c t e d . I t closes when eleventh-stage a i r i s sent t o the diaphragm i n the valve a c t u a t o r . When the valve i s closed, the cooling a i r f l o w i s reduced, but not cut o f f completely. A p o s i t i o n i n d i c a t o r on the actuator gives a v i s u a l i n d i c a t i o n of valve p o s i t i o n . The manifold sends a i r f l o w to these items:

- HPC case - IDG - Hydraulic pump - Fuel pumps - Other accessories.

CCCV Solenoid

The CCCV solenoid c o n t r o l s the flow of eleventh-stage a i r t h a t c o n t r o l s the CCCV. The solenoid valve i s

spring-loaded closed. The eleventh stage a i r pressure comes from the ESCV supply duct on the l e f t side of the engine. When the solenoid i s energized, the eleventh-stage a i r pressure goes t o the CCCV t o close i t .

T r aining Information Point

To remove the v a l v e , move the b u t t e r f l y t o the closed p o s i t i o n against spring pressure.

The b u t t e r f l y valve s h a f t is attached to the valve p o s i t i o n i n d i c a t o r w i t h a r o l l p i n . The valve p o s i t i o n i n d i c a t o r has a hexagonal nut casting t h a t can be moved w i t h a 7/16-inch wren

If you use too much tor nual c l o s i n g of the v a l v e , the r o l l p i n w s causes the b u t t e r f l y valve to s p o s i t i o n and you can not remove the v a


ch.

que during mai l l shear. Thitay in the openl v e .

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ENGINE AIR -- ENGINE COOLING - CCCV - FUNCTIONAL DESCRIPTION General

The EEC c o n t r o l s the flow of eleventh stage a i r used to close the CCCV through the CCCV solenoid. The solenoid has two e l e c t r i c a l l y independent c o i l s . Each is c o n t r o l l e d by a d i f f e r e n t channel of the EEC. The EEC energizes the CCCV solenoid t o close the valve during these c o n d i t i o n s :

- N1 is more than than 86 percent - Ambient pressure is less than 7.95 psia (17,000

f o o t a l t i t u d e ) - T49 (EGT) is less than 699C - Engine acceleration r a t e is less then 70 RPM per

second - Commanded N2 i s not more than f i v e percent more

than the a c t u a l N2.

The a c t i v e EEC channel energizes the CCCV solenoid t o close the core compartment cooling v a l v e . There is no p o s i t i o n feedback from the CCCV.

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ENGINE AIR -- TURBINE CASE COOLING - GENERAL DESCRIPTION Introduction

The turbine case cooling (active clearance control) system uses separate manifolds to cool the LPT and HPT cases. The high pressure turbine cooling (HPTC) valve controls the fan a i r to the HPT manifold. There is no valve f o r the LPTC manifold. The LPTC and HPTC manifolds go around and sends fan a i r onto t h e i r respective turbine cases. This decreases case expansion which decreases turbine blade tip-to-case clearance and increases turbine efficiency.

Description

The HPTC valve i s on the r i g h t side of the engine at the 1:00 position near the eleventh-stage bleed manifold. The valve is clamped at each end to the respective cooling a i r pipes through which they get fan a i r .

HPTC Valve

A hydraulic piston actuator controls the HPTC valve which is a butterfly-type valve. Hydraulic f l u i d pressures received from electro-hydraulic servo valve (EHSV) i n the hydromechanical unit (HMU) controls the modulation of the valve. The EEC controls the EHSV. The valve assembly has two linear variable d i f f e r e n t i a l transformers (LVDTs) which supply valve position signals to the EEC. There is an e l e c t r i c a l connector f o r each LVDT. One LVDT i s excited and read by EEC channel A. The other LVDT i s excited and read by EEC channel B.

The valve i s commanded open when the pressure al t i t u d e is above 15,000 feet and N2 speed is between 82 and 98 percent.

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ENGINE AIR -- TURBINE CASE COOLING - FUNCTIONAL DESCRIPTION General

Cooling a i r to the high pressure turbine cases is controlled to control the thermal growth of the cases. The growth is controlled to decrease internal rotor to case clearances, so the efficiency of the turbines are increased. Cooling a i r to the low pressure turbine case is not controlled.

Software Control

These are software components in the channel processors:

- Turbine growth calculators - HPTC command calculators - Demand calculators - Valve drivers.

The growth calculators get multiple engine sensor inputs and make sure the size of the inner diameter of the turbine case is equal to the size of the outer diameter of the rotor plus the desired clearance. A calculated growth of the rotor is found and combined with the desired clearance calculations. The command calculators then change the size error signals into valve position command signals.

The valve position command signal i s a percentage, with zero percent equal to the valve closed and 100 percent equal to the valve f u l l open. With the valve feedback signals the calculators f i n d the error between the

actual and commanded valve positions and send an output equal to the error.

These error signals go to the valve driver which changes them from a d i g i t a l signal to an analog signal. These signals go to the EHSV i n the HMU and control the position of the HPTC valve.

Position indication of the HPTC value shows on the EICAS EPCS maintenance page

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ENGINE AIR -- TURBINE CASE COOLING - COMPRESSOR DISCHARGE TEMPERATURE ( T 3 ) SENSOR

General

The T3 temperature sensor measures HPC discharge a i r temperature. The EEC uses t h i s temperature to sequence the HPTC ac t i v e clearance c o n t r o l v a l v e .

The T3 temperature sensor is on the forward end of the compressor rear frame at the 11:30 p o s i t i o n . The T3 sensor has dual chromel/alumel thermocouples, one f o r each EEC channel. A s i n g l e e l e c t r i c a l connector sends both outputs to the cold j u n c t i o n s i n s i d e the EEC. The connector is above the EGT shunt j u n c t i o n box on a bracket on the LPT cooling a i r tube. The outputs from the T3 sensor go to the connector through a metal-cased ceramic-sheathed l e a d . The operational range of the T3 i n p u t to the EEC is from -76F to +1337F (-60F to +725C).

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ENGINE AIR -- COMPRESSOR AIRFLOW CONTROL - GENERAL DESCRIPTION I n t r o d u c t i o n

The compressor c o n t r o l system prevents compressor s t a l l (surges) and improves engine e f f i c i e n c y .

General

The v a r i a b l e s t a t o r vanes (VSVs) and v a r i a b l e bypass valves (VBVs) c o n t r o l the HPC a i r f l o w . Both valves use hydraulic actuators. Servo f u e l from the HMU is used as the hydraulic f l u i d t o move the a c t u a t o r s .

The v a r i a b l e s t a t o r vanes include the HPC i n l e t guide vanes and the f i r s t f i v e stages of the HPC s t a t o r vanes. Movement of these vanes permits optimum compressor performance throughout the engine operating range. The VSV components are on the forward HPC case. The VSVs are moved together by two VSV act u a t o r s . They are closed at low power and move open as power increases.

The VBV components are in the fan frame. Twelve valves are moved together by two act u a t o r s . The VBVs are open at low power and move toward closed as power increases. The open valves d i v e r t a p o r t i o n of the LPC primary discharge from the HPC to the secondary flow path.

Each VSV and VBV actuator has a l i n e a r v a r i a b l e d i f f e r e n t i a l transformer (LVDT) t o send p o s i t i o n feedback signals to the EEC. The actuator LVDTs on the l e f t side of the engine get e x c i t a t i o n from and send signals t o EEC channel A. The r i g h t side actuator LVDTs

get e x c i t a t i o n from and send feedback signals to EEC channel B.

General Operation

The EEC uses signals from engine sensors to c o n t r o l e l e c t r o - h y d r a u l i c servo valves (EHSVs) in the HMU. The EHSVs use servo f u e l t o move the VSV and VBV act u a t o r s . The EEC increases current t o the EHSV i n proportion t o N2. The EHSV sends servo f u e l pressure t o the actuators t o move them t o the commanded p o s i t i o n .

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ENGINE AIR -- COMPRESSOR AIRFLOW CONTROL SYSTEM - VARIABLE STATOR VANE (VSV) COMPONENTS I n t r o d u c t i o n

Two VSV actuators move the s t a t o r vanes t o c o n t r o l the a i r f l o w through the HPC to prevent surge.

To get access to the VSV system components, go through the t h r u s t reverser halves.

General

The VSV system components include these components:

- Two actuators - Two actuation levers - Six actuation r i n g s connected to VSV lever arms.

VSV Actuators

The VSV actuators are a double-action p i s t o n t y p e , at the 3:00 and 9:00 p o s i t i o n s on the HPC case forward f l a n g e .

Operation

The HMU sends high-pressure servo f u e l to the head and rod ends of the VSV actuators. When you increase the head end servo f u e l pressure, and decrease the rod end f u e l pressure, you cause the actuator pistons to extend. This causes these functions to happen:

- L e f t actuation l e v e r lower - Right actuation l e v e r r a i s e

- Actuation r i n g s r o t a t e counterclockwise ( l o o k i n g f o r w a r d ) .

These actions open the VSVs.

The rod end servo f u e l pressure increases and the head end servo f u e l pressure decreases t o close the VSVs.

An e l e c t r i c a l connector on each actuator gives p o s i t i o n feedback t o the EEC from an LVDT i n s i d e the a c t u a t o r . The l e f t actuator LVDT gets e x c i t a t i o n from and sends p o s i t i o n feedback signals to EEC channel A. The r i g h t actuator LVDT gets e x c i t a t i o n from and sends p o s i t i o n feedback signals to

Training Information

The actuator guide can e d to the actuator lever one way. To mak i s happens, there i s the word, AFT embossed f the actuator guide. Make sure when AFT goes t o the rear o f the engine. I done, the engine w i l l surge when opera


EEC channel B.

Point

only be f i t te sure t h a t t h on the rear of i t t i n g , t h a t f t h i s i s notted.

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ENGINE AIR -- COMPRESSOR AIRFLOW CONTROL SYSTEM - VARIABLE BYPASS VALVE (VBV) COMPONENTS I n t r o d u c t i o n

The VBV valves bypass low pressure compressor a i r f l o w before the high pressure compressor i n l e t .

To get access to the VBV system components, go through the t h r u s t reverser halves.

General

The VBV system components include these components:

- Two actuators - Unison r i n g - B e l l cranks - 12 bypass valves.

VBV Actuators

The VBV actuators are double-action p i s t o n type near the 4:00 p o s i t i o n and the 10:00 p o s i t i o n on the fan frame.

The 12 VBVs are equally spaced around the LPC case between the fan frame s t r u t s . They are rectangular metal plates t h a t cover the bypass valve o u t l e t s . LPC primary discharge a i r goes through open VBVs i n t o the secondary a i r flow path.

Operation

A unison r i n g interconnects a l l 12 VBVs using b e l l cranks. A l l VBVs operate together in response to the actuators.

The HMU sends high-pressure servo f u e l to the head and rod ends of the VBV actuators. When the head end servo f u e l pressure increases and the rod end f u e l pressure decreases, the actuator pistons extend. This causes the unison r i n g to r o t a t e counterclockwise and open the VBVs. When the rod end servo f u e l pressure increases and the head end servo f u e l pressure decreases, the VBVs cl o s e .

An e l e c t r i c a l connec ator gives p o s i t i o n feedback t o the EEC fr the a c t u a t o r . The l e f t actuator LVDT ge from and sends p o s i t i o n feedback sig annel A. The r i g h t actuator LVDT gets e x and sends p o s i t i o n feedback signals to


tor on each actuom an LVDT i n ts e x c i t a t i o n nals to EEC chc i t a t i o n from EEC channel B.

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ENGINE AIR -- COMPRESSOR AIRFLOW CONTROL SYSTEM - VBV SYSTEM - GENERAL DESCRIPTION General

The v a r i a b l e bleed valves are moved to c o n t r o l the excess N1 discharge a i r by bleeding it away from the high pressure compressor i n l e t .

Variable Bleed Valve P o s i t i o n i n g

The VBV c o n t r o l is done by these components:

- Active ECU channel - VBV el e c t r o - h y d r a u l i c servo valve (EHSV) w i t h i n

the HMU - Two VBV a c t u a t o r s .

The VBV altitude/speed schedules c a l c u l a t e these f u n c t i o n s :

- VBV p o s i t i o n as a f u n c t i o n of fan speed (N1) - Core speed (N2) - T o t a l a i r temperature (TAT) - Compressor i n l e t temperature (T2.5).

To match the N2 compressor, the VSV p o s i t i o n goes to VBV c a l c u l a t o r as a VBV N2 t r i m s i g n a l . The VBV t r a n s i e n t s i g n a l i n p u t is from the maximum or minimum f u e l flow l i m i t schedules.

The VBV command t o the l o g i c d r i v e r i s the sum of the output of these schedules:

- Speed schedules

- Transient schedules - P o s i t i o n feedback of the a c t u a t o r .

The r e s u l t s of these give a closed loop system.

The VBV command i s the calculated p o s i t i o n f o r the VBVs where 0 percent equals f u l l y closed and 100 percent equals f u l l y opened. The VBV d r i v e r changes the VBV command i n t o an equivalent DC output as a VBV closed demand. The a c t i v e channel c o n t r o l s i n t e r n a l relays in the ECU processor and sends the command to the servo v a l v e . Servo f u e l pressure then is given to the rod or head end of the two actuators.

D i g i t a l data of the V o s i t i o n goes on the ARINC 429 data bus t o s i t i o n of the VBV shows on the EICAS EPC page.


BV status and p EICAS. The p oS maintenance

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ENGINE AIR -- COMPRESSOR AIRFLOW CONTROL SYSTEM - VSV AND VBV - FUNCTIONAL DESCRIPTION General

The l o g i c schedules f o r VSV and VBV c o n t r o l are included i n the EEC software. The VSVs are modulated as a f u n c t i o n of N2, T25, and P0. The VBVs are modulated as a f u n c t i o n of N1, TAT, and the VSV p o s i t i o n s .

When the engine i s s t a r t e d , the VBVs are open and the VSVs are closed.

As the engine accelerates, the EEC commands the EHSV t o s i g n a l the VSV actuators to open the vanes. The p o s i t i o n feedback s i g n a l t e l l s the EEC t h a t the actuators have moved t o the commanded p o s i t i o n . The VSV p o s i t i o n is also used by the EEC to schedule the p o s i t i o n of the VBVs.

The VBV actuators get f u e l pressure signals to close as power increases. At high power, the VSVs are f u l l y open and the VBVs are f u l l y closed. The opposite occurs during power reductions.

Modulation Schedule Revisions

The EEC increases the compressor s t a l l margin during r a p i d decelerations ( t h r o t t l e chop) and reverse t h r u s t operation.

Rapid decelerations are sensed by the EEC. The l a r g e mass of the fan does not decelerate as q u i c k l y as the high pressure compressor. This causes an overload of a i r f l o w at the HPC i n l e t .

To prevent a compressor s t a l l , the EEC revises the normal VBV schedule so t h a t the VBVs are open an a d d i t i o n a l 30 square inches.

When the EEC senses t h a t the decelerations of the fan and compressor have s t a b i l i z e d , i t returns t o the normal VBV schedule.

During reverse t h r u s t operation, the reversed fan a i r d i s t u r b s the a i r f l o w a t the engine i n l e t .

To make sure t h a t the engine does not s t a l l , the EEC revises the normal VBV schedule so t h a t the VBVs are open an a d d i t i o n a l 3 s u n t i l reverse t h r u s t i s stopped. Th sed an a d d i t i o n a l f o u r degrees from the le during reverse t h r u s t .


0 square inchee VSVs are clo normal schedu

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ENGINE AIR -- FUNCTIONAL DESCRIPTION Core Compartment Cooling Valves

The CCCV i s closed at stabilized cruise power when the a i r c r a f t is above 17,000 feet a l t i t u d e and the EGT is less than 699C. Cooling airflow to engine accessories i s decreased when the CCCV i s closed. The CCCV f a i l -safes open.

HPTC Valve

The HPTC valve opens at cruise power settings when the a i r c r a f t is above 17,000 feet a l t i t u d e and N2 is between 82 percent and 98 percent. Turbine case cooling airflow i s increased when the valve i s open. The HPTC valve fail-safes closed.

Variable Stator Vanes

The VSVs move from f u l l y closed during starting to f u l l y open at takeoff power. The modulation schedule changes during reverse thrust operation. The VSVs f a i l -safe closed.

Variable Bypass Valves

The VBVs move from f u l l y open during starting to f u l l y closed at takeoff power. The modulation schedule changes during rapid deceleration and reverse thrust operation. The VBVs fa i l - s a f e open.

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ENGINE AIR -- EICAS INDICATIONS General

Position indications show on the EICAS EPCS page f o r these engine a i r system components:

- Variable stator vane (VSV) actuators - Variable bypass valve (VBV) actuators - High pressure turbine cooling (HPTC) valve.

The indications are in percent of maximum angle, with 0 percent equal to fully-closed positions and 100 percent equal to fully-open. The ranges f o r the indications are from -5.0 percent to 105.0 percent.

These parameter values show on the EICAS EPCS page for the temperatures and pressures to control engine a i r system components:

- Ambient ( s t a t i c ) pressure (PO) - HPC discharge (burner) s t a t i c pressure (PS3) - HPC i n l e t temperature (T25) - HPC discharge (burner) temperature (T3).

The pressure and temperature indication ranges are shown on the graphip page.

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ENGINE FUEL -- DISTRIBUTION - INTRODUCTION General

The engine f u e l and c o n t r o l system supplies f u e l to t engines at the c o r r e c t pressure and r a t e of f l o w . Th system has these subsystems:

- D i s t r i b u t i o n and i n d i c a t i o n

- Control (Chapter 76).


ACC - a c t i v e clearance c o n t r o l ACMS - airplane c o n d i t i o n monitoring system ARINC - Aeronautical Radio, I n c . CCC - core compartment cooling CCCV - core compartment cooling valve c t r l - c o n t r o l ch -channel DP - d i f f e r e n t i a l pressure drv - d r i v e r ECU - e l e c t r o n i c c o n t r o l u n i t (used

interchangeably w i t h EEC) EEC - e l e c t r o n i c engine c o n t r o l (used

interchangeably w i t h ECU) EHSV - el e c t r o - h y d r a u l i c servo valve EICAS - engine i n d i c a t i o n and crew a l e r t i n g

system eng - engine F/O HX - f u e l / o i l heat exchanger GE -General E l e c t r i c HMU - hydromechanical u n i t

HPC - high pressure compressor HPSOV - high pressure s h u t o f f valve HPT - high pressure t u r b i n e IDG - i n t e g r a t e d d r i v e generator LPC - low pressure compressor LPT - low pressure t u r b i n e PRSOV - pressure r e g u l a t i n g and s h u t o f f valve RVDT - r o t a r y v a r i a b l e d i f f e r e n t i a l transformer svc - s e r v i c e TIP - t r a i n i n g information p o i n t TLA - t h r u s t lever angle resolver T/R - t h r u s t T12 - tempera o n 1.2 VBV - v a r i a b l VSV - v a r i a b l


reverser ture at s t a t ie bypass valvee s t a t o r vane

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ENGINE FUEL -- DISTRIBUTION - GENERAL DESCRIPTION General

The engine f u e l system includes d i s t r i b u t i o n , control, and indication. The control functions are in the engine control chapter.

Distribution

The f u e l d i s t r i b u t i o n system receives and pressurizes f u e l from the airplane f u e l tanks. The f u e l is heated by engine o i l in the f u e l / o i l heat exchanger and then f i l t e r e d . After i t i s f i l t e r e d , the f u e l i s heated i n the IDG f u e l / o i l heat exchanger and distributed through the f u e l tubes to the f u e l nozzles in the engine combustor.

A servo f u e l heater provides additional heat to the servo f u e l used by the hydromechanical unit (HMU) f o r component control.

Control

The hydromechanical unit (HMU) provides f u e l metering and engine a i r systems control functions. Operation of the HMU is covered in the engine control chapter.

Indication

Fuel flow rate shows on EICAS from a f u e l flow transmitter.

Fuel pump interstage pressure shows on EICAS from a fu e l pump interstage pressure transmitter.

Impending blockage of the f u e l f i l t e r shows by the EICAS status message L(R) ENG FUEL FILT from a f u e l f i l t e r d i f f e r e n t i a l pressure switch.

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ENGINE FUEL -- DISTRIBUTION - COMPONENT LOCATION

General

The f u e l d i s t r i b u t i o n system pressurizes, f i l t e r s , and distributes f u e l . I t delivers f u e l from the airplane f u e l tanks to the engine combustion section. It also supplies pressurized and heated f u e l f o r use by the engine a i r system.

These are the components of the f u e l d i s t r i b u t i o n system:

- Main f u e l supply hose - goes from the s t r u t down the r i g h t side of the engine to f u e l pump i n l e t port

- Fuel pump - on the r i g h t side, a f t of the accessory gear box

- Fuel o i l heat exchanger - on the bottom of the f u e l pump

- Fuel f i l t e r - on the outboard side of the f u e l pump - Servo f u e l heater - on the heat shield on the r i g h t

side, above the accessory gearbox - IDG f u e l / o i l heat exchanger - on the r i g h t side,

under the accessory gearbox - Fuel tubes (manifold) - around the combustor

connecting to the f u e l nozzles - Fuel nozzles - evenly around the combustor - Fuel f i l t e r d i f f e r e n t i a l pressure switch - on top

of the f u e l f i l t e r - Fuel pump interstage pressure transmitter - i n the

f u e l pump port - Fuel flow transmitter - on the r i g h t outer corner

of the accessory gearbox.

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ENGINE FUEL -- DISTRIBUTION - MAIN FUEL SUPPLY HOSE General

The main f u e l supply hose connects the airplane f u e l supply l i n e i n the engine s t r u t to the f u e l pump on the engine. It is on the r i g h t side of the engine core section. Access is through the r i g h t thrust reverser h a l f .

The hose is connected at the s t r u t with a coupler. A mounting flange connects the hose to the f u e l pump. Four clamps hold the hose to the engine between the s t r u t and pump. An insulation blanket surrounds part of the hose to protect the system from thermal effects.

The f u e l supply hose is drained prior to disconnect by two drain plugs on the f u e l pump.

NOTE: Catch the drained f u e l using a suitable f i v e -gallon capacity container.

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ENGINE FUEL -- DISTRIBUTION - FUEL PUMP General

The f u e l pump pressurizes the f u e l . The f u e l pump attaches to the a f t r i g h t pad of the accessory gearbox using an adapter with a hinged V flange coupling.

A spline drive shaft engages the pump to the accessory gearbox adapter using an O-ring seal. A carbon seal (not shown) keeps f u e l out of the accessory gearbox.

A cleanable metal interstage strainer prevents p a r t i c l e damage to the pump.

A f u e l discharge port and a f u e l return port connect the f u e l pump to the HMU.

Two drain plugs are on the bottom of the pump.

The f u e l / o i l heat exchanger, f u e l pressure transmitter, and f u e l f i l t e r are on the pump assembly.

Two ports on the pump connect a f u e l f i l t e r d i f f e r e n t i a l pressure switch.


The pump may be removed with the heat exchanger and f i l t e r attached i f desired. To avoid damage to the seals, do not l e t the pump assembly hang from the drive shaft during removal or i n s t a l l a t i o n . The f u e l pump weighs 43 pounds.

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ENGINE FUEL -- DISTRIBUTION - FUEL PUMP FUNCTIONAL DESCRIPTION Operation

The f u e l pump has an impeller (interstage) pump and a gear pump. Both pumps are driven by a common spline drive from the accessory gearbox. The impeller pump pressurizes f u e l to prevent gear pump cavitation. The gear pump gives the high pressure and flow to supply the HMU and f u e l nozzles.

The f u e l flows from the impeller pump through the interstage strainer to the positive-displacement gear pump. The impeller pump discharge (boost) pressure i s 0-152 psid, which depends on RPM. The gear pump discharge (outflow) pressure is kept below 1500-1700 psid by a r e l i e f valve.

Fuel flows from the gear pump through the heat exchanger and f u e l f i l t e r to the discharge port ( t o the HMU). Excess f u e l from the HMU enters the pump through the return port (between the impeller and gear pump stages).

The f u e l pump interstage pressure transmitter measures the interstage f u e l pressure f o r indication on EICAS.

Servicing

The metal interstage strainer removes f o r cleaning. If the strainer is clogged, N2 usually does not increase above 45-50 percent.

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ENGINE FUEL -- DISTRIBUTION - FUEL FILTER AND ELEMENT General

The f u e l f i l t e r removes particles large enough to cause contamination or damage. The f i l t e r assembly i s on the outboard side of the f u e l pump.

The f i l t e r element i s a disposable 10-micron nominal (35-micron absolute) u n i t . A coarse aluminum mesh holds a pleated epoxy-impregnated glass/polyester compound. Each end has a seal r i n g . A r e l i e f valve l e t s f u e l bypass a clogged f i l t e r element at 35 psid.

A servo f u e l outlet port is on the f i l t e r housing. The servo f u e l flows from the main f i l t e r then through the wash screen with a r e l i e f valve. The valve opens at 15 psid i f the screen i s blocked.


To replace the f i l t e r element, unscrew the f i l t e r bowl from the housing. Either end of the f u e l f i l t e r element can be put i n t o the f i l t e r bowl. I n s t a l l the f i l t e r bowl and tighten by hand.

NOTE: Do not overtighten the f u e l f i l t e r bowl.

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ENGINE FUEL -- DISTRIBUTION - SERVO FUEL HEATER General

The servo f u e l heater heats the f u e l used f o r HMU servo operations. This prevents ice in the f u e l . The heater is in the accessory compartment on the r i g h t side of the accessory gearbox.

Hot o i l from the engine o i l system goes i n t o the heater through an o i l bypass valve assembly to flow around the servo f u e l heater tubes. The bypass valve assembly has two functions. I t opens at 60 psid ( f u l l open at 110 psid) if the o i l passages become clogged. It bypasses o i l i f the f u e l becomes too hot to prevent coking of the f u e l in the servo f u e l heater and in the HMU electro hydraulic servo valves.

Baffles force the o i l flow to change direction four times before it goes out of the heater. Fuel goes straight through the heater tubes and absorbs heat from the o i l before e x i t i n g . There is no f u e l bypass path.

Included in the assembly is a second valve at the heat exchanger f u e l outlet to l i m i t heat input to the f u e l . I f the f u e l becomes too hot, (85-93C) the thermal mass expands, and the f u e l temperature sensor valve closes o f f the servo o i l return to the gearbox. This causes a d i f f e r e n t i a l pressure across the o i l bypass valve. The bypass valve moves and l e t s i n l e t o i l go di r e c t l y to the outlet o i l port. The exchange of heat from the o i l to the f u e l stops.

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ENGINE FUEL -- DISTRIBUTION - FUEL FLOW TRANSMITTER General

The f u e l flow transmitter measures the f u e l mass flow rate to the f u e l nozzles. The transmitter is near the r i g h t side of the accessory gearbox below the f u e l pump. The input to the transmitter comes from the HMU. The output goes to the IDG f u e l / o i l heat exchanger. Access is through the r i g h t thrust reverser h a l f .

Operation

The transmitter has these components:

- Flow director - Swirl generator - Rotor - Turbine.

The rotor spins freely and has two magnets that make pulses in s t a r t and stop c o i l s . The turbine can turn but is kept from spinning by a restraining spring.

Incoming f u e l goes through the flow director and is given angular motion by the s w i r l generator. This makes the rotor spin. One of the magnets on the rotor supplies a signal i n the s t a r t c o i l . The other magnet makes a signal i n the stop c o i l when i t goes under the signal blade that attaches to the turbine. The time between the s t a r t and stop signals gives the f u e l flow r a t e .

The s t a r t and stop pulses are received by the EEC, which then calculates the f u e l flow r a t e . The EEC sends d i g i t a l flow rate information to EICAS.


Transmitters removed from the airplane and not reinstalled within 24 hours must be protected against internal corrosion. F i l l the transmitter with enough engine o i l t o coat a l l parts, drain the o i l , and i n s t a l l protective covers (not shown) on both ends.

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ENGINE FUEL -- DISTRIBUTION - FUEL PRESSURE TRANSMITTER General

The f u e l pump interstage pressure transmitter measures the interstage pressure i n the f u e l pump. I t i s on the fu e l pump next to the f u e l f i l t e r .

The transmitter is a variable reluctance u n i t . It sends an e l e c t r i c a l analog signal to EICAS.

EICAS calculates the f u e l pressure and shows the pressure on the PERF/APU page.

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ENGINE FUEL -- DISTRIBUTION - FUEL FILTER DIFFERENTIAL PRESSURE SWITCH General

The f u e l f i l t e r d i f f e r e n t i a l pressure switch closes to show an excessive difference i n f u e l pressure across the f u e l f i l t e r .

The switch i s on the f u e l pump. Access i s through the r i g h t thrust reverser h a l f .

Operation

The switch closes when the d i f f e r e n t i a l pressure across the f i l t e r i s more than 23 psid. A latched EICAS status and maintenance message L(R) ENG FUEL FILT shows after a 10-second time delay. If the d i f f e r e n t i a l pressure decreases to less than 19.5 psid within 10 seconds after the switch closes, the switch opens and the message goes away.

The f i l t e r bypass valve does not open u n t i l 35 psid. The EICAS message shows impending f u e l f i l t e r bypass and does not necessarily show that the bypass valve is open.

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ENGINE FUEL -- DISTRIBUTION - FUEL MANIFOLD AND TUBES General

A f u e l manifold and tubes carry metered f u e l from the HMU and IDG f u e l / o i l heat exchanger to the 30 f u e l nozzles. The manifold encircles the engine at the combustion section. The f u e l manifold has two segments. Each segment carries f u e l to 15 f u e l nozzles that use f u e l supply tubes welded to the manifold. The manifold segments are connected with couplings at the 6:30 and 12:30 positions.

The tube-to-fuel nozzle couplings are covered by a shroud to catch leakage.


Loosen the knurled nuts at the nozzle. Slide the shroud a f t . This exposes the shroud-to-nozzle packing and the connection between the f u e l nozzle and f u e l tube.

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ENGINE FUEL -- DISTRIBUTION - FUEL NOZZLES General

The f u e l nozzles make the f u e l i n t o smaller particles and supply them to the combustor. The 30 nozzles go through the compressor rear frame (CRF) and have numbers 1 through 30 clockwise from the top. Access to the nozzle is through the thrust reverser halves.

Nozzles 15 and 16 have larger primary flow passages that supply a higher flow to prevent flameout. These nozzles have blue bands and a different part number from the nozzles at a l l other locations. The other 28 nozzles have aluminum colored bands.

Nozzles 9 and 13 are i g n i t i o n nozzles. These nozzles make the f u e l i n t o the smallest particles to make sure of good i g n i t i o n . They have a green band

Operation

Fuel goes int o the nozzles through an i n l e t check valve. The valve opens at 20 psid and does not l e t the f u e l drain from the manifold in t o the combustor when the engine is o f f .

At low f u e l flows a flow divider valve sends f u e l to the primary flow passage. As f u e l flow increases, the flow divider valve opens to l e t f u e l go i n t o the secondary flow passage.


Replace the f u e l nozzle with one that has the same color band and part number.

Disconnect the f u e l and drain the manifolds before you disconnect the nozzles. When you replace nozzles under the engine (nozzles 9 through 22), hold the metallic gasket in position with tape during i n s t a l l a t i o n . Remove the tape before you tighten components.

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ENGINE FUEL -- DISTRIBUTION - COMBUSTOR DRAIN VALVE General

The combustor drain valve l e t s f u e l or other liquids drain from the combustor and CRF when the engine is shut down. The valve is at the 5:30 position, on the LPT cooling a i r manifold. Access is through the r i g h t core cowl.

The combustor drain valve is a spring-loaded-open poppet valve. A forward tube connects the valve to a f i t t i n g at the 6:00 position on the CRF. An a f t tube transmits drainage overboard near the exhaust sleeve.

Operation

When the engine i s running, combustor gas pressure closes the drain valve. When the engine i s shut down, the valve opens to drain f l u i d s .

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ENGINE FUEL -- DISTRIBUTION - FUNCTIONAL DESCRIPTION General

Fuel goes i n t o the engine f u e l system from the f u e l tanks through the main f u e l supply hose. The f u e l pump is spline shaft-driven by the accessory gearbox, and pressurizes the f u e l that uses an impeller (boost) pump and a gear pump. The f u e l pump interstage pressure transmitter measures impeller pump pressure.

The f u e l is heated in the f u e l / o i l heat exchanger and f i l t e r e d b y the f u e l f i l t e r . A f u e l f i l t e r d i f f e r e n t i a l pressure switch sends a signal to EICAS i f the f i l t e r is almost blocked.

The HMU meters the f u e l to the nozzles f o r combustion. The HMU gets a separate supply of servo f u e l from a port on the f u e l f i l t e r . The servo f u e l i s heated by the servo f u e l heater.

The f u e l flow transmitter measures the f u e l mass flow rate f o r EICAS indication.

The IDG f u e l / o i l heat exchanger transfers additional heat to the combustion f u e l .

The f u e l manifolds and tubes carry the f u e l to the f u e l nozzles. The nozzles atomize the f u e l f o r combustion.

When the engine i s shut down, the combustor drain valve opens to l e t f l u i d s in the combustion section drain.

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ENGINE CONTROL -- INTRODUCTION General

The f u l l a u t h o r i t y d i g i t a l e l e c t r o n i c c o n t r o l (FADEC) system is a d i g i t a l electronically-implemented system t o c o n t r o l the GE 80C2 series engines. There are no cables between the t h r u s t levers and the engines. The e l e c t r o n i c engine c o n t r o l (EEC) is the main i n t e r f a c e between the a i r c r a f t and the engine. This system is also known as an e l e c t r o n i c propulsion c o n t r o l system (EPCS) These are the components of the system:

- Thrust l e v e r assembly - Dual channel EEC system w i t h dedicated engine

sensors w i t h dedicated i n p u t and outputs to engin systems

- Hydromechanical Metering Unit (HMU) - Propulsion I n t e r f a c e Monitor Unit (PIMU).


ADC - a i r data computer CCC - core compartment cooling CCCV - core compartment cooling valve ch -channel DP - d i f f e r e n t i a l pressure drv - d r i v e r ECU - e l e c t r o n i c c o n t r o l u n i t (used

interchangeably w i t h EEC) EEC - e l e c t r o n i c engine c o n t r o l (used

interchangeably w i t h ECU) EHSV - el e c t r o - h y d r a u l i c servo valve

EICAS - engine i n d i c a t i o n and crew a l e r t i n g system

EPCS - e l e c t r o n i c propulsion c o n t r o l system eng - engine FADEC - f u l l a u t h o r i t y d i g i t a l e l e c t r o n i c c o n t r o l F/O HX - f u e l / o i l heat exchanger FMC - f l i g h t management computer GE -General E l e c t r i c HMU - hydromechanical u n i t HPC - high pressure compressor HPSOV - high pressure s h u t o f f valve HPT - high pr IDG - i n t e g r a erator LPC - low pre or LPT - low prenorm -normal PIMU - propuls monitoring u n i t PRSOV - pressur nd shu t o f f valve RVDT - r o t a r y r e n t i a l transformer SEI - standby t o r sw - s w i t c h TAT - t r u e aTIP - t r a i n i n points TLA - t h r u s t esolver TMC - t h r u s t mputer T/R - t h r u s t T12 - temperat n 1.2 VBV - v a r i a b l s VSV - v a r i a b l


essure t u r b i n et e d d r i v e genssure compressssure t u r b i n e

ion i n t e r f a c e e r e g u l a t i n g avar i a b l e d i f f eengine i n d i c a

i r temperature g information lever angle r management coreverser ure at s t a t i oe bypass valvee s t a t o r vanes

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ENGTHI

REVI

INE CONTROL -- GENERAL DESCRIPTION S PAGE INTENTIONALLY LEFT BLANK

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ENGIGener

The Gelectenginown incompocontrsubsyproce

These

- - -

The EEoperat h i s sends

- - S-

The enand a ia l l syste

- -

r n a l engine) cooling airflow

systems.

ed in t h i s chapter. The other vered in other chapters.

ontrolled by the EEC. There are no trol connections between the the engines. The EEC must be engine to run. The EEC gets input st levers through thrust lever engine sensors. The EEC controls it (HMU) using analog e l e c t r i c a l ols thrust by controlling f u e l zles in the engine combustor.

magnet alternator supplies power engine is running. The EEC also at these times:

est

in the f l i g h t compartment control shutoff valve in the HMU. This ngine can be shut down regardless l u r e s .

REVISIO

NE CONTROL -- GENERAL DESCRIPTION al

eneral Electric CF6-80C2 f u l l authority d i g i t a l ronic control (FADEC) system i s a computer-based e control system. Each engine on the 767 has i t s dependent engine control system. The main nent of the FADEC system i s the electronic engine ol (EEC). The FADEC system i s divided i n t o stems to do two basic functions, information ssing and engine control.

are the information processing functions:

Receive Manipulate Send large amounts of data.

C gets information about the environment and ting conditions within the engine. The EEC uses information to control the engine. The EEC also data and messages to these systems:

EICAS EI PIMU.

gine control functions control the engine f u e l r systems to operate the engine e f f i c i e n t l y at

rated performance levels. These are the engine ms that the EEC controls:

Fuel flow, primary engine airflow Turbine case cooling

- Parasitic ( i n t e- I g n i t i o n - Engine starting

Fuel control is coverengine systems are co

Fuel Control System

Engine f u e l flow is cmechanical engine conf l i g h t compartment andoperational f o r the signals from the thruresolvers, and from the hydromechanical unsignals. The HMU contrflow to the f u e l noz

A dedicated permanentfor the EEC when the gets a i r c r a f t power

- Engine s t a r t - EEC maintenance t- As backup power.

Fuel control switchesa high pressure f u e l makes sure that the eof EEC inputs and f a i


ENGA mit h ri n tsyst

The i n d is i gthecompTMC

The to The c o n t

Engi

Thes

-

-

The manaco n d

REVI

INE CONTROL -- GENERAL DESCRIPTION croswitch pack is mechanically operated by the u s t lever l i n k a g e . The microswitch pack is an e r f a c e between the t h r u s t levers and other user ems such as the t h r u s t reverser.

EEC sends signals to EICAS and the standby engine c a t o r (SEI) f o r i n d i c a t i o n . The EEC gets d i g i t a l n a ls from the t h r u s t management computer (TMC) and a i r data computer (ADC). The f l i g h t management uter (FMC) also connects to the EEC through the .

EEC discretes card sends pneumatic demand signals the TMC. The TMC sends these signals to both EECs. EEC discretes card sends an analog engine i d l e r o l s i g n a l to the EEC.

ne Inputs

e are the temperature and pressure i n p u t s :

Two e l e c t r i c fan i n l e t temperature (T12) sensors on the forward edge of the fan case P25/T25 sensor on the fan frame and the HPC i n l e t .

temperatue signals go to the EEC f o r power gement. An o p t i o n a l pressure s i g n a l goes to EEC it i o n monitoring c i r c u i t s .

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ENGINE CONTROL -- THRUST LEVERS

General

The thrust lever assembly controls the quantity of thrust and i t s direction (forward or reverse). The assembly is in the P10 center control stand. The crank arm connects to the reverse thrust lever assembly. The forward thrust lever assembly has a l i n k to the crank arm with the reverser lever l a t c h .

Components

The thrust lever assembly has these components:

- Forward thrust lever - Reverse thrust lever - Thrust reverser control switch - Reverse lever latch - Reverse i d l e detent assembly - Crank arm.

Forward Thrust Operation

When the reverse thrust lever i s down (stowed), the reverse lever latch engages over the operation linkage. This connects the forward thrust lever to the crank arm. The control rods move up to increase forward thrust when the forward thrust levers advance.

Latch Operation

The reverse lever latch prevents movement of the reverse thrust levers when i n forward t h r u s t . When the reverse lever latch releases, it touches the stop on

the structure of the aisle stand. This prevents movement of the forward thrust lever when reverse is selected.

Reverse Thrust Operation

The reverse i d l e detent assembly has a cam to give f e e l to the reverse i d l e position. When the engine i s i n reverse i d l e , a notch in the assembly is in the detented position on the cam. Pull up on the reverse thrust levers to increase reverse t h r u s t . Push down on the levers to stow the reverser.

A 10 degree thrust re l switch sends a signal to the thrust ure regulating and shut-off (PRSOV) valv


verser controreverser presse solenoid.

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ENGTHI

REVI

INE CONTROL -- CLUTCH AND MICROSWITCH PACKS S PAGE INTENTIONALLY LEFT BLANK

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ENGI

Gener

The aubetweecontr

The miassembinterbelow

Autot

The af o r tservoon a face connecclutcthe tautotengaglevermanualtimes

Micro

The misets on th

tches to send thrust lever ther a i r c r a f t systems.

Point

microswitch pack may be replaced, pack must f i r s t be removed. There w for each microswitch. These o have a l l switches in the group ime. I n addition, there i s an ach group. Adjust the bolt to get te at the correct thrust lever

group, put the thrust levers at described in the Maintenance forward drum shows the position. nel to disengage the adjustment o adjust the switch. Make sure the y a continuity test on the he e l e c t r i c a l connector. When the release the lock channel to re-

s:

DING WARNING BRAKE/AUTOBRAKE REJECTED TAKEOFF

BRAKE/AUTOBRAKE REJECTED TAKEOFF

REVISIO

NE CONTROL -- CLUTCH AND MICROSWITCH PACKS

al

tothrottle clutch pack assembly is the interface n the autothrottle system and the engine f u e l ol system. It is in the forward equipment center.

croswitch pack is linked to the clutch pack ly through the forward cable drum. It is the face to other a i r c r a f t systems. The switch pack is the drum.

hrottle Clutch Packs

utothrottle clutch packs supply f r i c t i o n and f e e l he thrust levers (manual) and l e t the autothrottle unit move the thrust levers. The clutch packs are common shaft. The thrust levers connect to one of a clutch pack. The autothrottle servo unit ts to the other face of both clutch packs. The h f r i c t i o n i s set to supply the correct f e e l when hrust levers are moved manually against the hrottle servo u n i t . When the autothrottle i s ed, the autothrottle servo unit moves the thrust s through the clutch packs. The clutch packs make override of the servo unit possible at a l l .

switch Pack

croswitch pack has two cam-following arms and two of switches for each engine. Cam surfaces machined e lower half of the forward drums move the arms.

This operates the swiposition signals to o

Training Information

The switches of the but the entire switch is an adjustment screscrews are adjusted toperate at the same tadjustment bolt f o r ethe switches to operaangle.

To adjust the switch the proper angle as Manual. A scale on thePush on the lock chanb o l t . Turn the bolt tposition is correct bapplicable pins i n tposition is correct,engage the b o l t .

Switches

These are the switche

- S 1 , S5 - L/R LAN- S2, S3 - L AUTO

(RTO) - S6, S7 - R AUTO


ENG-

- -

- -

REVI

INE CONTROL -- CLUTCH AND MICROSWITCH PACKS S8, S11 - L/R THRUST REVERSER DIRECTIONAL CONTROL VALVE S10, S14 - L/R SPEEDBRAKE RETRACT S12, S16 - L/R THRUST MANAGEMENT SYSTEM (TMS) THRUST REVERSE S17 - LOAD SHED/PRESSURE CONTROL L S18 - LOAD SHED/PRESSURE CONTROL R.

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ENGINE CONTROL -- THRUST LEVER ANGLE (TLA) RESOLVERS General

The thrust levers control engine t h r u s t . Each thrust lever is mechanically linked through the autothrottle clutchpack to a two-channel thrust lever angle (TLA) resolver. The TLA resolver is a rotary transducer. The clutchpack turns the resolver rotor when the thrust lever is moved. The resolvers are on the clutchpack assemblies in the forward equipment center. Access is through the forward equipment center access door.

Each resolver has two sets of e l e c t r i c a l outputs that are a function of the thrust lever angle. One signal from each resolver goes to EEC channel A, the other signal goes to EEC channel B.

Each EEC channel sends a sine wave signal through i t s respective connector to the rotor of the dual c o i l TLA resolver. The excitation induces a sine-cosine feedback signal f o r each channel as the rotor moves in response to power lever position changes. The EEC converts the sensed analog feedback signals i n t o a d i g i t a l thrust lever angle value. The EEC uses t h i s phase angle to determine commanded N1.

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ENGINE CONTROL -- THRUST LEVER AND RESOLVER ANGLES General

The TLA resolver gives t h r u s t l e v e r angle p o s i t i o n to the EEC. The TLA resolver s t a t o r is held by s t a t i o n a r y components of the a u t o t h r o t t l e c l u t c h pack assembly. Movement of a t h r u s t l e v e r causes the TLA resolver r o t o r t o t u r n .

When the forward t h r u s t levers are a t the i d l e stop w i t h the reverse t h r u s t levers in the down p o s i t i o n ( t h r u s t reverser stowed), the t h r u s t resolver angle (TRA) value on the EICAS EPCS page must be between 33.7 and 34.1 degrees. I f e x t e r n a l t e s t equipment i s used t o measure the TRA, the angle f o r the l e f t TLA resolver must be between 33.7 and 34.1 degrees, and the angle f o r the r i g h t TLA resolver must be between 55.9 and 56.3 degrees.

When the forward t h r u s t levers are a t the maximum forward p o s i t i o n , the TRA value on the EICAS EPCS page must be between 85.0 and 88.5 degrees. If e x t e r n a l t e s t equipment is used to measure the TRA, the angle f o r the l e f t TLA resolver must be between 85.0 and 88.5 degrees, and the angle f o r the r i g h t TLA resolver must be between 1.5 and 5.0 degrees.

When the forward t h r u s t levers are a t the i d l e s t o p , and the reverse t h r u s t levers are p u l l e d up to the maximum reverse t h r u s t p o s i t i o n , the TRA value on the EICAS EPCS page must be between 3.0 and 8.0 degrees. I f e x t e r n a l t e s t equipment is used to measure the TRA, the angle f o r the l e f t TLA resolver must be between 3.0 and

8.0 degrees, and the angle f o r the r i g h t TLA resolver must be between 82.0 and 87.0 degrees.

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ENGINE CONTROL -- EEC - GENERAL DESCRIPTION General

The f u e l control system controls engine t h r u s t . The system has these characteristics:

- F u l l authority - Dual channel - D i g i t a l electronic engine control (EEC).

It is a two-channel (A and B), d i g i t a l electronic microcomputer. It mounts with vibration isolators on the l e f t side of the fan case at the 8:30 position.

There are 15 e l e c t r i c a l connectors on the front of the unit (J1 through J15). Engine wiring harnesses are color coded f o r easy i d e n t i f i c a t i o n . There are four connections f o r pressure probes on the bottom of the u n i t . The unit is cooled by natural convection.

Various airplane and engine systems communicate with the EEC and have redundant paths to the EEC channels (channel A and channel B). The 15 e l e c t r i c a l connectors on the EEC are grouped t h i s way:

- A i r c r a f t interfaces (J1-J6) - On-engine components (J7-J13) - EEC (J14 and J15).

The EEC has rating tables for multiple ratings. The J15 rating plug finds the rating used by the EEC. This plug must be connected to the EEC to dispatch.

The engine i d e n t i f i c a t i o n plug (J14) gives engine hardware information to the EEC. After an EEC replacement on an engine, J15 is also used to enter the s e r i a l number of the engine in t o the memory of the EEC.

Pressure Inputs

The EEC has pressure transducers and signal conditioning c i r c u i t s . These are the pressures measured:

- Ambient pressure (P0) - Compressor discharge pressure (PS3).

One transducer f o r ea sures P0 through a small hole in the EEC f o r PS3 goes to the EEC.

The two channels send her on a crosstalk data bus.


ch channel mea case. A tube

data to each ot

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ENGINE CONTROL -- EEC - INPUT/OUTPUT General

The EEC gets analog input data from the engine and the a i r c r a f t . It also receives d i g i t a l input data and discrete inputs from the a i r c r a f t . The EEC uses power from the control alternator when the engine is running, and from the a i r c r a f t when the engine i s not running.

The EEC sends analog output signals to these locations:

- Hydromechanical unit (HMU) - Engine a i r systems - Thrust reverser interlock - Start/ignition systems.

The EEC sends d i g i t a l signals to EICAS and the propulsion interface monitor unit (PIMU). The two EEC channels are redundant and independent. Each channel receives the same inputs. The system i s made so that no single f a i l u r e causes the engine to stop running.

The EEC includes extensive s e l f - t e s t and f a u l t recovery features. When the EEC i s on, i t monitors a l l c r i t i c a l functions and inputs. If an input signal is faulty or missing, the EEC usually uses the value input to the other EEC channel. If that input is f a u l t y or missing, the EEC often calculates a value f o r the missing data. The EEC takes these actions when input data i s faulty or missing:

- Engine sensor data is used to backup the a i r data computer (ADC) TAT and PO values

- EEC calculates a mach number i f MACH i s not received from the ADC

- Cross-channel data is used if T12 or PO sensor data i s i n v a l i d

- Comparisons are made between N1, N2, P3, or T25 sensor data inputs using cross-channel data. If sensor values disagree, the closest to an EEC calculated value is used. If both sensor values are l o s t or i n v a l i d , EEC calculated values are used.

- Comparisons are made between TLA data inputs using cross-channel data. If both inputs are l o s t or i n v a l i d , the l a s t TLA value is used during takeoff; otherw decreased to i d l e .

- EEC calculates v HMU f u e l metering valve, VSV actua ctuator if the position data is ssing

- HPTC, LPTC, ESCV and the thrust reverser interlo e to open or closed

- EEC uses 28v dc a if power is not available from th ernator.


ise, the TLA isalues f o r the tor, and VBV a i n v a l i d or mi, CCC valves,cks f a i l - s a fi r c r a f t powere control alt

FO

ENGINE CONTROL -- EEC DISCRETES PRINTED CIRCUIT CARD General

One EEC discretes p r i n t e d c i r c u i t card is used f o r both engines. I t i s a n i n t e r f a c e between various pneumatic user systems and the TMC and FMC. The TMC supplies bleed s t a t e information t o both EECs. The card also supplies a time-delay f o r the i d l e s e l e c t c o n t r o l c i r c u i t s .

The card i s i n the P50 card f i l e i n the main equipment center.

Relays on the card connect inputs and outputs. The card has two s e c t i o n s , one f o r each engine. The 28v dc b a t t e r y bus and the l e f t 28v dc bus supply power t o the cards l e f t engine s e c t i o n . The 28v dc b a t t e r y bus and the r i g h t 28v dc bus supplies power to the cards r i g h t engine s e c t i o n .

CAUTION: THE CARD IS STATIC SENSITIVE. DO NOT HANDLE BEFORE READING THE PROCEDURE FOR HANDLING ELECTROSTATIC DISCHARGE SENSITIVE DEVICES (REF 20-41-01). THE CARD CONTAINS DEVICES THAT CAN BE DAMAGED BY STATIC DISCHARGE.

FO

ENGTHI

REVI

INE CONTROL -- EEC - FUNCTIONAL DESCRIPTION S PAGE INTENTIONALLY LEFT BLANK

FO

ENGI

Gener

The twcan ecompo

- - - - - -

The c

The ithreecontrgreatdurin

- - -

Usual

- - -

ower is used f o r a l l other EEC

no f a u l t s , the channel in contro e channel) changes with every or both channels have f a u l t s , th t number of f a u l t s is selected a ring the engine s t a r t . If a f a u l e channel during engine run, the control i f i t has less f a u l t s l. If both channels have f a u l t s , east severe f a u l t ( s ) takes nnels f a i l , the engine i s shut are stored i n the v o l a t i l e memor t information is shared between ugh the crosstalk data bus.

and signal conditioners f o r nside the EEC. There are separat i t s f o r each channel.

nning, both channels have these

gnals

n to a i r c r a f t systems and to the l.

nel operates these components:

REVISIO

NE CONTROL -- EEC - FUNCTIONAL DESCRIPTION

al

o EEC channels (A and B) are identical and eithe qually control the engine. Each channel has thes nents:

Power supply Central processor unit D i g i t a l interface unit Signal conditioning unit Data interface unit Solenoid driver u n i t .

hannels are separated in the EEC.

nternal power supply f o r each EEC channel gets -phase AC power from separate windings of the ol alternator when the engine is running (N2 er than 11 percent). A i r c r a f t power is supplied g these conditions:

Engine is being started Engine f u e l control switch is in the RUN position EEC maintenance engine power switch is in the TES position.

ly, a i r c r a f t power is used f o r these purposes:

I g n i t i o n Pneumatic starter control valve operation Power for some of the internal EEC solenoid drivers.

Control alternator pfunctions.

If both channels have of the engine (activengine s t a r t . If one channel with the leasthe active channel duis found in the activstandby channel takes than the other channethe channel with the lcontrol. I f both chadown. Detected f a u l t sof each channel. Faulthe two channels thro

Pressure transducers pressure inputs are ipressure sensor c i r c u

When the engine i s rufunctions:

- Power - Receive input si- Process data - Send informatio

other EEC channe

Only the active chan

- Servo valves


ENG- -

Siminsi

REVI

INE CONTROL -- EEC - FUNCTIONAL DESCRIPTION Solenoids Relays to control the engine.

ilar outputs from the standby channel are terminated de the EEC by switching relays.

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ENG ECT THI

REVI

INE CONTROL -- FUNCTIONAL DESCRIPTION - EEC POWER AND MODE SELS PAGE INTENTIONALLY LEFT BLANK

FO

ENGI CT Power

The EEc o n d i

- - -

A i r ca l t e rpercer e l a ycompo

- - -

At morover q u a l i

Soft

I f bo(PO) s o f t revert o t a l

ary mode, the ALT l i g h t comes on 2 is more than 50 percent as ed card and the EICAS l e v e l C MODE shows. This message i s also tatus and maintenance message. e in the s o f t reversionary e t h r u s t l e v e r stagger, depending and the status of the other EEC.

trol Mode Select

s of ambient a i r pressure (PO) to eliminate possible t h r o t t l e rew can command the EEC t o operate ry c o n t r o l mode. The hard mode i s when the EEC uses i t s own d ambient a i r pressure s i g n a l .

EEC c o n t r o l switch on the P5 r e t u r n i s connected t o the mode

EEC c o n t r o l switch is cycled from r n a t e p o s i t i o n . This t e l l s the ersionary c o n t r o l mode has been e, the ALTN l i g h t i n the EEC n. The EICAS message, L(R) ENG EEC l C message and as latched status ages.

more than N1 maximum by more than is in e i t h e r reversionary e l B EICAS message L(R) ENG LIM

REVISIO

NE CONTROL -- FUNCTIONAL DESCRIPTION - EEC POWER AND MODE SELE

C gets power from the a i r c r a f t during these t i o n s :

Engine s t a r t EEC t e s t When the f u e l c o n t r o l switch i s i n RUN.

r a f t power i s used i f power from the c o n t r o l n a t o r is not a v a i l a b l e , or when N2 is less than 11 nt. Each EEC channel has an independent power . The relays are energized through these nents:

S t a r t r e l a y EEC maintenance t e s t switch Channel reset relays when the f u e l c o n t r o l switch i s set t o RUN.

e than 11 percent N2, the c o n t o l a l t e r n a t o r takes from a i r c r a f t power t o make sure there i s a good t y power source f o r the EEC.

Reversionary Control Mode Select

th EEC channels f a i l t o get a v a l i d t o t a l pressure value from the ADC system, the EEC goes to the reversionary c o n t r o l mode. During s o f t sionary c o n t r o l mode, the EEC uses the l a s t good pressure value held i n memory f o r i t s o peration.

I n the s o f t reversiona f t e r 10 seconds if Nsensed by the N2 spemessage, L(R) ENG EEClatched as an EICAS sOperation of one enginc o n t r o l mode can causon ambient conditions

Hard Reversionary Con

To compensate f o r losi n p u t to the EEC and stagger, the f l i g h t ci n a hard reversionareversionary c o n t r o l sensors to get a v a l i

To do t h i s , push thepanel. The EEC commonsel e c t i n p u t when thethe normal t o the a l t eEEC t h a t the hard revselected. I n t h i s modc o n t r o l switch is oMODE shows as a l e v eand maintenance mess

If the N1 command is 2 percent when the EECc o n t r o l mode, the l e vPROT shows.


ENG ECT Test

To swithe grouthe when

REVI

INE CONTROL -- FUNCTIONAL DESCRIPTION - EEC POWER AND MODE SEL

s t a r t an EEC t e s t , put the EEC maintenance t e s t tch on the P6 panel to TEST. Power is supplied to EEC and the EEC common r e t u r n i s connected t o the nd t e s t enable i n p u t of both EEC channels. During t e s t , a l l EICAS engine parameters t h a t usually show the engine is running are shown.

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ENGINE CONTROL -- FUNCTIONAL DESCRIPTION - EEC CHANNEL RESET AND FUEL ON Channel Reset

The channel reset s i g n a l causes the EEC to change the a c t i v e channel between channel A and channel B. Both EEC channels get a reset s i g n a l through the reset relays when the f u e l c o n t r o l switch i s moved t o CUTOFF. Channel A also gets a reset s i g n a l i f the f i r e switch i s p u l l e d . I f a channel reset s i g n a l i s received while channel A is the a c t i v e channel, channel B becomes the new a c t i v e channel i f i t s c o n d i t i o n i s equal t o channel A. If channel A in b e t t e r c o n d i t i o n than channel B, channel A stays the a c t i v e channel.

Fuel On

When the f u e l c o n t r o l switch i s set t o RUN and the f i r e switch i s set t o NORM, a fuel-on s i g n a l goes t o both EEC channels.

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ENGTHI

REVI

INE CONTROL -- FUNCTIONAL DESCRIPTION - EEC CONTROL MODES S PAGE INTENTIONALLY LEFT BLANK

FO

ENGIGener

The Eneces

- - -

The tc o n t r

Norma

The aeach

- T- - P

The lsends send to chB. Eacdata

- - -

ares these t o t a l a i r temperature value f o r N1 command c a l c u l a t i o n :

inputs are used to s e l e c t a PO

ed by comparison of these t o t a l

e is used to c a l c u l a t e these

(Q) en ambient and standard day AMB) ure (TAMB).

REVISIO

NE CONTROL -- FUNCTIONAL DESCRIPTION - EEC CONTROL MODES al

EC uses t h i s data t o ca l c u l a t e the N1 command sary t o meet the commanded t h r u s t :

T o t a l a i r temperature (T2) Ambient pressure (PO) T o t a l pressure (PT2).

h r u s t r a t i n g l o g i c uses N1 command and several EEC o l systems t o f i n d the necessary f u e l f l o w .

l Control Mode

i r data computers (ADCs) supply these inputs to EEC:

2 PO T2.

e f t ADC sends data t o channel A. The r i g h t ADC data to channel B. Engine temperature sensors

a i r data t o the EEC. The l e f t T12 sensor data goes annel A. The r i g h t T12 sensor data goes to channel h EEC channel has a PO i n p u t . Using the c r o s s t a l k bus, these inputs are a v a i l a b l e to each channel:

Both ADCs Both T12 sensors Both PO.

Each EEC channel compinputs t o se l e c t a T2

- T2 L ADC - T2 R ADC - T12 CH A - T12 CH B.

These ambient pressurevalue:

- PO L ADC - PO R ADC - PO CH A - PO CH B.

A PT2 value is selectpressure i n p u t s :

- PT2 L ADC - PT2 R ADC.

The selected PT2 valui n p u t s :

- Mach number (Mn)- Impact pressure - Difference betwe

temperature (DT- Ambient temperat


ENGThesN1 valu

Sof

TheRADCp s iare reveperc o nandThemodeThiss o f tt o cc a lthe

- -- -

The

- - - -

ecessary f o r normal c o n t r o l mode ile the EEC i s i n the s o f t l mode, the EEC goes back t o the i f the current calculated Mn i s urrent a c t u a l Mn. This makes sure hange does not cause s i g n i f i c a n t

ontrol Mode

a s o f t reversionary c o n t r o l mode f o r he two engines w i l l develop e v e l s . The hard reversionary c o n t r o l op xtended periods. t sure both engines s t LA p o s i t i o n . This p C switches and s :

oms MODE and R ENG EEC

on de, the DTAMB value N1 ponds to the l can increase by t stead of the DTAMB f c o n t r o l mode. This e which depends on t t lever angle. To , vers must be p u l l e d

REVI

INE CONTROL -- FUNCTIONAL DESCRIPTION - EEC CONTROL MODES e values are used w i t h T2 and PO to c a l c u l a t e the command. The t h r u s t lever angle (TLA) and bleed e the FMC receives are also used.

t Reversionary Control Mode

normal c o n t r o l mode i s used i f PT2 LADC and PT2 are av a i l a b l e and v a l i d , and agree w i t h i n 0.437

a . Probe heat must also be ON. If these conditions not met, the EEC automatically goes i n t o a s o f t rsionary c o n t r o l mode. I f N2 i s more than 50 cent when the EEC changes to the s o f t reversionary t r o l mode, the ALTN l i g h t on the EEC switch comes on the EICAS l e v e l C message L(R) ENG EEC MODE shows. most recent DTAMB value while i n the normal c o n t r o l i s used f o r the s o f t reversionary c o n t r o l mode. permits a smooth t r a n s i t i o n from the normal to reversionary modes. The f i x e d DTAMB value i s used a l c u l a t e an assumed TAMB as a l t i t u d e changes and t o cu l a t e Mn and Q. The N1 command i s calculated w i t h se assumed values:

Mn Q TAMB DTAMB.

N1 command also uses these values:

PO T2 TLA bleed.

I f the conditions noperation r e t u r n whreversionary c o n t r onormal c o n t r o l modew i t h i n 0.1 of the ct h a t c o n t r o l mode cchanges in N1.

Hard Reversionary C

I f an EEC stays i n an extended t i m e , td i f f e r e n t t h r u s t lmode permits engine Manual s e l e c t i o ofsupply the same t h r umode is selected bycauses these a c t i o n

- ALTN l i g h t s on- EEC switches c- EICAS l e v e l C me

MODE show.

I n the hard reversiused to c a l c u l a t e cornerpoint DTAMB vausing the cornerpoinvalue used i n the s ocan cause the enginact u a l ambient condiprevent an overboost


eration f o r eh i s mode makes a t the same Tushing both EE

e on sages L ENG EEC

ary c o n t r o l mo command corresue. The t h r u s tDTAMB value int reversionary to overboost ions and t h r u sthe t h r u s t le

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ENGI

back thard

The coassumand Qvalue

- - Q - T-

The

- - T- T

Limit

The EE

- N- -

If anEEC deposit

- -

id.

is used in addition to a governor in the hydromechanical

tion Control

1 and N2 acceleration and If the commanded thrust increase is the EEC l i m i t s f u e l flow to the e to prevent an engine overboost. st decrease is less than ps a f u e l flow s u f f i c i e n t to ut. This control makes sure a l l rust lever angle changes at the

lates N2 demand. I f minimum i d l e EEC calculates a f l i g h t i d l e N2 ambient temperature and pressure. selected, the f l i g h t i d l e N2 50 rpm (61.6 percent). The f u e l 2 speed at or above the f l i g h t i d l e demand makes the compressor o low to meet bleed requirements, d.

REVISIO

NE CONTROL -- FUNCTIONAL DESCRIPTION - EEC CONTROL MODES

o an intermediate position before you select the reversionary control mode.

rnerpoint DTAMB value i s used to calculate an ed TAMB as alt i t u d e changes and to calculate Mn . N1 command is calculated using these calculated s:

Mn

AMB DTAMB.

N1 command also uses these bleed values:

PO 2 LA.

Protection

C l i m i t s these inputs:

1 N2 Compressor discharge pressure (PS3).

y of the l i m i t s are approached or exceeded, the creases the f u e l flow regardless of the TLA ion. These are the l i m i t s :

N1 is 3,854 rpm (117.5 percent) N2 is 11,055 rpm (112.5 percent)

- PS3 is to 430 ps

The N2 l i m i t schedulemechanical overspeed unit (HMU).

Acceleration/Decelera

The EEC l i m i t s the Ndeceleration rates. more than permitted,maximum permitted ratIf the commanded thrupermitted, the EEC keeprevent engine flameoengines respond to thsame ra t e .

Idle Control

The i d l e control calcuis not selected, the demand valve based on When minimum i d l e i s demand i s set to 6,0flow i s set to keep NN2 demand. If the N2 discharge pressure tof u e l flow is increase


ENGReve

Reveis thrthe 3,28moredecr

REVI

INE CONTROL -- FUNCTIONAL DESCRIPTION - EEC CONTROL MODES rse Control

rse control is active whenever the thrust reverser not f u l l y stowed. The EEC calculates the reverse ust demand based on the thrust lever position. If calculated reverse thrust N1 demand is more than 0 rpm or if the thrust demand is calculated to be than about 30,700 pounds, the f u e l flow is eased to make sure these l i m i t s are not exceeded.

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ENGINE CONTROL -- FUNCTIONAL DESCRIPTION - IDLE SELECT CONTROL General

The engine operates at one of two i d l e speeds, minimum i d l e or approach (high) i d l e . Minimum i d l e i s usually used in the a i r . It is also used on the ground to decrease i d l e thrust while i n the forward thrust mode.

Approach i d l e is used during landing approach (flaps down) to meet the engine response time l i m i t s necessary f o r c e r t i f i c a t i o n . To make sure an adequate flameout margin, approach i d l e i s also used i n f l i g h t when thermal anti-ice is on.

The EEC sets the engine i d l e based on a signal loop between the EEC common return and the minimum i d l e terminals. If there is a signal loop, the EEC sets minimum i d l e . I f the loop i s broken, approach i d l e i s set. Approach i d l e is the default s e t t i n g .

The EEC i s commanded to approach (high) i d l e f o r any of these conditions:

- Thrust reverser pressure regulating and shutoff valve (T/R PRSOV) i s energized

- Thrust reverser is commanded to deploy and the f i r e handle i s down i n the normal position

- In f l i g h t with flaps down (landing position) - In f l i g h t with the thermal anti-ice system on - In f l i g h t with continuous i g n i t i o n selected.

The i g n i t i o n select switch i s used to command approach i d l e to prevent possible flame out.

Unless the EEC i s commanded to approach i d l e f o r another reason, the EEC is commanded to change from approach i d l e to minimum i d l e at these times:

- Five seconds after the flaps are raised past 23 degrees if they were more than 23 degrees

- Five seconds after the thermal anti-ice system is turned from on to o f f

- Five seconds after the a i r c r a f t has landed unless thrust reverser deployment is commanded

- Immediately after power is removed from the T/R PRSOV and the reverse thrust lever has been stowed.

If the EEC senses that han approach i d l e when the thermal anti on, the EICAS message, L(R) ENG LOW a level C message and as a latched mai ge.


N1 is less t-ice system i sIDLE shows as ntenance messa

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ENGINE CONTROL -- CONTROL ALTERNATOR

General

The control alternator is a two-winding, three-phase alternator that supplies e l e c t r i c a l power to the EEC. It is on the front l e f t side of the accessory gearbox j u s t outboard of the lube and scavenge pump.

The alternator has two major components, the rotor and stator. The rotor and stator are separate LRUs and are not matched to each other. The rotor is on a stub shaft extending from the accessory gearbox. The shaft has f l a t s milled on three sides. The rotor has permanent magnets and is held on the shaft with a nut.

The stator is bolted to the gearbox over the r o t o r . It has two separate three-phase windings. Each set of windings supplies a three-phase power signal to one of two connectors on the forward face of the stator. The inboard connector supplies power to EEC channel A. The outboard connector supplies power to EEC channel B.

The control alternator meets a l l EEC power requirements when N2 increases to more than 11 percent. It continues to meet the requirements u n t i l N2 decreases to less than 9 percent. If one phase of either or both windings f a i l s , the control alternator continues to meet a l l EEC power requirements if N2 is more than 45 percent.

FO

ENGINE CONTROL -- ELECTRICAL FAN INLET TEMPERATURE (T12) SENSOR

General

There are two T12 e l e c t r i c a l fan i n l e t temperature sensors. Each supplies i n l e t temperature data to one of the EEC channels. The sensors are identical and are on the forward edge of the fan case at the 2:00 and 10:00 positions.

The sensing element in the sensors is a resistive thermal device (RTD). It is made of platinum wire wrapped around a ceramic core. The resistance of the platinum wire changes with the temperature of the i n l e t a i r f l o w . The RTD element is in an a i r f o i l housing. The housing protects the element from physical damage. It also prevents water and ice from contact with the element which would make the sensor not detect the correct temperature of the i n l e t a i r f l o w .

EEC channel A sends a 10 milliamp signal to the l e f t (10:00 position) sensor. The voltage drop across the RTD element is measured by the EEC and corrected f o r ram a i r effects to f i n d the i n l e t a i r temperature. The r i g h t (2:00 position) sensor operates the same way with EEC channel B.

The operational range of the T12 input to the EEC is from -130F to +212F (-90C to +100C).

FO

ENGINE CONTROL -- COMPRESSOR INLET TEMPERATURE (T25) SENSOR General

The compressor i n l e t temperature (T25) sensor is p a r t of the T25/P25 temperature/pressure sensor. The T25/P25 sensor is on the fan frame at the 7:30 p o s i t i o n between fan s t r u t 8 and fan s t r u t 9. The sensor has two temperature sensing elements, one f o r each EEC channel. The sensing elements are protected by an a i r f o i l housing. The P25 pressure i n l e t and o u t l e t is an o p t i o n .

The temperature sensing elements are r e s i s t i v e thermal devices (RTD). They are made of platinum wire wound around a ceramic core. When mounted, the sensor is in the compressor i n l e t a i r f l o w . The resistance of the platinum wire changes w i t h the temperature of the a i r f l o w . Each sensing element is connected to one of two e l e c t r i c a l connectors on the body of the sensor. One connector is f o r EEC channel A, and the other connector is f o r EEC channel B. Each EEC channel sends a 10 milliamp current to a temperature sensing element. The EEC measures the voltage drop across the platinum wire and converts the voltage to a compressor i n l e t temperature value. The operating range of the T25 i n p u t to the EEC is from -130F to +392F (-90C to +200C.

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ENGINE CONTROL -- HYDROMECHANICAL UNIT

General

The f u e l metering subsystem is in the hydromechanical unit (HMU). The HMU i s on the f r o n t , r i g h t side of the accessory gearbox. It is driven by a mechanical connection to the gearbox. To get access to the HMU, go through the r i g h t thrust reverser h a l f .

The HMU responds to e l e c t r i c a l signals from the EEC to meter f u e l flow f o r combustion and to control servo f u e l flow to operate the engine a i r systems. The HMU also receives signals from the a i r c r a f t f u e l control system to control an internal high pressure f u e l shutoff valve (HPSOV).

Connections

Four f u e l ports connect the HMU with the f u e l pump and f u e l nozzles. These are the f u e l connections to the HMU:

- Fuel i n l e t from the f u e l pump - Fuel discharge to the f u e l nozzles - Fuel bypass discharge to the f u e l pump - Servo f u e l i n l e t from the servo f u e l heater.

There are f i v e hydraulic connections f o r control interfaces with the engine f u e l and a i r systems.

Control of each hydraulic interface is by an electro-hydraulic servo valve (EHSV) that changes servo f u e l pressure in response to EEC signals.

These are the hydraulic connections from the HMU:

- Servo f u e l pressure to the high pressure turbine cooling (HPTC) valve

- Servo f u e l reference pressure to the HPTC valves - Servo f u e l pressure to the variable bypass valves

(VBVs) - Servo f u e l pressure to the variable stator vanes

(VSVs).

There are four external e l e c t r i c a l connectors f o r e l e c t r i c a l interfaces with the a i r c r a f t and EEC. These are the e l e c t r i c a l connections to the HMU:

- Fuel control si channel A - Fuel control si channel B - HPSOV solenoid i e f u e l control valves - HPSOV position in ts to the EEC.


gnals from EEC gnals from EEC nputs from thdication outpu

FO

ENG

Gene

The

- - -

The f u emete(HPFMV.the noz

Thes

- - -

Themetef u e l

The the servoutsand servpres

ontrol pressure to engine a i r d are discussed under ENGINE AIR.

ve (FMV) inside the HMU controls zles. The f u e l metering valve EHSV lically-driven metering valve. The one for each EEC channel. The nnel increases current through i t s lically open the FMV. I f neither e FMV closes. The FMV has two resolvers. One resolver is excited a osition feedback el resolver goes to EEC

Sh

t f the high pressure HP l control switch and n control the HPSOV oi r e c t l y from the 28 t ng c o i l s : run and f witch to RUN i l solenoid. When you ol TOFF, or p u l l the e utoff c o i l of the so etically latched i n po

no utoff position, the es l to the

REVI

INE CONTROL -- HYDROMECHANICAL UNIT - FUNCTIONAL DESCRIPTION

ral

HMU has these three hydraulic c i r c u i t s :

Fuel metering c i r c u i t Bypass c i r c u i t Servo control c i r c u i t .

f u e l metering c i r c u i t controls f u e l flow to the l nozzles in the engine combustor. It has a f u e l ring valve and a high pressure f u e l shutoff valve SOV). Unmetered f u e l from the f u e l pump goes to the Metered f u e l from the FMV goes to the HPSOV. I f HPSOV i s open, metered f u e l i s routed to the f u e l zles.

e are the components of a bypass c i r c u i t :

Bypass valve D i f f e r e n t i a l pressure (delta P) regulator Overspeed governor.

f u e l pump supplies more f u e l than necessary for the red f u e l flow. The bypass c i r c u i t returns excess to the f u e l pump.

servo control c i r c u i t divides the f u e l supply from servo f u e l heater i n t o regulated and unregulated o flows. These flows operate actuators inside and ide of the HMU. The c i r c u i t has a servo regulating d i s t r i b u t i o n section and f i v e electro-magnetic o valves. One of these servo valves supplies servo sure f o r FMV control and is discussed below. The

other servo valves csystem actuators an

Fuel Metering Valve

A f u e l metering valf u e l flow to the nozcontrols the hydrauEHSV has two c o i l s , controlling EEC chaEHSV c o i l to hydrauc o i l has power, thposition-indicatingby EEC channel A. Itsignal to EEC channchannel B.

High Pressure Fuel

A solenoid controlsf u e l shutoff valve (engine f i r e switch osolenoid. The solenvo l t battery bus. Ic u t o f f . Placing theenergizes the run c oplace the f u e l contrengine f i r e switch,HPSOV solenoid. The the l a s t commanded

When the HPSOV soleHPSOV sends high pr


lso gives a p A. The other

utoff Valve

he position oSOV). The f u e the P10 paneld gets power d ihas two latchiu e l control s of the HPSOV switch to CUnergizes the clenoid i s magnsition.

id i s i n the csure servo f u e

FO

ENGIpressflow run pand t

When permanvalvethe s

- - -

The Ethe ppositpanelposit

Bypas

The bysleevf u e l

- - -

Movemethe nurate

ulator controls the piston

r keeps a constant pressure drop makes the f u e l flow rate change n. The f u e l flow rate is between s per hour.

s the pressure difference between put and metered f u e l output caused gulator moves the bypass valve to l pressures. If the FMV input more than the output pressure, r opens the bypass valve to flow to the f u e l pump. I f the FMV ses to less than the output valve closes to decrease bypass

r senses N2 speed through the HMU the accessory gearbox. If N2 is nt, the governor overrides the put to the bypass valve to decrease ardless of the FMV position.

ernor operates, it closes an switch inside the HMU. This switch EC. When the switch closes, the

REVISIO

NE CONTROL -- HYDROMECHANICAL UNIT - FUNCTIONAL DESCRIPTION urizing and shutoff valve to stop metered f u e l to the f u e l nozzles. When the solenoid i s i n the osition, the high pressure servo f u e l is cutoff he pressurizing and shutoff valve can open.

the pressurizing and shutoff valve i s closed, a ent magnet on a translating structure on the is close to reed-type switches. The magnet closes witches. These are what the switch outputs go t o :

EEC channel A EEC channel B ENG VALVE disagreement l i g h t c i r c u i t .

ICAS level C message L(R) ENG FUEL VAL shows i f ressurizing and shutoff valve actual and commanded ions disagree. The ENG VALVE l i g h t on the P10 also comes on when the valve actual and commanded ions disagree.

s Valve

pass valve has a piston inside a multi-ported e. This is what happens to unmetered f u e l from the pump:

Enters the sleeve Blocked by the piston Forced out of the sleeve ports.

nt of the piston in and out of the sleeve changes mber of outlet ports to control the f u e l flow to the FMV and the bypass return flow to the f u e l

pump. The delta P regposition.

Delta P Regulator

The delta P regulatoacross the FMV. This with the FMV positiozero and 30,000 pound

The regulator monitorthe unmetered f u e l inacross the FMV. The reequalize the two f u epressure increases tothe delta P regulatoincrease bypass f u e l input pressure decreapressure, the bypass f u e l flow.

Overspeed Governor

The overspeed governomechanical drive frommore than 113.4 percedelta P regulator inmetered f u e l flow reg

When the overspeed govoverspeed indication i s connected to the E


ENGlatO/S

Whenbetwvalcloreta f uswiO/S

REVI

INE CONTROL -- HYDROMECHANICAL UNIT - FUNCTIONAL DESCRIPTION ched EICAS status and maintenance message L(R) ENG GOV shows.

the engine i s s t a r t e d , the f u e l t h a t remains een the spar valve and the pressurizing and s h u t o f f ve causes the overspeed governor to operate. This ses the overspeed s w i t c h . The overspeed governor urns to normal operation at 50 percent N2. This does n c t i o n a l t e s t o f the overspeed governor. I f the tch does not close during engine s t a r t , the L(R) ENG GOV message shows.

FO

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REVI

INE CONTROL -- EICAS MESSAGES - TRAINING INFORMATION POINT S PAGE INTENTIONALLY LEFT BLANK

FO

ENGIGener

The EEenginfoundThe EFaultsmonita i r c r

EICAS

Theseprima

-

-

-

E i s a l e v e l C message. I t means EC i s i n a reversionary mode. The v e seconds a f t e r the EEC s t a r t s y mode. L i s a l e v e l C message. I t means h pressure f u e l s h u t o f f valve nd commanded po s i t i o n s disagree. if the disagreement l a s t s f o r conds. E i s a l e v e l C message. I t means is a t minimum i d l e w i t h the f l a p s thermal a n t i - i c e system on. The he c o n d i t i o n l a s t s f o r more than

i s a l e v e l C message. I t means i m i t i n g t h r u s t due to N1 a t a d d i t i o n a l t h r u s t i s not message shows three seconds a f t e r l i m i t t h r u s t . s a l e v e l C message. I t means t h a t approach i d l e and the other engine l e . The message shows i f the i d l e t s f o r more than s i x seconds.

tenance Messages

maintenance messages r e l a t e t o eration. In general, a l l of the e EEC is in a decreased capacity. the EEC i s i n o p e r a t i v e , but they not be able t o do a l l of i t s ese status and maintenance messages o n t r o l and a i r c r a f t

REVISIO

NE CONTROL -- EICAS MESSAGES - TRAINING INFORMATION POINT al

C monitors i t s e l f and the operation of the e. When an i n t e r n a l , i n p u t , or output f a u l t i s , the f a u l t i s stored i n the EEC v o l a t i l e memory. EC sends signals t o EICAS pages f o r i n d i c a t i o n . are t r a n s f e r r e d to the propulsion i n t e r f a c e or u n i t (PIMU) n o n - v o l a t i l e memory a f t e r the a f t lands.

A l e r t Messages

a l e r t messages f o r each engine show on the EICAS ry engine parameters page:

L(R) ENG LIM PROT i s a l e v e l B message. I t means t h a t the EEC i s i n a reversionary mode and t h a t the N1 t h r u s t s e t t i n g i s more than the maximum r a t i n g by two percent. L(R) ENG SHUTDOWN i s a l e v e l B message. I t means t h a t the engine f i r e switch has been pu l l e d or the f u e l c o n t r o l switch i s i n CUTOFF. There i s no master caution l i g h t or a u r a l warning. The other engine-related messages are i n h i b i t e d f o r 20 seconds. L(R) ENG CONTROL i s a l e v e l C message. I t means t h a t the EEC is in a NO dispatch c o n f i g u r a t i o n . This message only shows when the a i r c r a f t corrected airspeed i s less than 8 0 knots. I t occurs if n e i t h e r of the EEC channels can c o n t r o l the engine. The HMU f u e l metering valve goes to the minimum i d l e s t o p .

- L(R) ENG EEC MODt h a t the engine Emessage shows f ithe reversionar

- L(R) ENG FUEL VAt h a t the HMU hig(HPSOV) actu a l aThe message shows more than s i x se

- L(R) ENG LOW IDLt h a t the engine down or w i t h the message shows if ts i x seconds.

- L(R) ENG RPM LIMt h a t the EEC is loverspeed, and t ha v a i l a b l e . The the EEC s t a r t s t o

- IDLE DISAGREE ione engine is at i s a t minimum i ddisagreement l a s

EICAS Status and Main

Many EICAS status andengine, HMU, and EEC opmessages show t h a t thThey do not mean t h a tmean t h a t the EEC maynormal f u n c t i o n s . Thr e l a t e d w i t h engine c


ENGd i s ppag

-

-

-

Thesmess

-

-

-

-

REVI

INE CONTROL -- EICAS MESSAGES - TRAINING INFORMATION POINT a t c h a b i l i t y show on the EICAS status or ECS/MSG es:

L(R) ENG EEC C1 is a status and maintenance message. I t means t h a t the EEC i s i n a t i m e - l i m i t e d dispatch c o n f i g u r a t i o n . I n t h i s c o n d i t i o n , the a i r c r a f t can be dispatched. The problem must be corrected as necessary by GE engine type c e r t i f i c a t e data sheet number E13NE, note 18. This message i s l a t c h e d . L(R) ENG EEC C2 is a latched maintenance message. I t means t h a t the EEC i s i n a long time l i m i t e d dispatch c o n f i g u r a t i o n c o n d i t i o n . I n t h i s c o n d i t i o n , the a i r c r a f t can be dispatched. The problem must be corrected as necessary by GE engine type c e r t i f i c a t e data sheet number E13NE, note 18. L(R) ENG O/S GOV is a status and maintenance message. I t means t h a t the HMU N2 overspeed governor f a i l e d a n i n i t i a l i z a t i o n t e s t . This message shows f i v e seconds a f t e r the t e s t f a i l u r e and i s l a t c h e d .

e a l e r t messages are also status and/or maintenance ages:

L(R) ENG CONTROL i s a latched status and maintenance message. L(R) ENG EEC MODE i s a latched maintenance message. L(R) ENG LOW IDLE is a latched maintenance message. IDLE DISAGREE i s a latched maintenance message.

FO

ENGINE CONTROL -- INDICATING - PIMU - GENERAL DESCRIPTION General

The propulsion i n t e r f a c e monitor u n i t (PIMU) c o l l e c t s and stores f a u l t information from the EEC. There are two PIMUs, one f o r each engine, in the main equipment center. The l e f t engine PIMU i s on the E1-3 s h e l f and the r i g h t engine PIMU i s on the E2-4 s h e l f .

The 115v ac ground service bus supplies power to the u n i t . Engine operating data is on both EEC channels. The u n i t gets f a u l t data from the EEC f o r f i v e seconds a f t e r the airplane has landed and the air/ground r e l a y has changed to the ground p o s i t i o n .

The monitor u n i t has a n o n v o l a t i l e memory (NVM) t o stor e the data. The EICAS maintenance message, L(R) PIMU shows i f a f a u l t i s s t o r e d .

The i n t e r f a c e between the EEC and the a i r c r a f t components operate a u t o m a t i c a l l y . When the PIMU i s i n t e r r o g a t e d , f a u l t messages show on the monitor u n i t .

The PIMU i n t e r f a c e b u f f e r sends the data t o the d i g i t a l f l i g h t data a c q u i s i t i o n u n i t (DFDAU) and the t h r u s t management computer (TMC).

I n d i c a t i o n s

When EEC f a u l t s are stored i n the PIMU NVM, a d i s c r e t e s i g n a l to EICAS causes the maintenance message, L(R) PIMU to show.

The EEC sends the same data to the EICAS computers on another data bus. Some of the f a u l t s detected by the EEC w i l l cause EICAS a l e r t , s t a t u s , and/or maintenance messages.

These procedures should be done when EICAS messages show:

- PIMU BITE - PIMU GROUND TEST - PIMU MAINTENANCE RECALL.

FO

ENGINE CONTROL -- INDICATING - FUNCTIONAL DESCRIPTION - EEC FLIGHT FAULT MONITORING

D e f i n i t i o n of a F l i g h t Leg

A f l i g h t l e g i s made by the EEC without inputs from the air/ground systems on the airplane or inputs from any other airplane system. The EEC uses i t s own sensors to c a l c u l a t e a Mach number and a l t i t u d e .

A new f l i g h t l e g i s made by the EEC when i t s calculated Mach number is equal to 100 knots, or the Po sensor shows a decreased pressure equal to an a l t i t u d e increase of 400 f e e t , or the pressure has decreased to an equivalent a l t i t u d e of more than 16,500 f e e t (which is higher than any a i r p o r t ) . From t h a t t i m e , any f a u l t s detected since the EECs l a t e s t power-up are recorded f o r a new f l i g h t l e g 1.

Any detected f a u l t s are NOT transmitted on the data buses t o the PIMU, but are held i n an EEC b u f f e r u n t i l N2 is less than 20 percent during engine shutdown. The previous f l i g h t l e g 1 then becomes f l i g h t l e g 2 i n the EEC memory.

The EEC monitors a l l f a u l t s from the time t h a t the EEC gets power. I t does not store any o f these f a u l t s i n t o permanent memory u n t i l N2 has been more than 30 percent and then goes under 20 percent.

Non-Volatile Memory

To understand how the PIMU BITE operates, it is necessary to understand the way t h a t the EEC and the PIMU manage n o n - v o l a t i l e memory.

The PIMU i s able t o store up t o 144 f a u l t s per channel f o r the past 128 f l i g h t l e g s . The EEC can s t o r e up to 40 f a u l t s per channel f o r the past 64 f l i g h t s .

Of the 40 f a u l t storage p o s i t i o n s of the EEC, s i x are dedicated t o e i t h e r NO DISPATCH f a u l t s or SHORT TERM DISPATCH f a u l t s . The remaining 34 po s i t i o n s are f o r LONG TERM DISPATCH f a u l t s or f a u l t s t h a t DO NOT AFFECT DISPATCH.

EICAS shows these messages:

- L(R) ENG CONTROL - advisory message i f a NO DISPATCH f a u l t i s C n o n - v o l a t i l e memory.

- L(R) ENG EEC C1 ge i f a SHORT TERM f a u l t i s stored i a t i l e memory.

- L(R) ENG EEC C2 ge i f a LONG TERM f a u l t i s stored i a t i l e memory.

- L(R) PIMU - maint is the only message shown f o O NOT AFFECT DISPATCH.

The EEC NVM can not be the PIMU or any other onboard method. ore f a u l t s than the memory can h o l d , the i l l be ove r w r i t t e n by the newest f a u l t d


stored i n EE

- status messan EEC n o n - v o l- status messan EEC n o n - v o lenance messager f a u l t s t h a t D

erased usingIf there are moldest f a u l t wetected

FO

ENGINE CONTROL -- INDICATING - FUNCTIONAL DESCRIPTION - EEC GROUND FAULT MONITORING Rejected Takeoff

If there is a rejected takeoff, the EEC w i l l s t a r t f a u l t monitoring as soon as the EEC i s powered. When the engine is started, the N2 goes more than 30%, so any f a u l t s are stored i n non-volatile memory.

Since the calculations made by the EEC do not show that the airplane is in the a i r (Mach number less than 100 knots, or altitude increase more than 400 feet or pressure altitude more than 16,500 feet) the EEC does not establish a new f l i g h t leg 1 during a rejected takeoff.

Any f a u l t s detected by the EEC are added to the f a u l t s in the existing f l i g h t leg 1 .

The only way to determine what f a u l t s are stored in the EEC NVM after landing is to do the maintenance r e c a l l procedure. Unless there was an EICAS message that was not applicable f o r the results of a normal PIMU BITE procedure, there would NOT be any indication that hidden f a u l t s exist i n EEC memory.

Because the f a u l t s detected during the rejected takeoff are included with any f a u l t s that might have occurred during the l a s t f l i g h t leg 1 , i t might b e d i f f i c u l t t o isolate the exact time the f a u l t s happened.

Maintenance Ground Runs

Like the rejected takeoff discussed above, there w i l l not be a new f l i g h t leg 1 f o r maintenance ground runs.

There w i l l also not be an air/ground landing signal, so there w i l l not be an automatic PIMU recording. Any f a u l t s detected by the EEC are added to the f a u l t s in the existing f l i g h t leg 1.

The Maintenance Manual procedures f o r ground run tests c a l l f o r the PIMU ground test procedure before the engine i s shutdown. F i r s t , push the RESET switch to erase the PIMU NVM. Next, push the GROUND TEST switch to the CH A position and release i t , then wait 10 seconds. Then push the GROUND TEST switch to the CH B position and release i t . This stores only the f a u l t s detected by the EEC during t h i s ground run i n the PIMU NVM.

Any f a u l t s detected a he EEC f o r the l a t e s t f l i g h t leg 1 w om the other possible ground runs that may h since the l a s t takeoff.


re stored in tith f a u l t s frave been made

FO

ENGINE CONTROL -- INDICATING - FUNCTIONAL DESCRIPTION - PIMU FAULT RECORDING

General

PIMU automatic f a u l t recording occurs when the air/ground r e l a y system signals t h a t the airplane ha landed. For f i v e seconds, the PIMU records any f a u l t in n o n - v o l a t i l e memory (NVM) t h a t go over the channel and the channel B data buses from the EEC.

Before the f l i g h t i s complete, these things must happen:

- Thrust reverser - Taxi - Engine shutdown operations.

The EEC continues to monitor the systems f o r f a u l t s . Faults are held in the EEC f a u l t b u f f e r u n t i l the N2 speed decreases to less than 20 percent on engine shutdown, when they are t r a n s f e r r e d to the EEC NVM.

Faults detected by the EEC a f t e r touchdown are not stored by the PIMU.

Maintenance Recall

A f t e r l a n d i n g , the only way t o f i n d i f f a u l t s are i n the EEC NVM i s t o do the PIMU maintenance r e c a l l procedure. Unless there was an EICAS message t h a t wa not c o r r e c t f o r a normal PIMU BITE procedure, there usually would not be any i n d i c a t i o n t h a t there are hidden f a u l t s i n EEC memory.

Ground Test

I f i t i s necessary t o monitor f a u l t s during engine motoring (which does not usually go above 30 percent N2) the PIMU GROUND TEST switch must be put t o the CH A p o s i t i o n momentarily, wait 10 seconds, and then put in the CH B p o s i t i o n while the engine i s s t i l l motoring. Faults detected by the EEC go to the PIMU on the data buses, but w i l l not be recorded i n the EEC memory. The PIMU GROUND TEST procedure may be used t o put the f a u l t s i n t o PIMU NVM.

FO

ENGTHI

REVI

INE CONTROL -- INDICATING - PIMU BITE GENERAL DESCRIPTION S PAGE INTENTIONALLY LEFT BLANK

FO

ENGIGener

The PId i s p lof e ienoughl i s tf o u r

- - - -

This

BIT S

The BImemorymonitchannswitcchannA f a ur e c a lthe BsecondblankcauseA d d i tf a u l t

tch s t a r t s the maintenance r e c a l l i s pushed and released, ARINC 429 two seconds. The f l i g h t l e g number d f a u l t shows. Push the BIT switch number and show r e c a l l s f a u l t s l i g h t l e g . Channel A f a u l t s show el B f a u l t s . A f t e r a l l f a u l t s have the BIT switch to cause the message onds. I f the MAINT RECALL switch END message, the next previous which f a u l t s have been kept OR VERIFY switch t o cause the PIMU ce r e c a l l mode.

itch i s used f o r a check of the h is pushed, a l l segments of the come on. Release of the switch The s e l f - t e s t v e r i f i e s the c o r r e c t without a c t u a l l y r e c e i v i n g data e l f - t e s t takes longer than three GRESS shows u n t i l the t e s t i s s f o r 10 seconds a f t e r the s e l f -d. PIMU MONITOR FAIL shows f o r 10 t e s t f a i l s .

ESET switch t o clear a l l f a u l t U memory. The RESET switch i s

REVISIO

NE CONTROL -- INDICATING - PIMU BITE GENERAL DESCRIPTION al

MU shows f a u l t information on an LED alphanumeric a y . There are 24 characters shown on three l i n e s g h t characters each. The messages, which give information t o f i n d the s p e c i f i c f a u l t , are e d in the Maintenance Manual. The u n i t has these momentary pushbutton switches:

BIT MAINT RECALL MONITOR VERIFY RESET.

u n i t also has a toggle switch (GND TEST).

witch

T switch i s used t o r e c a l l EEC f a u l t s i n the PIMU . A f t e r the switch is pushed and released, the or u n i t comes on and the f i r s t f a u l t f o r EEC el A shows. The f a u l t message stays u n t i l the BIT h is pushed and released again. Then the next el A f a u l t message shows. A f t e r a l l of the channel l t messages show, the channel B f a u l t messages are l e d . A f t e r the l a s t channel B f a u l t message, push IT switch to cause the message END to show f o r 10 s. At the end of t h i s 10 seconds, the display is . Push the BIT switch a f t e r the END message to the f i r s t channel A f a u l t message t o show again. i o n a l pushes of the BIT switch cause a l l of the messages t o show again.

MAINT RECALL Switch

The MAINT RECALL swimode. When the switchdata i s received f o r f o r the l a s t recordea f t e r the f l i g h t l e g recorded during the ff i r s t , then the channbeen r e c a l l e d , push END t o show f o r 10 secis pushed a f t e r the f l i g h t l e g number f o rshows. Push the MONITt o e x i t the maintenan

MONITOR VERIFY Switch

The MONITOR VERIFY swPIMU. While the switcalphanumeric displays t a r t s a s e l f - t e s t . operation of the PIMUfrom the EEC. If the sseconds, TEST IN PROcomplete. READY showt e s t has been completeseconds i f the s e l f -

RESET Switch

Push and release the Rmessages from the PIM


ENGguarmem

GND

Thea t echaPIMUL(Renabdurio f f

The donMAINTEST

REVI

INE CONTROL -- INDICATING - PIMU BITE GENERAL DESCRIPTION ded t o prevent accidental c l e a r i n g of the PIMU ory.

TEST Switch

GND TEST toggle switch moved t o CH A or CH B s t a r t s s t o f the ARINC 429 data bus and receiver f o r t h a t nnel. The message L(R) DATA BUS INOP shows on the i f the t e s t f a i l s . I f the t e s t i s successful, the ) TEST IN PROGRESS message shows and the PIMU is led f o r f i v e seconds to keep f a u l t data received ng the t e s t . A f t e r the f i v e seconds, the u n i t goes

a u t o m a t i c a l l y .

EEC must have power before the ground t e s t can be e. If N2 is not above 8-12 percent, move the EEC T L(R) ENG POWER switch on the P61 panel t o the p o s i t i o n t o supply power t o the EEC.

FO

ENGINE CONTROL -- INDICATING - TIP - PIMU BITE MOST RECENT FLIGHT General

For f i v e seconds after landing, the PIMU records any EEC f a u l t s f o r the current f l i g h t in non v o l a t i l e memory (NVM). The f l i g h t leg i s not complete at the time of recording of the f a u l t s . The EEC NVM has a record of any f a u l t s detected during the reverse t h r u s t , t a x i , and shutdown phases of the f l i g h t . These fa u l t s can only be recalled with the maintenance r e c a l l procedure.

I f f a u l t s are stored i n the PIMU, an EICAS maintenance message L(R) PIMU shows.

Operation

NOTE: Make sure that the 115v ac ground service bus has power.

F i r s t , push the MONITOR VERIFY switch and hold i t i n . A matrix of point l i g h t emitting diodes (LEDs), f i v e LEDs wide by seven LEDs high shows f o r each of the 24 character positions. Note if any do not operate, but continue the t e s t .

Next, release the MONITOR VERIFY switch. The PIMU starts a sel f - t e s t mode. I f the test takes more than three seconds, the message TEST IN PROGRESS shows. The message READY shows for 10 seconds i f the test was successful.

Next, push the BIT switch. The f i r s t channel A f a u l t ( i f any) shows. To see the next f a u l t , push the BIT

switch again. After a l l of the channel A f a u l t s have been shown, the next push of the BIT switch shows the f i r s t channel B f a u l t ( i f any). When a l l of the f a u l t s have been shown, or if there were no f a u l t s , the message END shows f o r 10 seconds. After another 10 seconds, the display is blank.

Be sure to erase the f a u l t data from the PIMU with the RESET switch. This erases PIMU NVM fa u l t s but does not erase the f a u l t s that are stored in the EEC. If the PIMU memory i s not erased, the f a u l t s from t h i s f l i g h t are included with those of the next f l i g h t i n the PIMU NVM.

FO

ENGINE CONTROL -- INDICATING - PIMU BITE GROUND TEST

General

The PIMU ground t e s t i s used t o determine i f there are any current f a u l t s detected by the EEC. Both the EEC and the PIMU must be powered t o conduct the t e s t .

There are three ways to power the EEC:

- Put the EEC maintenance switch (P61 panel) to the TEST p o s i t i o n

- Motor the engine above 11% N2 - S t a r t the engine.

To give power to the PIMU, the 115v ac ground service bus must be powered.


Push the RESET switch t o erase any f a u l t s stored i n the PIMU non v o l a t i l e memory.

To do a t e s t of the PIMU, push the MONITOR VERIFY switch and release i t . Wait f o r the message READY t o show and then go o u t .

A spring loaded r e t u r n - t o - o f f toggle switch on the PIMU s t a r t s the t e s t . Push the switch to the CH A p o s i t i o n and release, then wait 10 seconds. The message TEST IN PROGRESS shows. The display i s blank.

Push the switch to CH B p o s i t i o n and release, then wait 10 seconds. The message TEST IN PROGRESS shows. The display i s blank.

If a channel is not powered, the message DATA BUS INOP shows.

If there are a c t i v e f a u l t s detected by the EEC, they are received by the PIMU and stored i n non v o l a t i l e memory.

To view any f a u l t s t h a t the PIMU has recorded i n NVM, push the BIT switch once f o r each f a u l t . If there are n o f a u l t s o r i f you have viewed a l l the f a u l t s detected, the message END shows.

To remove f a u l t data from the PIMU, push RESET. This erases PIMU NVM f a u l t s erase the f a u l t s t h a t are stored in t


but does nothe EEC.

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ENG MAINTENANCE RECALL THI

REVI

INE CONTROL -- INDICATING - TRAINING INFORMATION POINT - PIMUS PAGE INTENTIONALLY LEFT BLANK

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ENGI MAINTENANCE RECALL Gener

The mathe fthe mf a u l tshow f a u ll a s t

The maf o r tdown aThe fPIMUs

To viNVM f o

-

- r

- -

b

This on th

FY switch t o t e s t the PIMU. READY f a u l t s i n the PIMU.

RECALL switch t o s t a r t the m the EEC NVM t o the PIMU random one f a u l t b i t a t a t i m e . You must e TEST IN PROGRESS i s shown. When a u l t i s completed, the FLIGHT LEG

o show the f a u l t . The d o l l a r ( $ ) e l and b i t designation shows t h a t mode data from the EEC NVM. Only l i n c o n t r o l w i l l show.

gain and again to toggle between nd the f l i g h t l e g number. To see ust push the MAINTENANCE RECALL e seconds u n t i l the FLIGHT LEG # the BIT switch t o show the f a u l t .

manual only requires t h a t the t h f a u l t s b e r e c a l l e d . For t o analyze recent problems, i t may a l l o f the f a u l t s f o r a l l A maximum of 40 f a u l t s can be

annel.

om the opposite channel, do these

REVISIO

NE CONTROL -- INDICATING - TRAINING INFORMATION POINT - PIMU al

intenance r e c a l l procedures permit the r e c a l l of a u l t h i s t o r y stored in the EEC NVM. Faults from ost recent f l i g h t , f l i g h t 1 , show f i r s t . Then the s f o r the next oldest f l i g h t t h a t had f a u l t s can on the PIMU. This procedure l e t s us look a t the t h i s t o r y o f t h a t channel o f t h a t engine f o r the 6 4 f l i g h t s .

intenance r e c a l l procedure t r a n s f e r s f a u l t s only he channel in c o n t r o l . The engine must be shut nd maintenance ground power applied to the EEC. a u l t s are brought over from the EEC NVM i n t o the random access memory, one f a u l t a t a t i m e .

ew these f a u l t s t h a t have been recorded in the EEC r the other channel, do these steps:

To e x i t the maintenance r e c a l l mode, push the MONITOR VERIFY switch Put the maintenance ground t e s t switch t o NORM t o emove power to t h a t EEC Go back to TEST P u l l the appropriate engine channel c i r c u i t reaker.

procedure changes the channel-in-control as shown e EPCS EICAS page.

Operation

Push the MONITOR VERIshows i f there are no

Push the MAINTENANCE t r a n s f e r of data froaccess memory (RAM),wait f i v e seconds whilthe t r a n s f e r of the f# message shows.

Push the BIT switch tsymbol between the l a bt h i s i s maintenance f a u l t s f o r the channe

Push the BIT switch athe f a u l t j u s t seen athe next f a u l t , you ms w i t c h , wait f o r f i vshows, and then push

The f a u l t i s o l a t i o n l a t e s t f l i g h t l e g w ih i s t o r i c a l data o r b e necessary t o r e c a l lpossible 64 f l i g h t s . r e c a l l e d f o r each ch

To get the f a u l t s frsteps:


ENG MAINTENANCE RECALL -

- - -

The don

REVI

INE CONTROL -- INDICATING - TRAINING INFORMATION POINT - PIMUE x i t the maintenance mode w i t h the MONITOR VERIFY switch Shut o f f the ground t e s t power Turn the ground t e s t power back on P u l l the appropriate c i r c u i t breaker to change the channel i n c o n t r o l .

r e c a l l procedure f o r the other channel can then be e.

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STARTING -- INTRODUCTION S t a r t i n g

The engine s t a r t i n g system turns the N2 r o t o r to s t a r t the engine. The N2 r o t o r is turned by the pneumatic s t a r t e r through the h o r i z o n t a l and r a d i a l d r i v e s h a f t s . The system can be used in the a i r or on the ground. The s t a r t i n g system is also used to motor an engine on the ground.

Pneumatic power is from any of these sources:

- Pneumatic ground c a r t s (2 connectors) - A u x i l i a r y power u n i t (APU) - Cross bleed a i r from an operating engine.

System components f o r each engine include the pneumatic s t a r t e r and s t a r t e r c o n t r o l v a l v e . Switches on the i g n i t i o n and s t a r t c o n t r o l panel c o n t r o l operation o f the engine s t a r t i n g system.

I g n i t i o n

The i g n i t i o n system supplies the high energy spark to s t a r t o r sustain combustion o f the f u e l / a i r mixture i n the combustor. Each engine i g n i t i o n system has two e l e c t r i c a l l y and p h y s i c a l l y independent c i r c u i t s . Each c i r c u i t has an i g n i t i o n e x c i t e r connected to an i g n i t e r plug by a shielded l e a d .


APU - a u x i l i a r y power u n i t

EICAS - engine i n d i c a t i o n and crew a l e r t i n g system

gnd -ground HMG - hydraulic motor generator HPSOV - high pressure shut o f f valve IDG - i n t e g r a t e d d r i v e generator N2 - high pressure compressor rpm PSIG - pounds per square inch gage

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STARTING -- GENERAL - STARTING AND IGNITION SYSTEMS General

The starting system turns the engine to reach the rotor speed to s t a r t self-sustained engine operation. The i g n i t i o n system ignites the f u e l / a i r mixture in the combustor during s t a r t i n g , and helps sustain i g n i t i o n during selected low-power operations.

The starting system includes a pneumatic starter control valve and a pneumatic s t a r t e r . A VALVE l i g h t on the engine i g n i t i o n and s t a r t control panel shows a disagreement between the commanded position and actual position of the pneumatic starter control valve. The l i g h t comes on momentarily when the valve i s i n t r a n s i t .

The i g n i t i o n system has two i g n i t i o n exciters (1 and 2) and two i g n i t e r plugs (1 and 2 ) .

Operation

The EEC active channel controls starting and i g n i t i o n in response to control switch input from the engine i g n i t i o n and s t a r t control panel on the P5 overhead panel, and from the f u e l control switches on the P10 panel.

The i g n i t i o n select switch permits a choice of using a single i g n i t e r plug or both i g n i t e r plugs f o r both engines.

The i g n i t i o n / s t a r t control switches control the pneumatic starter control valve and permit four additional choices of i g n i t i o n use.

When pneumatic power i s available, the starter gets power by moving the i g n i t i o n / s t a r t control switch to GND. This also enables i g n i t i o n . The f u e l control switch is normally moved to RUN at maximum motoring speed (15 percent minimum) N2. This causes the f u e l spar valve to be e l e c t r i c a l l y opened, the high pressure shutoff valve (HPSOV) on the hydro-mechanical unit (HMU) to open (permits f u e l flow to the combustion chamber), and turns on i g n i t i o n .

At 50 percent N2, the i g t control switch automatically moves t closes the pneumatic starter control valve urns o f f i g n i t i o n .


n i t i o n / s t a ro AUTO. This and normally t

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STARTING -- STARTING SYSTEM - COMPONENT LOCATION Pneumatic Starter

The pneumatic starter is on the a f t side of the accessory gearbox in the 6:00 position. It turns the N2 rotor to s t a r t the engine. It has ports f o r servicing and f o r a magnetic chip detector.

Pneumatic Starter Control Valve

The pneumatic starter control valve is a f t of the pneumatic starter between the starter i n l e t and the a i r supply duct. The valve controls the flow of a i r to the s t a r t e r . A f i l t e r protects the valve actuator.

Engine I g n i t i o n and Start Control Panel

The engine i g n i t i o n and s t a r t control panel is on the P5 overhead panel. The panel includes these components:

- I g n i t i o n / s t a r t control switches - I g n i t i o n select switch - Two i n - t r a n s i t or valve disagreement l i g h t s .

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STARTING -- STARTING SYSTEM - AIR SOURCES

General

The pneumatic sources available f o r starting an engine include these things:

- APU - Ground a i r sources - Opposite operating engine.

The nominal required pressure f o r s t a r t i n g an engine is 45 psig.

A pneumatic control panel on the P5 overhead panel includes the switches and indications necessary to control and monitor the a i r source selection.

For normal s t a r t i n g , the isolation valve and APU a i r supply valve switches are a l l latched i n . Valve operation during starting is then automatic. The l e f t ( r i g h t ) engine PRSOV switch i s only latched i n i f the engine is running and supplying the a i r supply to s t a r t the other engine.

Ground Air Sources

There are two ground pneumatic service connections. Access i s through a l e f t forward wing-to-body f a i r i n g door. The rotary switch that controls the l e f t engine pneumatic starter control valve must be turned to GND to enable automatic l e f t engine s t a r t i n g . The rotary switch that controls the r i g h t engine pneumatic starter control valve must be turned to GND, and the r i g h t

isolation valve switch must be latched in to enable automatic r i g h t engine s t a r t i n g .

APU Air Source

The APU supplies a i r at 40 to 50 psi for engine s t a r t i n g . During an engine s t a r t , the APU operates at a higher speed (101 percent) to supply a i r flow. The switches that control the APU a i r supply valve and center i s o l a t i o n valve must be latched in to enable automatic valve operation.

Operating Engine Air Source

When an operating eng a pneumatic source to s t a r t the other en e bleed a i r is used at high power setting han 75 percent) and 14th stage bleed a i r power settings ( i d l e to 75 percent pressure valve automatically select tage a i r . Air pressure is regulated e regulating valve.

Engine Pneumatic Start lve Malfunctions

If the engine pneumatic rol valve f a i l s to close after an engine i r source to the pneumatic starter can manually closing the proper isolatio n v ne PRSOVs. I f a ground a i r source is l e f t pneumatic starter control valve se, i t i s necessary to disconnect the grou to stop airflow to the pneumatic s t a r t e r


ine i s used asgine, 8th stags (N2 greater tis used at lowN2). The high s 8th or 14th s by the pressur

er Control Va

starter conts t a r t , the a be removed byalves or engiin use and the f a i l s t o clond a i r source.

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STARTING -- CRANKING - STARTER PNEUMATIC DUCT General

The pneumatic s t a r t e r supply duct sends a i r from the airplane pneumatic manifold t o the s t a r t c o n t r o l v a l v e . The duct consists of two sections coupled together and mounted t o the l e f t side of the compressor rear frame w i t h support l i n k s .


To remove the s t a r t e r supply duct, open the l e f t t h r u s t reverser h a l f . Remove the V-band clamps and pressure seals to remove the upper supply duct from the pneumatic i n t e r f a c e duct and the lower pneumatic supply duct.

Remove the V-band clamps and seals and the upper and lower support l i n k s to remove the lower supply duct from the upper supply duct and the s t a r t c o n t r o l v a l v e .

CAUTION: TAKE CARE NOT TO DAMAGE THE SEALS WHEN CONNECTING THE STARTER DUCT COUPLINGS.

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STARTING -- CRANKING - STARTER VALVE

General

The s t a r t e r c o n t r o l valve is a spring-loaded closed b u t t e r f l y type v a l v e . I t i s solenoid c o n t r o l l e d and pneumatically powered. It can be manually operated using a square d r i v e t o o l . There are valve open and valve closed p o s i t i o n switches. The valve o u t l e t mount on the pneumatic s t a r t e r i n l e t w i t h a V-band clamp. Th s t a r t e r a i r supply duct connects t o the valve i n l e t .

Operation

When pneumatic power i s a v a i l a b l e , the EEC energizes the s t a r t e r c o n t r o l valve solenoid to open the v a l v e . Two switches are operated by an arm on the valve shaf and supply valve p o s i t i o n i n d i c a t i o n to the EEC.

For manual o p e r a t i o n , use a 3/8-inch square d r i v e through a hole in the t h r u s t reverser l a t c h access door. I n s t r u c t i o n s are on the door. The valve must be held open against a s p r i n g . Communication w i t h the f l i g h t compartment must be maintained.

WARNING: WHEN MANUALLY OPERATING THE STARTER CONTROL VALVE, WEAR HAND AND ARM COVERS. HEAT AND AI BLAST EXHAUST FROM STARTER CAN INJURE PERSONNEL.

CAUTION: STARTER MAY BE DAMAGED IF THE VALVE IS NOT CLOSED WHEN N2 IS MORE THAN 50 PERCENT.

CAUTION: MANUAL OPERATION OF THE STARTER CONTROL VALVE WITHOUT PNEUMATIC PRESSURE IN THE DUCT MAY DAMAGE THE VALVE DIAPHRAM.

Maintenance Practices

A n a i r f i l t e r i n the valve i s cleanable. A d i r t y f i l t e r r e s u l t s i n slow or sluggish valve opening. The f i l t e r element i s behind a f i l t e r cap, packing, and s p r i n g .

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STATHI

REVI

RTING -- CRANKING - STARTER VALVE - OPERATION S PAGE INTENTIONALLY LEFT BLANK

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STARGener

The s ts t a r taccessstartcouplpneumloadethree

- - -

The vaf i l t eextenspringi t go

The acto fothese

- -

The pol e f t soperaindicposit

hout opening the thrust reverser

rvo a i r from the b u t t e r f l y plate actuator supply o r i f i c e to the mber. The solenoid valve has dual c o i l receives power from channel A er c o i l receives power from channel nergized at a time. When the , the b a l l valve moves to the rvo supply a i r is allowed to go uator chamber, through the f i l t e r uator chamber. Equalized a i r e larger diameter opening combined force of the spring and closing diaphragm and moves the sition. The opening force is he mechanical linkage to rotate to the open position.

he engine s t a r t solenoid is de- the ambient vent in the solenoid the opening actuator chamber to then closes the b u t t e r f l y plate bled o f f .

be manually opened using a torque ches, with a 3/8-inch square ugh a hole in the thrust reverser

REVISIO

TING -- CRANKING - STARTER VALVE - OPERATION al

a r t valve controls the flow of a i r to the engine e r . Open the thrust reverser fan duct cowls to get to the s t a r t valve. It mounts between the er i n l e t and the a i r supply duct with V-band and ing clamps. The valve is a solenoid controlled and atically operated b u t t e r f l y plate that is spring-d to the closed position. The valve has these major components:

Valve body Actuator Position indicating switch assembly.

lve body contains the b u t t e r f l y plate and a r element. The plate attaches to a shaft that ds through the valve body and has a closing . The s t a r t valve f i l t e r f i l t e r s the a i r before es into the actuator.

tuator uses regulated and f i l t e r e d a i r pressure rce the valve open against the spring. It has components:

Two diaphragms Solenoid valve.

sition indicating switch is in a housing on the ide of the starter valve body. The switch, ted by an arm on the b u t t e r f l y shaft, provides ation of the valve position. A manual drive and ion indicator f i t t i n g is on the position switch,

and is accessible withalves.

Operation - Normal

To open the valve, sebore goes through the closing actuator chasolenoid c o i l s . One of the ECU. The othB. Only one c o i l i s esolenoid i s energizedopposite seat, the sefrom the closing actinto the opening actpressure pushes on thdiaphragm against thethe smaller diameter piston to the open potransmitted through tthe b u t t e r f l y plate

To close the valve, tenergized. This opensand l e t s the a i r in bleed o f f . The springwhen the pressure has

Operation - Manual

The s t a r t valve can of up to 145 pound indrive. Access is thro


STAl a topenopenvalv

WARN

CAU

CAU

REVI

RTING -- CRANKING - STARTER VALVE - OPERATION c h access door. The hole has a l a b e l w i t h the ing and c l o s i n g i n s t r u c t i o n s . The valve is held w i t h the 3/8-inch d r i v e . The spring closes the e when the opening f o r c e is released.

ING: WHEN MANUALLY OPERATING START VALVE, HAND AND ARM COVERS MUST BE WORN. HEAT AND AIR BLAST EXHAUSTING FROM STARTER COULD RESULT IN INJURY TO PERSONNEL.

TION: I F VALVE IS NOT CLOSED WHEN N2 INDICATION SHOWS 50% RPM, STARTER MAY BE DAMAGED.

TION: MANUAL OPERATION OF START VALVE WITHOUT AIR PRESSURE IN INLET DUCT MAY DAMAGE VALVE.

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STARTING -- CRANKING - STARTER General

The pneumatic s t a r t e r is a single-stage, a x i a l f l o w , t u r b i n e a i r motor t h a t mounts w i t h a V-band clamp to the a f t side of the accessory gearbox between the fue pump and the IDG. Two l o c a t o r pins a l i g n the s t a r t e r . The s t a r t e r weighs 35 pounds (16 Kg).

A f i l l e r plug i s on each side of the s t a r t e r . A pressure f i l l f i t t i n g , overflow p l u g , and d r a i n plug w i t h a magnetic chip detector are on the bottom.

S t a r t e r Operation

When pneumatic power i s a v a i l a b l e a t the s t a r t e r i n l e t the t u r b i n e turns the N2 r o t o r through the gear t r a i n c l u t c h , s p l i n e d r i v e , and gearbox. The c l u t c h l e t s th s t a r t e r coast t o a stop when pneumatic power i s shut o f f . When N2 i s more than 40 percent, c e n t r i f u g a l f o r c holds the c l u t c h pawls away from the t u r b i n e d r i v e t e e t h . At less than t h i s speed, the pawls r a t c h e t against the t e e t h .

The s t a r t e r may be engaged normally when N2 i s less than 20 percent, and i f there i s a f i r e , when N2 i s l e s than 30 percent.

CAUTION: STARTER RE-ENGAGEMENT AT MORE THAN 30 PERCEN N2 CAN RESULT IN STARTER OR GEARBOX DAMAGE.

Duty Cycle L i m i t a t i o n s

The normal duty cycle is 1 minute on and 30 seconds o f f . These are the extended duty cycles:

- 0-5 minutes on - disengage s t a r t e r and l e t N2 go to zero before re-engagement

- 5-10 minutes on - f o l l o w w i t h a 20-minute s t a r t e r cooling period

- 10-15 minutes on - f o l l o w w i t h a 30-minute s t a r t e r cooling p e r i o d .


Support the s t a r t e r du d i n s t a l l a t i o n , to avoid damage t o the g t e r .

CAUTION: TO AVOID EXC INTERNAL PARTS, DO NOT LIFT TH E DRIVE SHAFT.

O i l Servicing

To add o i l , remove th g and pour o i l through the o i l f i l l e pump o i l through the pressure f i l l f i t flows from the overflow p o r t .

Magnetic Chip Detecto

The d r a i n plug assemb r magnetic probe and an outer d r a i n p l u g . in the plug permits removal of the magneti spection without dra i n i n g the o i l .


ring removal anearbox or s t a r

ESSIVE LOADS ONE STARTER BY TH

e overflow plur plug p o r t ort i n g u n t i l i t

r

ly has an inneA check valve c probe f o r in

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STARTING -- STARTING SYSTEM - FUNCTIONAL DESCRIPTION Operation

The engine i g n i t i o n / s t a r t c o n t r o l switch is put to GND to begin the engine s t a r t sequence. A holding c o i l in the switch i s energized t o keep the switch i n GND i f N 2 is less than 50 percent. The switch is released and goes back t o AUTO when the c o i l i s de-energized. The switch may be put from GND manually if necessary.

When the switch i s i n GND, ENGINE START 1 i s also energized if N2 is less than 50 percent. This energizes ENGINE START 3 and causes the enabled channel of the EEC to energize the pneumatic s t a r t e r c o n t r o l valve solenoid. The valve opens and l e t s pneumatics go to the s t a r t e r .

I n d i c a t i o n s

E i t h e r of these conditions causes the VALVE l i g h t on the engine i g n i t i o n and s t a r t c o n t r o l panel t o come on:

- The engine s t a r t i n g system commands the pneumatic s t a r t e r c o n t r o l valve t o open (ENG START 1 energized) but the valve i s not f u l l y open. This occurs i f the valve f a i l s o r a t the beginning o f the s t a r t sequence while the valve opens.

- The engine s t a r t i n g system commands the pneumatic s t a r t e r c o n t r o l valve t o close (ENG START 1 relaxed) but the valve i s not f u l l y closed. This occurs i f the valve f a i l s o r a t the end o f the s t a r t sequence (50 percent N2) while the valve closes.

The engine s t a r t i n g system continues t o command the pneumatic s t a r t e r c o n t r o l valve t o open (ENG START 1 stays energized) and the valve stays f u l l y open f o r 2 seconds a f t e r N2 gets to 52 percent.

If the pneumatic s t a r t e r c o n t r o l valve does not open f u l l y w i t h i n f i v e seconds a f t e r the i g n i t i o n / s t a r t c o n t r o l switch i s moved t o GND, the EICAS l e v e l C message, L(R) ENG STARTER shows. This also causes the VALVE l i g h t t o stay on.

The EICAS l e v e l B message, L(R) STARTER CUTOUT shows f i v e seconds a f t e r e i t h e r o f these c o n d i t i o n s :

- The engine s t a r t ands the pneumatic s t a r t e r c o n t r o l v (ENG START 1 relaxed) but the t f u l l y c l o s e .

- N2 gets to 52 per ngine s t a r t i n g system continues e pneumatic s t a r t e r c o n t r o l valve t o RT 1 stays energized).

The EICAS l e v e l B mes RTER CUTOUT removes a l l other current EICA C messages and i n h i b i t s new l e v e l B a f o r 20 seconds. I f the L(R) STARTER CUTOU ws, close the proper i s o l a t i o n valves to ic power from the s t a r t e r . I f the L STA ssage shows while s t a r t i n g the l e f t en und a i r sources, the ground a i r source mus

CAUTION: IF VALVES I HEN N2 IS MORE THAN 50 PERCENT R ER MAY BE DAMAGED.


i n g system commalve t o close valve does nocent and the et o command thopen (ENG STA

sage, L(R) STAS l e v e l B andnd C messagesT message shoremove pneumatRTER CUTOUT megine using grot be removed.

S NOT CLOSED WPM, THE START

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IGNITION -- ELECTRICAL POWER SUPPLY - IGNITION EXCITERS General

The two i d e n t i c a l i g n i t i o n e x c i t e r s convert 115v, 400 Hz AC power to a 14 to 18 kv pulsed output at the r a t e of one pulse per second. The e x c i t e r s normally get power from the main AC buses. A l t e r n a t i v e l y , the e x c i t e r s can get power from the standby AC bus. The EEC c o n t r o l s the source of power f o r the i g n i t i o n e x c i t e r s . The e x c i t e r s are rated f o r continuous operation.

Each e x c i t e r is a hermetically sealed u n i t w i t h two connectors. One connector gets power from the EEC. The other connector sends power to the i g n i t e r through the i g n i t i o n l e a d .

The e x c i t e r s are below the EEC ( n o t shown) on the lower l e f t side of the fan case. Access i s through the fan cowl. Exciter 1 is above e x c i t e r 2. E x c i t e r 1 powers i g n i t e r plug 1, and e x c i t e r 2 powers i g n i t e r plug 2.

WARNING: IGNITION VOLTAGE IS DANGEROUSLY HIGH. TOUCHING ELECTRICAL CONTACTS MAY BE FATAL. IGNITION MUST BE OFF FOR SEVERAL MINUTES AND EXCITER GROUNDED BEFORE TAKING OUT IGNITION COMPONENTS.

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IGNITION -- DISTRIBUTION - IGNITION LEADS General

The i g n i t i o n leads carry e l e c t r i c a l power from the i g n i t i o n exciters to the i g n i t e r plugs. Both leads go from the i g n i t i o n exciters, through the pylon f i r e seal, to the i g n i t e r plugs. Access to the i g n i t i o n leads is through the fan cowls and the r i g h t thrust reverser h a l f .

The conductor is 14 AWG stranded copper with silicone rubber insulation within a f l e x i b l e conduit. The conduit has an inner copper braid and an outer nickel braid. There is a plastic sleeve over the cold section of the lead and an a i r cooling jacket/conduit over the hot section.

Fan a i r from the turbine case cooling duct cools the leads. After cooling the lead, the a i r goes through a port j u s t above the coupling nut to cool the i g n i t e r plug.

Observe safety precautions when you remove or handle the i g n i t i o n leads. High voltage can be present.

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IGNITION -- DISTRIBUTION - IGNITER PLUGS General

The i g n i t e r plug is a surface gap type p l u g . I g n i t e r plug 1 is at the 5:00 p o s i t i o n . The i g n i t e r plug 2 is at the 3:30 p o s i t i o n . Access to the plugs is through the r i g h t t h r u s t reverser h a l f .

The plugs are threaded i n t o adapters bolted to the compressor rear frame (CRF). F a c t o r y - i n s t a l l e d gasket spacers between the adapter and CRF make sure proper plug depth-of-immersion. A clamped i g n i t e r shroud protects the i g n i t e r plug and d i r e c t s the cooling a i r . When i g n i t e r plugs are removed, the plug can be replaced or r e i n s t a l l e d without i n s t a l l i n g gasket spacers, as long as the adapter is not removed. There is an i n t e g r a l gasket which must be i n s t a l l e d on the plug p r i o r t o i n s t a l l a t i o n i n t o the adapter. Refer t o AMM 74-21-02 f o r removal and i n s t a l l a t i o n .

WARNING: IGNITION SYSTEM VOLTAGE IS DANGEROUSLY HIGH. IGNITION/START CONTROL SWITCH MUST BE OFF BEFORE REMOVING ANY IGNITION COMPONENTS. ALLOW SEVERAL MINUTES TO ELAPSE BETWEEN OPERATION OF IGNITION SYSTEM AND REMOVAL OF COMPONENTS. WHEN DETACHING CABLE FROM IGNITER PLUGS, DISCHARGE CURRENT BY GROUNDING CABLE TERMINAL TO ENSURE COMPLETE DISSIPATION OF ENERGY FROM THE SYSTEM. FAILURE TO FOLLOW THIS PROCEDURE COULD RESULT IN SEVERE INJURY TO PERSONNEL.

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IGNITION -- ELECTRICAL POWER SUPPLY - IGNITION SYSTEM - FUNCTIONAL SCHEMATIC Power Sources

When an engine i s running, the l e f t and r i g h t 115v ac buses supply i g n i t i o n system power to both channels of the EEC. If a bus power sense relay is relaxed, the standby bus supplies i g n i t i o n system power to the EEC. Power i s supplied to the EEC when the f u e l control switch is in RUN and the engine f i r e switch is in the NORMAL position. The EEC supplies power from the l e f t bus to one i g n i t i o n exciter and supplies power from the r i g h t bus to the other exciter. This makes sure that one i g n i t i o n exciter on each engine can operate if one of the main buses does not have power.

Power Control

The EEC controls the power to the i g n i t i o n exciters based on these three things:

- The active EEC channel - Switch settings on the engine i g n i t i o n and s t a r t

control panel - N2 speed.

When the IGNITION SELECT switch i s put i n the SINGLE position, the i g n i t i o n selection logic within each EEC channel alternates between the two i g n i t i o n exciters to make sure there i s even wear of the i g n i t e r s .

Indications

Under normal conditions, the i g n i t i o n units receive power from the main AC buses. When the main AC buses

are not powered, the i g n i t i o n units receive power from the standby bus.

I f the main buses are powered, i t i s a f a u l t i f the i g n i t i o n units receive power from the standby bus.

If the standby bus supplies power f o r i g n i t i o n and the main AC buses supply power to the EICAS computers, the EICAS maintenance message IGN 1(2) STBY BUS shows on the ECS/MSG page.

I f IGN 1 STBY BUS shows and the upper EICAS display unit i s operational, the l e f t AC bus has power but the power sense c i r c u i t s oned.

I f IGN 2 STBY BUS sh wer EICAS display unit is operational, bus has power but the power sense c i r c u i t s oned.


have malfuncti

ows and the lothe r i g h t AC have malfuncti

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IGNITION -- ELECTRICAL POWER SUPPLY - IGNITION SYSTEM CONTROL General

The EEC supplies 115v ac power to one or both i g n i t i o n exciters based upon i g n i t i o n system commands. The commands to EEC are ground signals that enable either a SINGLE or BOTH exciter units to operate. I f the EEC does not sense a SINGLE or BOTH ground signal, neither i g n i t i o n exciter gets power. The i g n i t i o n enabling command i s controlled by the i g n i t i o n select switch, i g n i t i o n / s t a r t control switch, engine f i r e switch, f u e l control switch, engine thermal anti-ice relay, and flap position proximity switch.

Operation

Ig n i t i o n i s only enabled when the two f u e l / i g n i t i o n control relays are relaxed. This occurs when the engine f i r e switch on the P10 panel i s i n the NORMAL position, and the f u e l control switch on the P10 panel is in RUN.

Both i g n i t i o n exciter units are enabled when the i g n i t i o n select switch on the P5 overhead panel is in the BOTH position, or when the i g n i t i o n / s t a r t control switch on the P5 panel is in the FLT position. Single i g n i t i o n i s enabled i n a l l other cases that i g n i t i o n i s commanded.

When the engine f i r e switch i s i n the NORMAL position, and the f u e l control switch is in RUN, i g n i t i o n is enabled based on these positions of the i g n i t i o n / s t a r t control switch:

- GND - i g n i t i o n is enabled, and the pneumatic starter control valve i s opened u n t i l N2 gets to 50 percent when the switch automatically moves to the AUTO position.

- AUTO - i g n i t i o n i s enabled when the engine thermal anti-ice system is on (bad weather), or when the flaps are down (takeoff and landing).

- OFF - i g n i t i o n is disabled. - CONT - i g n i t i o n i s continuously enabled. - FLT - i g n i t i o n (BOTH with SINGLE as backup) i s

enabled for i n - f l i g h t windmilling s t a r t s . The i g n i t i o n select switch is bypassed in the FLT position.

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STA ION POINT THI

REVI

RTING -- STARTING SYSTEM - ENGINE MOTORING - TRAINING INFORMATS PAGE INTENTIONALLY LEFT BLANK

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STAR ON POINT Gener

The enwhen ea l l motor

NOTE:

Dry M

For fsystemin ththe d

Beforproce

On thappli

CAUTI

EAKERS AND SWITCHES MUST BE TO PREVENT FUEL FROM FLOWING INTO ION CHAMBER DURING DRY MOTORING G SURE THERE IS A PATH OF FUEL TO P AND HMU TO PROVIDE LUBRICATION .

n t r o l switches are i n CUTOFF, and a t IDLE. Check f o r f u l l engine per and lower display u n i t s .

t switch to GND. The s t a r t switch ed t o the GND p o s i t i o n . Maximum high as 30 to 34 percent N2,

spheric conditions and the a i r

TER LIMITATIONS PER MAINTENANCE

N1 and N2 r o t a t i o n and o i l e EICAS d i s p l a y .

i n d i c a t i o n of f u e l flow on EICAS.

er confirms t h a t there i s no f u e l e no l e a k s .

h to OFF.

i r c u i t breakers and switches to

REVISIO

TING -- STARTING SYSTEM - ENGINE MOTORING - TRAINING INFORMATIal

gine motoring procedure is used f o r any operation ngine r o t a t i o n is necessary. Use dry motoring f o r t e s t s when engine motoring is necessary unless wet ing i s necessary.

As a general r u l e , i f a l i q u i d c a r r y i n g l i n e has been disconnected or i f a l i q u i d f i l t e r has been changed, i t i s necessary t o motor the engine o r run a t i d l e t o f i n d i f there are l i q u i d l e a k s .

otoring

u e l f i l t e r changes and f u e l l i n e s t h a t are i n the before the high pressure s h u t o f f valve (HPSOV) e hydro-mechanical u n i t (HMU), leak checks using ry motoring procedure are necessary.

e dry motoring the engine, do the pre-motoring dures.

e main power c i r c u i t breaker panels, open the cable c i r c u i t breakers.

ON: CIRCUIT BREAKERS MUST BE OPENED FOR THE IGNITION SYSTEMS TO MAKE SURE THE ENGINE DOES NOT START DURING MOTORING PROCEDURES.

CAUTION: CIRCUIT BRPOSITIONED THE COMBUSTWHILE MAKINTHE FUEL PUMAND COOLING

Make sure the f u e l c othe t h r u s t l evers areEICAS displays on up

Turn the engine s t a ri s e l e c t r i c a l l y latchmotor speed may be as depending on the atmosource used.

CAUTION: OBSERVE STARMANUAL.

Confirm i n d i c a t i o n ofpressure r i s i n g on th

Make sure there i s no

The outside crew membfog and t h a t there ar

Turn the s t a r t switc

Return the airplane cthe usual p o s i t i o n s .


STA ION POINT Wet

For t r af u epresu n iproc

Wet

Befoproc

On tappl

CAUT

Makethe EIC

Turn

Turni s emotodepesour

ARTER LIMITATIONS PER MAINTENANCE

of N1 and N2 r o t a t i o n and o i l n the EICAS d i s p l a y .

ove the f u e l c o n t r o l switch t o RUN. ngine gas path should occur.

i n d i c a t i o n of f u e l flow on EICAS.

mber confirms t h a t there i s f u e l fog no leaks.

l FF and continue t o o n nimum) or u n t i l ne

tc

d pump switches OFF.

c rs and switches to .

REVI

RTING -- STARTING SYSTEM - ENGINE MOTORING - TRAINING INFORMATMotoring

f u e l system components (such as the f u e l flow n s m i t t e r or the IDG f u e l / o i l heat exchanger) and l l i n e s t h a t are i n the system a f t e r the high sure s h u t o f f valve (HPSOV) i n the hydro-mechanical t (HMU), leak checks using the wet motoring edure are usually necessary.

motoring l e t s f u e l i n t o the combustion chamber.

re wet motoring the engine, do the pre-motoring edures in the maintenance manual.

he main power c i r c u i t breaker panel, open the icable c i r c u i t breakers.

ION: DO NOT LEAVE IGNITION CIRCUIT BREAKERS CLOSED. INADVERTENT LIGHT UP COULD OCCUR.

sure the f u e l c o n t r o l switches are i n CUTOFF and t h r u s t l evers are a t IDLE. Check f o r f u l l engine AS displays on the display u n i t s .

the forward and a f t f u e l boost pump switches ON.

the engine s t a r t switch to GND. The s t a r t switch l e c t r i c a l l y latched t o the GND p o s i t i o n . Maximum ring speed may be as high as 30 to 34 percent N2, nding on the atmospheric conditions and the a i r ce used.

CAUTION: OBSERVE STMANUAL.

Confirm i n d i c a t i o n pressure increase o

At 15 percent N2, mFuel fog from the e

Make sure there i s

The outside crew meand t h a t there are

Move the f u e l c o n t r omotor f o r 30 a d d i t ivapor stops at engi

Turn the s t a r t swi

Turn the forward an

Return the airplanethe usual p o s i t i o n s


switch t o CUTOa l seconds (mi exhaust.

h to OFF.

a f t f u e l boost

i r c u i t breake

FO

THRUST REVERSER SYSTEM -- OPERATIONAL SUMMARY Purpose

The t h r u s t reverser, when deployed, sends fan a i r forward to decelerate the a i r p l a n e . The t h r u s t reverser is normally deployed during landing r o l l o u t or during a r e j e c t e d t a k e o f f .

Each engine has two t h r u s t reverser halves. Each h a l f has these elements:

- Translating cowl - Six blocker doors w i t h drag l i n k s - 16 d e f l e c t o r s - Center d r i v e u n i t (CDU) w i t h three a c t u a t o r s , two

t h a t are driven through f l e x i b l e d r i v e shafts and angle gearboxes.

The two t r a n s l a t i n g cowls operate independently.

When the t h r u s t reverser i s stowed, the t r a n s l a t i n g cowl f a i r s w i t h the fan cowl and the blocker doors are r e t r a c t e d . I n the stowed p o s i t i o n , the t h r u s t reverser sends fan a i r a f t f o r forward t h r u s t .

When the t h r u s t reverser i s deployed, the t r a n s l a t i n g cowl s l i d e s a f t to get the d e f l e c t o r s and to block the fan a i r path w i t h the blocker doors. This sends fan a i r forward, reversing the d i r e c t i o n o f t h r u s t .

Turbine exhaust a i r i s not reversed. While the fan a i r i s deflected forward t o give d e c e l e r a t i o n , t u r b i n e exhaust i s s t i l l g i v i n g some forward t h r u s t .


CDU - c e n t e r d r i v e u n i t CH A -channel A of the EEC CH B -channel B of the EEC CMD -command DPV - d i r e c t i o n a l p i l o t valve EEC - e l e c t r o n i c engine c o n t r o l EICAS - engine i n d i c a t i n g and crew a l e r t i n g

system EPCS - e l e c t r o n i c propulsion c o n t r o l system LED - l i g h t e m i t t i n g diode PRSOV - pressur alve PWR - p o w e r RVDT - r o t a r y r e n t i a l transformer T/D - t i m e deTLA - t h r u s t esolver TRA - t h r u s t e in degrees TRAS - t h r u s t ting system T/R - t h r u s t T/R L - l e f t s in % of deployment

on the e 1 T/R PRSOV - t h r u s t ure r e g u l a t i n g and

shu t o f f T/R R - r i g h t n in % of deployment

on the e 1


e r e g u l a t i n g v

va r i a b l e d i f f elay lever angle rresolver anglreverser actuareverser

leeve p o s i t i o n EICAS EPCS pagreverser press

valve sleeve p o s i t i o EICAS EPCS pag

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ENGINE EXHAUST -- THRUST REVERSER - GENERAL DESCRIPTION Deploy

Thrust reverser deployment i s commanded by pulling the reverse thrust levers to the rear. An interlock actuator mechanism prevents pulling the levers past a detent position.

Switch and relay logic give power to unlock the electro-mechanical brake and to open the T/R PRSOV. Air from the T/R PRSOV flows to the l e f t and r i g h t CDUs and to the DPV. An a i r signal from the DPV to the CDU arms the CDU to drive the thrust reverser sleeves to the deploy position.

Air motors i n the CDUs drive ballscrew actuators on the center of the translating cowls. Angle gearbox and ballscrew actuators are on the upper and lower ends of the translating cowls. Flexible drive shafts mechanically connect the angle gearbox and ballscrew actuators to the CDUs.

The f l e x i b l e drive shafts then drive the upper and lower angle gearbox and ballscrew actuators. The ballscrews move the translating cowls a f t .

Blocker doors, pulled by the drag l i n k s , rotate from a flush position against the inside of the translating cowl to a position blocking the fan a i r discharge path. The fan a i r discharge is sent forward through the deflectors.

The engine w i l l operate i n reverse thrust at no more than f l i g h t i d l e u n t i l the interlock actuator releases the reverse thrust power lever stop.

The a i r motors in each CDU also drive a CDU position feedback rotary variable d i f f e r e n t i a l transformer (RVDT). The RVDTs give thrust reverser position feedback to the EEC. When both halves of the thrust reverser are more than 60 percent deployed, the EEC send current to the thrust reverser interlock actuator. The actuator extends that l e t the reverse thrust levers be pulled back to the maximum reverse thrust position.

Stow

When the thrust rever ed to stow, a i r from the T/R PRSOV flows t r i g h t CDUs. The DPV stays closed. The CDU ive the sleeves to the stow position. T rs (pushed by the drag l i n k s ) rotate ba position with the inner translating cow stowed, the system de-energizes the sole lectro-mechanical brake. The system is n he stowed position by the CDU cone brakes lectro-mechanical brakes.


ser i s commando the l e f t and a i r motors drhe blocker doock to a flush l. When f u l l ynoids on the eow locked in t and by the e

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THRUST REVERSER -- TRANSLATING COWL

General

When the t h r u s t reverser i s stowed, the t r a n s l a t i n g cowl covers the d e f l e c t o r s and acts as a section of power p l a n t cowling.

When the reverser i s deployed, the t r a n s l a t i n g cowl s l i d e s a f t ( t r a n s l a t e s ) t o uncover the d e f l e c t o r segments.

The t r a n s l a t i n g cowl is constructed of a Kevlar, g r a p h i t e , and f i b e r g l a s s facesheet w i t h a Nomex core. Hinges are bonded i n t o the inner w a l l . There are s i x blocker doors on the hinges in the inner w a l l of each cowl.

Reverser Track F a i r i n g

The t h r u s t reverser t r a c k f a i r i n g permits smooth a i r f l o w over the t h r u s t reverser s l i d e r s and l i n e r s . The f a i r i n g is on the top and bottom of each t r a n s l a t i n g cowl.


I f the t r a n s l a t i n g cowl needs t o b e removed i t must f i r s t be deployed about 6 t o 8 inches. Remove the actuator access panels.

CAUTION: DO NOT REMOVE CLEVIS PIN RETAINING CLIP BOLT. BACK BOLT OUT ENOUGH TO ROTATE RETAINING CLIP. REMOVAL OF BOLT WILL DAMAGE NUTPLATE.

Loosen the r e t a i n i n g c l i p b o l t and t u r n the c l i p . Remove the c l e v i s pins t o disconnect the actuators from the t r a n s l a t i n g cowl.

CAUTION: DO NOT OPEN THRUST REVERSER HALF BEYOND THE 34 DEGREE POSITION WITH THE TRANSLATING COWL EXTENDED. DAMAGE TO TRANSLATING COWL OR STRUT MAY RESULT.

Open the t h r u s t reverser h a l f t o the 20-degree p o s i t i o n . Disconnect the blocker door drag l i n k s from the a f t side of the blocker doors. Slide the t r a n s l a t i n g cowl a f t o n i t s t r a c k .

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ENGINE EXHAUST -- T/R - TRACK LINERS AND SLIDERS General

The translating cowl slides on a low f r i c t i o n track an s lider mechanism. There are two sets of thrust reverse track sliders on each translating cowl, one on the to of the reverser half and one on the bottom. Each set has a T-shaped main slider and a J-shaped auxiliary s l i d e r . These sliders move on T-shaped and J-shaped track l i n e r s . The l i n e r s are fixed to the stationary fan duct that holds the translating cowl to the thrus reverser. The J-shaped auxiliary track l i n e r is abov the deflectors. The T-shaped main track l i n e r is unde the deflectors.


Thrust reverser track sliders must be inspected periodically f o r wear. The l o w - f r i c t i o n Teflon surfaces must be smooth and clean.

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ENGINE EXHAUST -- T/R - BLOCKER DOORS AND DRAG LINKS General

Each t h r u s t reverser h a l f has s i x blocker doors on the inner w a l l of the t r a n s l a t i n g cowl. The blocker doors d e f l e c t fan a i r r a d i a l l y outward when the t r a n s l a t i n g cowl is deployed. The drag l i n k s p u l l the doors i n t o p o s i t i o n during deployment.

The doors are made of f i b e r g l a s s and graphite composite, w i t h bonded aluminum hinges. There are two hinges on the wide, forward end t h a t connects to the inner w a l l of the t r a n s l a t i n g cowl. There is a drag l i n k connection in the center of the door. The drag l i n k i s pinned t o t h i s connection and i s spring-loaded to hold the door closed when the reverser is stowed. A l l s i x blocker doors are interchangeable.


The blocker doors must be checked f o r movement at the p o i n t o f attachment. I f removal i s necessary, manually deploy the t r a n s l a t i n g cowl about 16 inches.

CAUTION: DO NOT OPEN THE THRUST REVERSER HALF BEYOND THE 23-DEGREE POSITION WHEN THE THRUST REVERSER TRANSLATING COWL IS DEPLOYED. DAMAGE TO TRANSLATING COWL OR STRUT MAY RESULT.

Open the t h r u s t reverser h a l f t o the 23-degree p o s i t i o n .

WARNING: RELIEVE SPRING PRESSURE BY ALTERNATELY LOOSENING SPRING RETAINER CLIP SCREWS. REMOVING ONE SCREW BEFORE LOOSENING THE OTHER COULD RESULT IN INJURY TO PERSONNEL FROM SPRING RELEASE UNDER PRESSURE.

Release spring pressure by a l t e r n a t e l y loosening the two spring r e t a i n e r c l i p screws. Remove the c l i p and s prings. To disconnect the drag l i n k from the blocker door push the blocker door forward over the drag l i n k and remove the b o l t . Remove the b o l t s t h a t attach the hinges to the t r a n s l a t i n g cowl and remove the blocker door.

To also remove the dr s time cut away the p r o t e c t i v e coating f nd washers on the inboard side of the i cowl and remove the nuts and washers. If n the coating around the l i n k support. P u l pport and drag l i n k out of the fan duct co te the drag l i n k from the l i n k support l t , washer, and l i n k p i n .


ag l i n k a t t h irom the nuts anner fan ductecessary, cutl the l i n k suwl. To separaremove the b o

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ENGINE EXHAUST -- T/R - DEFLECTORS General

There are 16 d e f l e c t o r s on each t h r u s t reverser h a l f t h a t d i r e c t fan a i r forward when the t h r u s t reverser i s deployed. When the reverser i s stowed, the t r a n s l a t i n g cowls cover the d e f l e c t o r s . When the reverser i s deployed, the blocker doors send fan a i r through the d e f l e c t o r s .

The f r o n t and rear edges of the d e f l e c t o r s are bolted to the t h r u s t reverser f i x e d s t r u c t u r e . There are gang channels between the d e f l e c t o r s to interconnect the d e f l e c t o r s . The gang channels are screwed to the d e f l e c t o r s w i t h t r i - w i n g screws. The top d e f l e c t o r has two gang channels.

Five d i f f e r e n t types of d e f l e c t o r s are on each t h r u s t reverser h a l f . Each type sends the a i r d i f f e r e n t l y as shown.

Deflectors are also c a l l e d cascade segments or cascade vane segments.


Thrust reverser d e f l e c t o r s are not interchangeable because of the d i f f e r e n t flow angles. Exact d e f l e c t o r p o s i t i o n i s found i n the maintenance manual.

Deflectors must be inspected at i n t e r v a l s f o r cracks, e r o s i o n , and impact damage.

CAUTION: DO NOT OPERATE ENGINE IN REVERSE THRUST WITH DEFLECTORS MISSING. DAMAGE TO THE REVERSER MAY RESULT.

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ENGINE EXHAUST -- T/R - PRESSURE REGULATING AND SHUTOFF VALVE General

The thrust reverser (T/R) pressure regulating and shutoff valve (PRSOV) isolates the thrust reverser pneumatic system from the airplane pneumatic system and regulates the pressure.

There is one valve in each s t r u t at the entrance to the reverser supply duct downstream of the precooler. Access is through a pressure r e l i e f door on the r i g h t side of the s t r u t .

The T/R PRSOV has a steel valve body with these components:

- Poppet valve - Solenoid valve - Pressure regulator - Relief valve.

The poppet valve i s spring-loaded closed. When reverse thrust is selected, the solenoid valve is energized. Air flows around the poppet valve stem, through the solenoid valve, and pressurizes the pneumatic actuator. This opens the poppet valve.

The pressure regulator opens when the i n l e t pressure i s more than 70 psig.

This modulates the poppet valve and regulates downstream pressure. Normally, the a i r supply pressure i s not enough to make valve regulation necessary. However, the engine may develop enough 8th stage bleed

pressure to open the regulator during a rejected takeoff.

The r e l i e f valve opens i f actuator pressure i s more than 150 psig.

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ENGINE EXHAUST -- T/R - DIRECTIONAL PILOT VALVE AND PRESSURE SWITCH General

The directional p i l o t valve (DPV) is a solenoid controlled pressure operated valve. Switch and relay logic control the solenoid. Air pressure is supplied when the T/R PRSOV is open.

When the DPV is open, it provides a i r pressure to both halves of the thrust reverser f o r that engine. This a i r pressure, called signal a i r , operates on a piston within each of the CDUs.

The result of the piston motion is to change the position of the directional control valve (DCV) in each CDU. The main flow of a i r from the T/R PRSOV into the a i r motor is determined by the position of the DCV. The a i r motor direction of rotation is reversed as the position of the DCV is changed. One direction of motor rotation moves the sleeves to the deployed position. The opposite direction of a i r motor rotation moves the sleeves to the stow position. The operation of the a i r motor and the DCV is discussed l a t e r .

The DPV pressure switch completes a c i r c u i t f o r thrust reverser indication.

The DPV and pressure switch are on the torque box of the l e f t reverser h a l f . There i s one on each engine. Access i s through the l e f t fan cowl panel.

The DPV is spring-loaded closed. It has a b a l l and poppet valve on a common shaft, a solenoid, and a

cleanable a i r f i l t e r . The pressure switch is a two-position microswitch.

Operation

When reverse thrust i s selected, the solenoid i s energized and the b a l l valve moves down and closes the vent. The poppet valve opens to l e t a i r pressure from the T/R PRSOV go to the directional control valve.

When the thrust reverser system i s i n the stow position, the solenoid is de-energized. Air pressure from the T/R PRSOV i s blocked. The signal a i r lines to both CDU directional s are vented through the DPV b a l l valve to

The pressure switch s sure to the DPV. It i s open when the T/R d. The pressure switch closes when it re from the T/R PRSOV. I t s position i of the directional p i l o t valve position. ndication in the f l i g h t compartment if witch position disagrees with the T/R on. This indication is discussed l a t e r .


control valve ambient.

enses a i r presPRSOV i s close senses pressus independent There is an i the pressure s PRSOV positi

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ENGINE EXHAUST -- T/R - CENTER DRIVE UNIT (CDU) General

The center d r i v e u n i t (CDU) is a pneumatic motor w i t h a ballscrew actuator f o r deploying and stowing the t h r u s t reverser. The CDU has a p o s i t i o n switch module, a gearbox and a p o s i t i o n feedback transducer. The gearbox has two f l e x i b l e d r i v e s h a f t output drives and a manual d r i v e pad.

One CDU is on each t h r u s t reverser h a l f between the upper and lower angle gearboxes. Access is through the fan cowl. An a i r supply connected to e i t h e r end of the i n l e t tee f i t t i n g i s necessary f o r the CDUs. The other end is normally capped, but can be used f o r a ground a i r supply. The actuator stroke length is 22 inches. The p o s i t i o n i n d i c a t i n g switch module i s l i n e replaceable and does not require r i g g i n g .

The manual brake release lever releases the cone brake f o r manual operation of the t r a n s l a t i n g cowl. The brake releases when the lever i s moved about 60 degrees i n t o a detent. The fan cowl closes the l e v e r i f i t i s l e f t i n the 60 degree detent p o s i t i o n .

The gearbox has two splined output drives t h a t t u r n the f l e x i b l e d r i v e s h a f t s . I t also turns the CDU p o s i t i o n feedback transducer and has a square d r i v e pad f o r manual operation.

Removal

Remove middle actuator access panel. Manually deploy the t h r u s t reverser h a l f about 6 to 8 inches u n t i l the

ballscrew actuator c l e v i s p i n i s exposed. Deactivate the t h r u s t reverser by reversing the lockout p l a t e . Loosen the r e t a i n i n g c l i p b o l t . Rotate c l i p and remove c l e v i s p i n using a p i n e x t r a c t i n g t o o l .

CAUTION: DO NOT REMOVE CLEVIS PIN RETAINING CLIP BOLT. BACK BOLT OUT ENOUGH TO ROTATE RETAINING CLIP. REMOVAL OF BOLT WILL DAMAGE NUTPLATE.

Disconnect the r o t a r y f l e x i b l e d r i v e shafts and remove the f o u r CDU flange b o l t s . Make sure t h a t the CDU upper f l e x i b l e d r i v e s h a f t does not s l i d e out of the sheath. P u l l CDU and ballscrew actuator from torque box noting shim i n s t a l l a t i o n d e e p o s i t i o n of the actuator on the ballsc i n s t a l l a t i o n .


t a i l s . Mark threw to a i d CDU

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ENGINE EXHAUST -- T/R - CDU - FUNCTIONAL DESCRIPTION

General

The directional control valve (DCV) position is controlled by the actuator piston. The helix rod rotates the DCV as the piston moves up or down. The DCV is spring-loaded to cause the a i r motor rotation to drive the thrust reverser sleeve to the stow position.

The actuator cone brake has a spring-loaded f r i c t i o n cone and rotating mating cone on the a i r motor shaft. The valve actuator piston moves a pivoted lever to release the brake. When the brake is engaged, the a i r motor can rotate in the stow d i r e c t i o n , but not in the deploy direction.

The ballscrew and ballnut actuator is one assembly. The a i r motor turns the ballscrew. The ballscrew is free to r o t a t e , but can not translate. It engages the ballnut actuator. The ballnut actuator is free to translate but can not rotate because it is attached to the translating cowl.

The stop rod is linked to the DCV assembly on one end and has a mushroom shaped head on the other. It turns the DCV through an override linkage, operates the CDU position indicating switch assembly, and keeps the cone brake from engaging u n t i l the cowl is completely stowed.

The CDU position indicating switch assembly has stow and deploy l i m i t switches to show thrust reverser position. The switches also control e l e c t r i c a l power to the T/R PRSOV. They are operated by the stop rod.

Deploy Operation

Air from the DPV moves the valve actuator piston to the DEPLOY position. The helix rod turns the DCV as the valve actuator piston moves. The piston and pivoted lever release the cone brake, and the a i r motor rotates turning the ballscrew in the deploy direction. The ballnut and ballscrew actuator move to deploy.

The stop rod is pulled toward the deploy stop as the actuator nears f u l l y deployed. At about 1.5 inches from f u l l deploy, the stop rod touches the ballnut. The stop rod then moves the DCV to the neutral position to stop airflow to the a i r m ge the cone brake. The stop rod also act itches in the CDU position indicating This causes the T/R PRSOV to close and co ion of thrust reverser position.

Stow Operation

The a i r signal from t en the stow mode i s selected. The spring embly drives the valve actuator pisto e DCV to the stow direction. The direct erride linkage l e t s the valve turn withou moving. Air is l e t into the a i r motor. T rns and the ballnut and ballscrew actuato toward stow. When the actuator is about f u l l y stowed, the stop rod moves the DCV l. When closed, the DCV has bleed a i r hole i r drive the CDU to the f u l l stow stop to actuation system.


otor, and engaivates the swswitch module.ntrols indicat

he DPV stops whin the DCV assn and moves thional valve ovt the stop rodhe ballscrew tur begin moving.25 inch from toward neutras which l e t s a pre-load the

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ENGINE EXHAUST -- T/R - ROTARY FLEXIBLE DRIVE SHAFT General

The f l e x i b l e d r i v e shafts send power from the center d r i v e u n i t to the upper and lower angle gearboxes.

There are two d r i v e shafts on each reverser h a l f , one f o r each angle gearbox. The CDU turns both f l e x i b l e d r i v e s h a f t s . Access is through the fan cowl.

Each d r i v e s h a f t has an outer casing w i t h mounting flanges and a d r i v e s h a f t core. The outer casing is corrosion r e s i s t a n t s t e e l l i n e d w i t h t e f l o n . The d r i v e s h a f t core is stranded w i r e . The end of the d r i v e s h a f t at the CDU is a 3/8-inch s p l i n e . The angle gearbox end is a 0.2-inch square s h a f t . The two d r i v e shafts are d i f f e r e n t l e n g t h s .


I f removal i s necessary, open the fan cowl panel. Release the CDU brake. Open the quick release clamps t h a t secure the shafts to the t h r u s t reverser torque box.

NOTE: Lower RH and upper LH d r i v e shafts have two clamps, lower LH and upper RH d r i v e shafts have one clamp.

CAUTION: PRECAUTIONS SHOULD BE TAKEN TO PREVENT CORE FROM SLIDING OUT OF CASING. ANY CONTACT WITH UNCLEAN SURFACES WILL REQUIRE CORE REPLACEMENT.

Remove b o l t s and washers t h a t secure the s h a f t t o the CDU and the angle gearbox. Remove the complete f l e x i b l e d r i v e s h a f t u n i t .

CAUTION: IF ONE FLEXIBLE DRIVE SHAFT ON REVERSER HALF FAILS, BOTH SHAFTS ON THAT HALF MUST BE REPLACED AS TORSIONAL LIMITS MAY HAVE BEEN EXCEEDED.

To i n s t a l l the f l e x i b l e d r i v e s h a f t i s the opposite o f removal. A t h r u s t reverser actuation system r i g g i n g procedure must be done a f t e r you i n s t a l l a f l e x i b l e d r i v e s h a f t .

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ENGINE EXHAUST -- T/R - ANGLE GEARBOX AND BALLSCREW ACTUATOR General

Three ballscrew actuators move the t r a n s l a t i n g cowl. One of the ballscrew actuators is operated by the CDU. The other two ballscrew actuators are operated by the angle gearboxes. The gearboxes are operated by the CDU through the f l e x i b l e d r i v e s h a f t s . Access i s through the fan cowl.

Each gearbox has two square i n p u t drives to connect a r o t a r y f l e x i b l e d r i v e s h a f t and to permit manual o p e r a t i o n , and a splined output f o r the ballscrew actuator connection. The square d r i v e opposite the d r i v e s h a f t end is capped. This end may also be used to lock the actuator o r f o r r i g g i n g . A s p e c i a l t o o l t o f i t the hole i s necessary f o r the 0.2-inch d r i v e .

The gearbox decreases the f l e x i b l e d r i v e s h a f t speed by a 3:1 r a t i o .

The ballscrew actuator is coupled to the gearbox s p l i n e . A stop c o l l a r ( n o t shown) is pinned to the end o f the ballscrew t o l i m i t actuation l e n g t h . The b a l l n u t and actuator tube t r a n s l a t e s as the ballscrew t u r n s .

Removal

The angle gearbox and ballscrew actuator must be removed as a u n i t . The angle gearbox can be separated from the ballscrew actuator a f t e r removal. To remove, deploy the t r a n s l a t i n g cowl 6 to 8 inches to access the ballscrew actuator c l e v i s p i n . Remove the f l e x i b l e

d r i v e s h a f t , then the c l e v i s p i n , and f i n a l l y the gearbox and a c t u a t o r .

CAUTION: ENSURE THAT THE DRIVE SHAFT CORE DOES NOT SLIDE OUT OF OUTER CASE WHEN REMOVING THE ROTARY FLEXIBLE DRIVE SHAFT.

DO NOT REMOVE THE CLEVIS PIN RETAINING CLIP BOLT. BACK THE BOLT OUT ONLY ENOUGH TO ROTATE THE RETAINING CLIP. THE NUT PLATE WILL BE DAMAGED IF THE BOLT IS REMOVED.

NOTE: When i n s t a l l i n g a gearbox and actuator the side p l a t e on the gearbox must be f a c i n g inward.

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ENGINE EXHAUST -- T/R - ELECTRO-MECHANICAL (TRAS) BRAKE General

The electro-mechanical brakes (also called the thrust reverser actuation system or TRAS brake) give a t h i r d l e vel of safety to prevent uncommanded deployment of the thrust reversers i n f l i g h t . These components or systems give the three levels of safety:

- Auto stow system - Locking center drive units - TRAS brakes.

The brake mechanism has a separate, dedicated e l e c t r i c a l c i r c u i t f o r i t s control that i s independent of other thrust reverser components.

Description

There are two electro-mechanical brakes on each engine, one on each thrust reverser h a l f . The brakes are on brackets attached to the fan reverser torque boxes. Each brake is connected to i t s upper angle gearbox by a f l e x i b l e drive shaft. The electro-mechanical brakes are solenoid-activated disk brakes. When 28v dc i s applied to the brake solenoids, the brakes release to permit thrust reverser operation. These brakes lock t h e i r reverser half by locking the f l e x drive cable at the upper actuator.

Operation

The electro-mechanical brake is spring- loaded to the f u l l y braked position. Dual rotors that contact stators

give the brake force f r i c t i o n . To release the brake, the solenoid is energized by voltage from the thrust reverser actuation system relays and switches. This solenoid force acts against the springs to decrease the rotor/stator f r i c t i o n force and release the brake.

A manual lockout lever is on the upper surface of the brake. When you l i f t t h i s lever, i t causes an internal cam to react against the springs to decrease the rotor/stator f r i c t i o n force and release the brake. The lockout lever is used during manual extension of the translating cowl for maintenance and rigging of the thrust reverser. The lockout manual release handle returns to the brake the fan cowl is closed.


position when

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ENGINE EXHAUST -- T/R - ELECTRO-MECHANICAL (TRAS) BRAKE - LOCKED General

The electro-mechanical brakes (also called the thrust reverser actuation system or TRAS brake) i s usually locked. If the solenoid is not energized, spring pressure keeps the disk brake stators in contact with the rotor braking surfaces.

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ENGINE EXHAUST -- T/R - ELECTRO-MECHANICAL (TRAS) BRAKE - UNLOCKED

General

When the crew commands reverse t h r u s t , the switch and relay logic give 28v dc current to the solenoid of the electro-mechanical brake.


The solenoid force acts against the springs to decrease the rotor/stator f r i c t i o n force and releases the brake.

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ENGINE EXHAUST -- T/R - ELECTRO-MECHANICAL (TRAS) BRAKE - MANUAL General

The electro-mechanical brake must be unlocked to permit manual deployment of the correct thrust reverser sleeve.


A manual lockout lever is on the upper surface of the brake. When you l i f t t h i s lever, i t causes an internal cam to act against the springs to decrease the rotor/stator f r i c t i o n force and releases the brake. Use the lockout lever during manual extension of the translating cowl f o r maintenance and rigging of the thrust reverser. The lockout manual release handle w i l l return to the brake position when the fan cowl is closed.

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ENGINE EXHAUST -- T/R - CDU POSITION FEEDBACK TRANSDUCER General

One CDU position feedback transducer is on the upper auxiliary drive pad on each CDU. Each transducer unit has two e l e c t r i c a l connectors. One goes to EEC channel A and one to EEC channel B.

The feedback transducer unit has these components:

- Bearing-mounted drive shaft - Reduction gearbox - Two rotary variable d i f f e r e n t i a l transformers

(RVDTs).

The drive shaft is turned by the CDU while the thrust reverser deploys and stows. The output of the drive shaft is reduced through the gearbox and is applied to a single rotor shaft common to both RVDTs. The rotor shaft rotates through a 77 degree arc when the translating cowl is deployed, and returns to i t s o r i g i n a l position when the translating cowl i s stowed.

There is a viewing window on the opposite end of the feedback transducer unit from the drive shaft. The window is f o r rigging the sensor in the stow position.

The RVDTs convert the angular position of the rotor shaft i n t o e l e c t r i c a l signals that are read by the EEC. Each RVDT receives an excitation from the EEC and returns two position signals to the EEC. The EEC reads the return signals in terms of percent-of-deployment. A reading of 100 percent shows f u l l deployment (rotor shaft displaced 77 degrees). A reading of 0 percent

shows the translating cowl i s f u l l y stowed and that the rotor shaft is at the r i g point. The operational range of the input to the EEC is from -5 to 105 percent.

The EEC uses the translating cowl position information to control the thrust reverser interlock actuator.

Indications

The EEC sends the thrust reverser position information to EICAS. The information shows on the EPCS maintenance page next to the thrust reverser l e f t (T/R L) and the thrust reverser r i g h t (T/R R) headings.

If the EEC senses a thr position problem or if a f a i l u r e in the feedback transducer occurs, the EICAS sta enance message L(R) ENG REV POS shows. Thi atched.


ust reverser CDU position tus and maints message is l

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ENGINE EXHAUST -- T/R - CDU POSITION SWITCH General

The center drive unit (CDU) position switch module completes a c i r c u i t f o r thrust reverser position indication and opens the T/R PRSOV for thrust reverser operation.

One switch module is on each CDU. An e l e c t r i c a l cable goes from the switch module along the torque box to a bracket near the top of the torque box. Access is through the fan cowl panels.

Each switch module contains a deploy and a stow switch. The switches are double-pole double-throw. The switch assemblies are l i n e replaceable u n i t s . During removal, the spring and washer may f a l l out. The spring i s tapered. The large end goes i n t o the CDU housing.

A l i n e replaceable e l e c t r i c a l cable connects the CDU position switch module to the airplane wiring harness. The cable on the r i g h t thrust reverser half (not shown) has two e l e c t r i c a l connectors, one to the CDU position switch module and one to the airplane wiring harness. The cable on the l e f t thrust reverser half has these four e l e c t r i c a l connectors:

- One to the airplane wiring harness - One to the CDU position switch module - Two to the directional p i l o t valve (and pressure

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ENGINE EXHAUST -- T/R - INTERLOCK ACTUATOR General

The thrust reverser interlock actuators (one per engine) prevent the movement of reverse thrust power levers above i d l e u n t i l the translating cowls are 60 percent deployed or more. The interlock actuators also prevent the movement of the forward thrust power levers above i d l e u n t i l the translating cowls are at 80 percent stowed or more.

The interlock actuators are to the side of the autothrottle assembly and are accessed from the side of the thrust lever stand.

Operation

The actuator has a reversible motor that operates by 28v dc power. The motor extends or retracts a linear actuator. The linear actuator connects to the autothrottle quadrant. The EEC controls the extension and retraction of the actuator.

When the actuator i s retracted and the reverse thrust lever is stowed, the forward thrust lever can be advanced.

When the actuator i s extended, the reverse thrust levers can be advanced from the reverse i d l e detente.

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ENGINE EXHAUST -- T/R - INTERLOCK ACTUATOR - FUNCTIONAL DESCRIPTION

Operation

When the reverse thrust lever i s put to the reverse i d l e detent position, the translating cowls s t a r t to deploy. When the CDU position feedback transducers show that both translating cowls are deployed 60 percent or more, the EEC provides a ground to the T/R interlock relay. 28v dc power goes to the T/R interlock actuator motor extend windings, and the actuator extends. Power i s removed from the motor when the actuator i s f u l l y extended. When the actuator i s extended, the reverse thrust can be increased.

When the reverse thrust lever i s put to the stowed position, the translating cowls s t a r t to stow. When the CDU position feedback transducers show that both translating cowls are deployed 20 percent or less, the EEC removes the ground to the T/R interlock relay. 28v dc power then goes to the T/R interlock actuator motor retract windings, and the actuator r e t r a c t s . Power is removed from the motor when the actuator i s f u l l y retracted.

Indications

I f the interlock actuator does not move to the f u l l y retracted position when the thrust lever angle is greater than 43 degrees (about 10 degrees of forward thrust lever movement) f o r more than 10 seconds, an EICAS status and maintenance message L (R) REV INTERLOCK appears. The message i s latched.

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ENGINE EXHAUST -- T/R - THRUST REVERSER CONTROL SWITCHES General

Three thrust reverser control switches control the e l e c t r i c a l signals to deploy or stow the thrust reverser. The control switches are in the P8 control stand. One switch, in the forward thrust lever handle, controls the signal to the T/R PRSOV. The other two switches, in the microswitch pack assembly, control the signals to the electromechanical brakes (TRAS brakes) and to the DPV.

The T/R PRSOV switch closes when the reverse thrust lever is raised more than 10 degrees. The DPV control switch closes when the reverser thrust lever is raised more than 29 degrees. This signals the directional p i l o t valve to open and sends a i r to the DEPLOY side of the CDU a i r motor. At 29 degrees, the TRAS lock switch closes to provide power to several relays which unlock the electro-mechanical brakes and signal the T/R PRSOV to open.

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ENGGene

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ust lever i s pulled back through 29 es in the microswitch pack assembly these switches energizes the valve (DPV) solenoid. The DPV opens, vailable. The other switch sends energize the two solenoid operated brakes (TRAS brakes). One brake is hrust reverser. Additional relays

the electro-mechanical brake the T/R sequencing relay which gives OV solenoid. Air i s now available he CDU.

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REVI

INE EXHAUST -- T/R - FUNCTIONAL DESCRIPTION ral

st reversers decelerate the airplane after landing. e are the requirements for normal thrust reverser ation:

Airplane on the ground Engine running Fire switch in normal Pneumatic pressure and e l e c t r i c a l power available.

oy Operation

thrust reverser deploys when the reverse thrust er is put to a detent position called the reverse e detent. The reverse i d l e detent is a mechanical controlled by the interlock actuator. The f l i g h t pulls the reverse thrust levers to the reverse e detent position j u s t after the airplane is safely he runway after landing. This movement is usually a k continuous motion to the stop. Movement to the rse i d l e detent stop is 35 degrees.

e are four solenoids in the thrust reverser ivation system (TRAS). A l l four solenoids must be gized to deploy the thrust reversers.

the reverse thrust lever i s pulled back through 10 ees, a switch in the power lever assembly enables r to the thrust reverser sequencing relay (K2184) ugh the center drive unit (CDU) position switch ule.

When the reverse thrdegrees, two switchare closed. One of directional p i l o tbut no a i r is yet apower to relays thatelectro-mechanicalon each half of the tin the c i r c u i t to solenoids energize power to the T/R PRSto the DPV and to t

The DPV gives senseengine. When the DPVCDU a i r motors driveupper and lower angthrough f l e x i b l e drare deployed by the

The translating sleshut o f f the normalthrough the deflectdirection of the fadeceleration of the

The T/R PRSOV i s dsleeves are f u l l y desolenoids stay ener


control) a i r ts open, the twnternal ballsgearbox and be shafts. The tree ballscrew

es p u l l the blath of fan a i rs. The defleca i r which resurplane.

energized when oyed. The DPVzed.

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ENGIEngine

Durinless speeda timgivesor tafter(low)

If thoperahalvethe ileverthe esignaboth releaThen reverreverengintakesdown thrusclosethe b

the reverse thrust levers forward , the 29 degree switches and the 10 he T/R PRSOV opens to give a i r to ses. The electro-mechanical locks motor stows the translating oors. When the thrust reversers l solenoids de-energize. The T/R

electro-mechanical brakes lock the ators.

ations

thrust reverser are f u l l y indication shows on the upper he N1 d i g i t a l display. When both leeves are f u l l y stowed, there is either or both of the translating e f u l l y stowed and f u l l y deployed EV indication shows above the N1

ssages show i n f l i g h t unless there g h t deployment of a thrust is a yellow or green REV

as been on the ground f o r 60 e thrust reverser system found i n -SLN l i g h t and cause the EICAS maintenance message L (R) REV ISLN

REVISIO

NE EXHAUST -- T/R - FUNCTIONAL DESCRIPTION Operation

g the approach, the engine can not decelerate to than f l i g h t i d l e . After touchdown, the engine i s kept at f l i g h t (high) i d l e f o r f i v e seconds by e delay relay on the engine discretes card. This f i v e seconds f o r the p i l o t to decide to go around o use reverse t h r u s t . I f the p i l o t does neither, f i v e seconds, the engine decelerates to ground i d l e .

e p i l o t selects reverse t h r u s t , the engine can not te at more than reverse high i d l e speed u n t i l both s of the thrust reverser have deployed. A stop on nterlock actuator prevents the reverse thrust s from movement past t h i s detent position. When lectronic engine control receives a feedback l that the thrust reverser translating sleeves are near t h e i r f u l l deployment, the interlock actuator ses the detent stop f o r the reverse thrust levers. the crew can p u l l the levers back to the f u l l se position. The engine can accelerate to f u l l se thrust power. Thrust reverser deployment and e acceleration to f u l l reverse thrust usually less than f i v e seconds. When the airplane slows to 60 knots, the f l i g h t crew moves the reverse t levers forward to the stow position. The DPV s to cause the center drive unit motors to operate a l l screw actuators to stow the thrust reversers.

Stow Operation

When the crew pushes to the stow positiondegree switch open. Tthe CDUs. The DPV cloare f r e e . The CDU a i rsleeves and blocker dare f u l l y stowed, a lPRSOV closes and the upper b a l l screw actu

Thrust Reverser Indic

When both halves of adeployed, a green REV EICAS display above tof the translating sno REV message. Whensleeves are between thposition, a yellow Rindication.

No thrust reverser meis an abnormal i n - f l ireverser. Then there indication.

After the airplane hseconds, f a u l t s in thf l i g h t show the REV Iadvisory and latchedVAL to show.


ENGWhenand log

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The the l a srelthe moduincl

REVI

INE EXHAUST -- T/R - FUNCTIONAL DESCRIPTION these indications on the ground show (the messages

the l i g h t are inhibited i n - f l i g h t by air/ground ic) mean either of these conditions:

Reverser may not deploy when commanded on the ground Thrust reverser relay module (TRRM) detected and latched an i n - f l i g h t f a u l t in the reverser system.

ust Reverser Relay Module

thrust reverser relay module monitors operation of thrust reverser system. If i n - f l i g h t f a u l t s that t more than f i v e seconds occur, magnetically latched ays show l i g h t emitting diode indication l i g h t s on module front panel. The thrust reverser relay le supplies f a u l t indications f o r both engines. It udes a s e l f - t e s t and a lamp test capability.

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ENGINE EXHAUST -- T/R - FUNCTIONAL DESCRIPTION - PNUMATIC VALVES General

There are two parts to the t h r u s t reverser e l e c t r i c a l system. The f i r s t i s discussed here.

The pneumatic valves get power from the P11 CB panel assembly through the air/ground switch and f i r e handle. Power is sent to the 10-degree switch in the t h r u s t l e v e r and the 29-degree switches, in the switch pack below the t h r u s t l e v e r pedestal.

Deploy

When the TR t h r u s t l e v e r assembly i s p u l l e d a f t , the 10-degree switch is moved to the deploy p o s i t i o n . This sends power through the K895 air/gnd switch to the r i g h t and l e f t l o g i c switches i n the engine l e f t and r i g h t TR center d r i v e u n i t s (CDUs).

Power then goes through the CDU switches in the not deploy p o s i t i o n to power the t h r u s t reverser actuation system (TRAS) solenoid locks and release the CDU brakes.

As the TR t h r u s t l evers continue t o move a f t , the 29-degree switch is moved to the deploy p o s i t i o n to send power t o the d i r e c t i o n a l p i l o t valve (DPV) t h a t allows the d i r e c t i o n a l c o n t r o l valve (DCV) to send a i r to the deploy side of the CDU a i r motor.

K2184 gets power from the 29-degree switch which sends power t o the TRAS l a t c h i n g c i r c u i t and L ENG PRSOV.

Stow

When the TR t h r u s t levers are moved t o the stow p o s i t i o n , the 29 and 10-degree switches are moved to the STOW p o s i t i o n .

The 29-degree switch removes power from the T/R DPV which removes a i r from the DCV, sends a i r to the stow side of the CDU, and removes power from the K2184 T/R sequence r e l a y .

Power t o open the PRSOV goes from the 10-degree s w i t c h , through the unstow p o s i t i o n of the l o g i c switches, opens the PRSOV, and pass a i r go t o the CDU to stow the TR.

When the TR i s f u l l y s g i c switches go t o the stowed p o s i t i o n an from the PRSOV and from the TRAS l a t c h i n s removes power from the TRAS system and a tro-mechanical brakes.


l e t s the PRSOV

towed, the l od remove powerg c i r c u i t . Thipplies the elc

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ENGINE EXHAUST -- T/R - RELAY MODULE General

The reverser relay module is in the main equipment center on the E1-4 shelf.

The relay module front panel has these features:

- Lamp test switch - Momentary s e l f - t e s t switches f o r the l e f t and

r i g h t reverser systems - LEDs for f a u l t indication - Two reset switches to clear latched f a u l t s .

The purpose of the module is to monitor the reverser system i n - f l i g h t and latch any reverser f a u l t s that show for more than f i v e seconds. A latched f a u l t give these indications:

- REV ISLN discrete l i g h t - REV ISLN VAL EICAS message - One of the six relay module LEDs 60 seconds after

landing.

The module is also used by maintenance personnel in troubleshooting system f a u l t s .

The relay module separates four control c i r c u i t s in i t s relay l o g i c . These are the four c i r c u i t s that are monitored during f l i g h t :

- Auto restow command - TRAS brake release - Restow pressure

- Air/gnd disagree relay l o g i c .

Switch Operation

The three momentary switches on the thrust reverser relay module face permit these functions:

- LED lamp test - Fault test - Fault erase.

Push and hold the TEST ENABLE switch for 10 seconds. Any f a u l t s that show latch the applicable LED on. Push the RESET switch to r rnal relays and remove the f a u l t s . Pu e LAMP TEST switch to do a test of the L are not l i n e replaceable.


eset the intesh and hold thEDs. The LEDs

FO

ENG POINT THI

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INE EXHAUST -- T/R - RELAY MODULE TEST - TRAINING INFORMATION S PAGE INTENTIONALLY LEFT BLANK

FO

ENGI OINT Gener

This malfuthe y

I f oth( l a s tt h r u s

I f thcrew ISLN V

Thrus

The t hequipmreverf i v e l i g hr e l a yengin

The treveri n h i bto motroubf r o n tlatcht e s t when

e l a y module latches a f a u l t if any x i s t f o r more than f i v e seconds i n the a i r :

e is detected by the l i m i t center d r i v e u n i t . The RESTOW on.

anical brake solenoids are ase the brakes due to power at the a c t i v a t i o n system (TRAS) lock r e l a y (K2188). The TRAS UNLOCKED

re i s downstream o f the T/R PROSOV pressure switch on the

t v a l v e . The PRSOV PRESSURE LED

r e l a y module is only a c t i v e when he a i r . However, there i s a ground ace of the reverser r e l a y module. a y module becomes a c t i v e and f a u l t s . I f there are n o f a u l t s , o n . These are examples of a hard

essure SW

em component ch c i r c u i t .

REVISIO

NE EXHAUST -- T/R - RELAY MODULE TEST - TRAINING INFORMATION Pal

system shows t h r u s t reverser p o s i t i o n and nctions. I f a t h r u s t reverser deploys i n f l i g h t , ellow or green REV i n d i c a t i o n shows.

er e l e c t r i c a l l y monitored f a u l t s occur i n f l i g h t i n g more than 5 seconds), a f a u l t r e l a y i n the t reverser r e l a y module energize and l a t c h .

ere are f a u l t s i n the reverser system, the f l i g h t see the EICAS message REV ISLN VLV and the REV LV l i g h t 60 seconds a f t e r l a n d i n g .

t Reverser Relay Module

r u s t reverser r e l a y module (TRRM) i n the main ent center monitors operation of the t h r u s t ser system. I f an i n - f l i g h t f a u l t l a s t s more than seconds, magnetically latched relays t u r n on LED

t s on the module f r o n t panel. The t h r u s t reverser module provides f a u l t i n d i c a t i o n s f o r both es. It has a s e l f - t e s t and a lamp t e s t c a p a b i l i t y .

h r u s t reverser r e l a y module only monitors the ser system when the airplane i s i n the a i r . I t i s i t e d on the ground. However, the TRRM can be used nitor the reverser system on the ground to help leshooting w i t h the t e s t enable switch on the panel. A reset switch releases the magnetically ed relays t o t u r n o f f the f a u l t l i g h t s . A lamp switch makes a l l l i g h t e m i t t i n g diodes come on pushed.

The t h r u s t reverser rof these conditions ewhile the airplane i s

- An unstowed sleevswitches on the COMMAND LED comes

- The electro-mechcommanded to relet h r u s t reverser release c o n t r o l LED comes on.

- Pneumatic pressuas sensed by the d i r e c t i o n a l p i l ocomes on.

Test

The t h r u s t reverser the airplane i s i n tt e s t switch on the fWhen pushed, the r e llatches any hard groundthere is no i n d i c a t if a u l t :

- Failed PRSOV pr- Failed PRSOV - Failed TRAS syst- Failed l o g i c swit


ENG POINT Whenstayswi

REVI

INE EXHAUST -- T/R - RELAY MODULE TEST - TRAINING INFORMATION the test switch i s released, the latched f a u l t s. After the f a u l t is repaired, push the reset

tch to remove the indication.

FO

ENGTHI

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INE EXHAUST -- T/R - TRANSLATING COWL MANUAL DEPLOY/STOW S PAGE INTENTIONALLY LEFT BLANK

FO

ENGIGener

This t r a n sair-pw i t h p o s i t

WARNI

CAUTI

When a l l extendt h r u sare i

If yot h r u srod msee m

peed wrench. The center d r i v e u n i t ssive torque.

ockout p l a t e square d r i v e i s e i s i n s t a l l e d on the CDU manual reverser w i l l not operate i f the n the locked p o s i t i o n .

kers t o remove power from the T/R e spoiler/speedbrake c o n t r o l NOT-OPERATE i d e n t i f i e r on the . Open the fan cowl panels and brake. Unlock the t h r u s t hanical brake. A manual lockout surface of the brake. When you l s against the springs t o a t o r force and release the brake. ack to the braked p o s i t i o n when l. Remove the lockout p l a t e t o v e . Turn the d r i v e pad w i t h a 1/4-r wrench or manual-speed wrench to g cowl. I n v e r t and r e i n s t a l l the ctivate the CDU.

brake ( i f locked) and remove the t the 1/4-inch square-drive wrench. i n d i c a t o r plunger and t u r n the t r a n s l a t i n g cowl. Stop when the moves f u r t h e r inward and s t a r t s

REVISIO

NE EXHAUST -- T/R - TRANSLATING COWL MANUAL DEPLOY/STOW al

procedure covers manually deploy and stow of the l a t i n g cowl using w i t h a manual speed wrench or an

owered wrench. Do not extend a t r a n s l a t i n g cowl the t h r u s t reverser open more than the 34-degree i o n .

NG: FAILURE TO FOLLOW THIS PROCEDURE COULD RESULT IN INADVERTENT THRUST REVERSER OPERATION WITH POSSIBLE INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. REFER TO 27-61-00/201 FOR APPROPRIATE SPOILER/SPEEDBRAKE DEACTIVATION PROCEDURE. INADVERTENT SPOILER MOVEMENT CAUSED BY ACTUATING THRUST LEVERS COULD RESULT IN SERIOUS INJURY TO PERSONNEL.

ON: DO NOT OPEN THE THRUST REVERSER HALF TO MORE THAN THE 34-DEGREE (FIRST STICK) POSITION IF THE TRANSLATING COWL IS EXTENDED. DAMAGE TO THE TRANSLATING COWLS AND STRUT CAN OCCUR.

you move the t h r u s t reverser manually, make sure three actuators operate. I f a n actuator does not or r e t r a c t p r o p e r l y , stop t r a n s l a t i o n of the t reverser. Make sure the f l e x i b l e d r i v e shafts n s t a l l e d and are not broken.

u use an air-powered wrench to deploy or stow the t reverser t r a n s l a t i n g cowl, monitor f o r feedback

otion when i t gets near f u l l deploy/stow. When you otion, remove the air-powered wrench. Complete the

cycle w i t h a manual smay lock up w i t h exce

Make sure t h a t the lv i s i b l e when the p l a td r i v e pad. The t h r u s tp l a t e i s i n s t a l l e d i

Deploy

Open the c i r c u i t breaPRSOV. Deactivate thsystem, and put a DO-reverser t h r u s t l e v e rrelease the CDU manualreverser electro-meclever i s on the upper l i f t t h i s l e v e r i t p u ldecrease the r o t o r / s tThe l e v e r is pushed byou close the fan cowexpose the manual d r iinch square-drive a ideploy the t r a n s l a t i nlockout p l a t e to dea

Stow

Unlock the CDU manual lockout p l a t e . I n s e rPush the CDU stow r i g d r i v e pad to stow ther i g i n d i c a t o r plunger


ENGto mof tr i gcowlindindextehandplatsurebetw0.06

REVI

INE EXHAUST -- T/R - TRANSLATING COWL MANUAL DEPLOY/STOW ove back out. I f necessary, reverse the direction he wrench (toward deploy) to f i n d the bottom of the indicator plunger motion. Make sure the translating is f u l l y stowed by the position of the r i g icator plunger through the CDU r i g window. The r i g icator plunger must be in the groove of the nsion tube flange. Return the CDU manual brake le to the locked position and i n s t a l l the lockout e so that the square extension i s v i s i b l e . Make the translating cowl is properly rigged. The gap een the torque box and translating cowl should be 0 to 0.150 inch.

FO

ENG USING SHOP AIR THI

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INE EXHAUST -- T/R - TRAINING INFORMATION POINT - DEPLOY/STOW S PAGE INTENTIONALLY LEFT BLANK

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ENGI SING SHOP AIR Gener

This t r a nconnew i t h ( f i r

WARNI

WARNI

WARNI

iven, deployed t h r u s t reverser ower i s l o s t t o d i r e c t i o n a l p i l o t

DEACTIVATE THRUST REVERSER FOR ENANCE COULD RESULT IN THRUST REVERSER OPERATION WITH JURY TO PERSONNEL AND/OR DAMAGE TO

RSER WILL STOW WHEN REVERSE THRUST MOVED FORWARD TO FORWARD IDLE MAKE SURE PERSONNEL AND EQUIPMENT F THRUST REVERSER BEFORE REVERSER INJURY TO PERSONNEL AND/OR DAMAGE MAY OCCUR.

Y THRUST REVERSER TRANSLATING HE THRUST REVERSER IS OPEN BEYOND E POSITION. DAMAGE TO THE COWLS AND STRUT WILL OCCUR.

HE AREA AFT OF THRUST REVERSER IS EQUIPMENT, WORKSTANDS, ETC. TS IF THRUST REVERSER COLLIDES ENT.

HE EXTERNAL PNEUMATIC POWER SOURCE EAN AND DRY AIR TO CENTER DRIVE GN OBJECTS AND MOISTURE COULD ATION.

REVISIO

NE EXHAUST -- T/R - TRAINING INFORMATION POINT - DEPLOY/STOW Ual

procedure covers power t r a n s l a t i o n of the s l a t i n g cowl using a ground pneumatic a i r source cted to the CDU. Do not extend a t r a n s l a t i n g cowl the t h r u s t reverser open more than the 34-degree s t s t i c k ) p o s i t i o n .

NG: FAILURE TO FOLLOW THIS PROCEDURE COULD RESULT IN INADVERTENT THRUST REVERSER OPERATION WITH POSSIBLE INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT. REFER TO 27-61-00/201 FOR APPROPRIATE SPOILER/SPEEDBRAKE DEACTIVATION PROCEDURE. INADVERTENT SPOILER MOVEMENT CAUSED BY ACTUATING THRUST LEVERS COULD RESULT IN SERIOUS INJURY TO PERSONNEL.

NG: MAKE SURE REVERSE THRUST LEVERS ARE IN THE FORWARD (STOWED) POSITION AND THRUST REVERSER CONTROL CIRCUIT BREAKERS ARE OPENED. INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT COULD OCCUR WHEN GIVING EXTERNAL PNEUMATIC POWER.

NG: THRUST REVERSER WILL DEPLOY WHEN THE REVERSE THRUST LEVERS ARE MOVED AFT TO REVERSE IDLE POSITION. MAKE SURE AREA AFT OF THRUST REVERSER IS CLEAR OF PERSONNEL AND EQUIPMENT BEFORE OPERATING THE THRUST REVERSER. INJURY TO PERSONNEL AND/OR DAMAGE TO AIRPLANE MAY OCCUR.

With pneumatic power gstows i f e l e c t r i c a l pvalv e .

WARNING: FAILURE TO GROUND MAINTINADVERTENTPOSSIBLE INEQUIPMENT.

WARNING: THRUST REVELEVERS ARE POSITION. ARE CLEAR OOPERATION.TO AIRPLANE

CAUTION: DO NOT DEPLOCOWLS WHEN TTHE 34-DEGRETRANSLATING

CAUTION: MAKE SURE TCLEAR OF ALLDAMAGE RESULWITH EQUIPM

CAUTION: MAKE SURE TSUPPLIES CLUNIT. FOREIIMPAIR OPER


ENG USING SHOP AIR Depl

Do t

-

- -

-

-

-

Remoand sourpsifee

Slowthe c i rrevef u l

Stow

Suppforwf u l ldisc

ire the blue cap on the CDU a i r re the thrust reverser i s f u l l y een the torque box and the uld be 0.060 - 0.150 inch at the Return the a i r c r a f t to normal.

REVI

INE EXHAUST -- T/R - TRAINING INFORMATION POINT - DEPLOY/STOW oy

hese steps to deploy the thrust reverser system:

Open selected c i r c u i t breakers on the P11 panel and i n s t a l l DO-NOT-CLOSE i d e n t i f i e r s Deactivate the spoiler/speedbrake control system Make sure the reverse thrust levers are i n the forward (stow) position Make sure that the thrust reverser i s not open more than the 34-degree position Make sure that the core cowl panels are removed or closed Open the fan cowl.

ve the blue cap opposite the CDU pneumatic supply connect a pressure regulated pneumatic ground a i r ce. This a i r source must be adjustable from 0 to 50 g and capable of delivering a minimum of 210 cubic t per minute.

ly increase a i r pressure to 20 to 30 psig. Remove DO-NOT-CLOSE i d e n t i f i e r s and close the T/R PRSOV c u i t breakers. Put the reverse thrust levers to the rse i d l e position and l e t the translating cowl l y deploy.

ly pneumatic power and put reverse thrust lever to ard (stow) position. Let the translating sleeve y stow. Decrease pneumatic pressure to zero and onnect the ground pneumatic source. I n s t a l l ,

tighten, and lockwconnection. Make sustowed. The gap betwtranslating cowl shocenter drive u n i t .

FO

ENG APU THI

REVI

INE EXHAUST -- T/R - TRANSLATING COWL POWER DEPLOY/STOW USINGS PAGE INTENTIONALLY LEFT BLANK

FO

ENGI PU Gener

This reverfrom

The ai(PRSOfrom PRSOV

WARNI

WARNI

CAUTI

Deplo

Open i n s t a

t h r u s t l evers are i n the forward

ake l e v e r is in i t s down-and-

r/speedbrake c o n t r o l system.

wer.

LLY HOLD THE AIR SUPPLY PRESSURE AND SHUTOFF VALVE (PRSOV) TO THE ON TO SUPPPLY PNEUMATIC POWER FOR SER OPERATION. INJURIES TO DAMAGE TO EQUIPMENT COULD OCCUR.

equipment on the PRSOV.

to the a i r p l a n e .

SE i d e n t i f i e r s and close the T/R rs.

u s t levers to the reverse i d l e s l a t i n g cowls f u l l y deploy.

and place reverse t h r u s t l e v e r i t i o n .

e f u l l y stow.

REVISIO

NE EXHAUST -- T/R - TRANSLATING COWL POWER DEPLOY/STOW USING Aal

procedure covers power t r a n s l a t i o n of the t h r u s t ser sleeves using a i r from the opposite engine, an e x t e r n a l a i r source, or from the APU.

rplane pressure r e g u l a t i n g and s h u t o f f valve V) does not normally permit reverse flow of a i r the airplane pneumatic ducts to the engine T/R .

NG: DO THE DEACTIVATION PROCEDURE FOR THE SPOILER/SPEEDBRAKE CONTROL SYSTEM. AN ACCIDENTAL MOVEMENT OF THE THRUST REVERSER LEVERS CAN CAUSE THE SPOILERS/SPEEDBRAKES TO MOVE AND CAUSE INJURIES TO PERSONS.

NG: MAKE SURE THAT THE REVERSE THRUST LEVERS ARE IN THE FORWARD POSITION AND THRUST REVERSER CONTROL CIRCUIT BREAKERS ARE OPENED. IF NOT, INJURY TO PERSONS AND DAMAGE TO EQUIPMENT COULD OCCUR WHEN PNEUMATIC POWER IS SUPPLIED.

ON: DO NOT EXTEND THE THRUST REVERSER TRANSLATING COWLS WHEN THE THRUST REVERSER IS IN THE OPEN POSITION. DAMAGE TO THE TRANSLATING COWLS AND STRUT WILL OCCUR.

y

selected c i r c u i t breakers on the P11 panel and l l DO-NOT-CLOSE i d e n t i f i e r s .

Make sure the reverse(stow) p o s i t i o n .

Make sure the speedbrlocked p o s i t i o n .

Deactivate the spoile

Supply e l e c t r i c a l po

WARNING: DO NOT MANUAREGULATING OPEN POSITITHRUST REVERPERSONS AND

I n s t a l l the hold-open

Supply pneumatic power

Remove the DO-NOT-CLOPRSOV c i r c u i t breake

Place the reverse t h rp o s i t i o n and l e t t r a n

Stow

Supply pneumatic powert o forward (stow) p o s

Let t r a n s l a t i n g sleev


ENG APU Makchectranat

Retu

REVI

INE EXHAUST -- T/R - TRANSLATING COWL POWER DEPLOY/STOW USINGe sure the thrust reverser i s f u l l y stowed by king that the gap between the torque box and the slating cowl i s 0.060 - 0.150 inches (1.5 - 3.8 mm)

the center drive u n i t .

rn the a i r c r a f t to normal.

FO

ENG USING THE GROUND SERVICE THI

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INE EXHAUST -- T/R - TRAINING INFORMATION POINT - DEPLOY/STOWS PAGE INTENTIONALLY LEFT BLANK

FO

ENGI SING THE GROUND SERVICE Gener

You cadeploPneumasourc

WARNI

CAUTI

CAUTI

CAUTI

Deploy

Do th

r c u i t breakers on the P11 panel OT-CLOSE i d e n t i f i e r s poiler/speedbrake control system verse thrust levers are i n the osition e thrust reverser i s not open more e position re cowl panels are removed or

l power to the airplane ble L or R ENG OFF switch-lights on odule on the P5 panel to the open

SE i d e n t i f i e r s and close the T/R s. Place the reverse thrust levers osition. L i f t the guard on the switch. Push the switch up to the it there. Let the translating Release the ground service switch.

. Push the applicable L or R ENG the a i r supply module on the P5 tion and put reverse thrust lever position. L i f t the guard on the switch. Push the switch up to the it there. Let the translating Release the ground service switch. reverser i s f u l l y stowed. The gap and the translating cowl should

REVISIO

NE EXHAUST -- T/R - TRAINING INFORMATION POINT - DEPLOY/STOW Ual

n do an operational t e s t of the t h r u s t reverser y and stow system without running the engine. tic power from e i t h e r the APU or e x t e r n a l a i r es can be used to operate the t h r u s t reversers.

NG: THRUST REVERSER WILL STOW WHEN REVERSE THRUST LEVERS ARE MOVED FORWARD TO FORWARD IDLE POSITION. MAKE SURE PERSONNEL AND EQUIPMENT ARE CLEAR OF THRUST REVERSER BEFORE REVERSER OPERATION. INJURY TO PERSONNEL AND/OR DAMAGE TO AIRPLANE MAY OCCUR.

ON: DO NOT DEPLOY THRUST REVERSER TRANSLATING COWLS WHEN THE THRUST REVERSER IS OPEN BEYOND THE 34-DEGREE POSITION. DAMAGE TO THE TRANSLATING COWLS AND STRUT WILL OCCUR.

ON: MAKE SURE THE AREA AFT OF THRUST REVERSER IS CLEAR OF ALL EQUIPMENT, WORKSTANDS, ETC. DAMAGE RESULTS IF THRUST REVERSER COLLIDES WITH EQUIPMENT.

ON: IF EXTERNAL AIR IS USED, MAKE SURE THE EXTERNAL PNEUMATIC POWER SOURCE SUPPLIES CLEAN AND DRY AIR TO CENTER DRIVE UNIT. FOREIGN OBJECTS AND MOISTURE COULD IMPAIR OPERATION.

ese things to deploy the t r a n s l a t i n g cowl:

- Open selected c iand i n s t a l l DO-N

- Deactivate the s- Make sure the re

forward (stow) p- Make sure that th

than the 34-degre- Make sure the co

closed - Open the fan cow- Supply pneumatic - Push the applica

the a i r supply mposition.

Remove the DO-NOT-CLOPRSOV c i r c u i t breakerto the reverse i d l e pPRSOV ground service on position and hold cowls f u l l y deploy.

Stow

Supply pneumatic powerOFF switch l i g h t on panel to the open posito the forward (stow) PRSOV ground service ON position and hold sleeves f u l l y stow. Make sure the thrust between the torque box


ENG USING THE GROUND SERVICE be the

REVI

INE EXHAUST -- T/R - TRAINING INFORMATION POINT - DEPLOY/STOW0.060 - 0.150 inch at the center drive u n i t . Return a i r c r a f t to normal.

FO

ENGINE EXHAUST -- T/R - TRAINING INFORMATION POINT - DEACTIVATION AND LOCKOUT General

This procedure shows the steps to deactivate the t h r u s t reverser f o r ground maintenance and mechanically lock the reverser f o r f l i g h t dispatch.

Deactivation

WARNING: WITH PNEUMATIC POWER SUPPLIED, DEPLOYED THRUST REVERSER WILL STOW IF ELECTRICAL POWER IS LOST TO DIRECTIONAL PILOT VALVE CAUSING POSSIBLE INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT.

CAUTION: THIS PROCEDURE IS FOR GROUND. INADVERTENT THRUST REVERSER TRANSLATION AND MAY OCCUR IF PROCEDURE IS USED TO DEACTIVATE THRUST REVERSER FOR FLIGHT DISPATCH.

To deactivate and lockout the t h r u s t reverser do these steps:

- Open the c i r c u i t breakers on the P11 panel t o remove power from the T/R PRSOV

- Put DO-NOT-OPERATE i d e n t i f i e r s on the reverse t h r u s t levers

- Open the fan cowl panels - Remove, i n v e r t and r e i n s t a l l the lockout plates on

both CDUs - Attach REVERSER DEACTIVATED pennants.

Lockout

To lockout the t h r u s t reverser f o r f l i g h t d i s p a t c h , deactivate the CDUs the same as f o r ground maintenance. Make sure the t r a n s l a t i n g cowls are f u l l y stowed so t h a t the holes in the three t r a n s l a t i n g cowl brackets l i n e up w i t h the holes in the torque box f l a n g e . The cowl can be manually stowed if you remove the not used d r i v e pad cover on the angle gearbox and t u r n the gearbox.

Remove the s i x l o c k i n g b o l t s and the three red DO NOT OPERATE plates t h a t are stored on the torque box. R e i n s t a l l the plates n g e , and lock the t r a n s l a t i n g cowl i n p b o l t s .


on to the f l alace w i t h the

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ENGINE EXHAUST -- T/R - SYSTEM SCHEMATIC General

This page is f o r reference.

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ENGINE EXHAUST -- THRUST REVERSER - RELAY MODULE SYSTEM OPERATION General

This page is f o r referenc

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b767 b1 cf6 book 5 revision 1 december 2011

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