B767 Ata 70 80

GE CF6-80C2F POWERPLANT
CH 71-80
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
B767-3S2F ATA 71-00 TRAINING MANUAL
Page - 2 4/24/13 EFF - ALL FOR TRAINING PURPOSES ONLY
ATA 71 GE CF6-80 C2F TABLE OF CONTENTS FUEL FLOW INDICATION................................................................... 68

AIR SYSTEMS GENERAL DESCRIPTION ......................................... 70
TOC CF6-80C2FADEC: ........................................................................ 2
VARIABLE BYPASS VALVES ............................................................. 72
ABBREVIATIONS AND ACRONYMS ................................................... 3
VSV AND VBV CONTROL .................................................................. 76
POWER PLANT CF6-80C2F................................................................. 4
COMPRESSOR DISCHARGE TEMPERATURE SENSOR (T3)......... 80
ENGINE COWLING............................................................................... 6
CCCV SYSTEM ................................................................................... 84
THRUST REVERSER ......................................................................... 10
TURBINE CASE COOLING................................................................. 86
CORE COWL PANELS ....................................................................... 16
STANDBY ENGINE INDICATOR (SEI) ............................................... 96
ENGINE MODULE CONSTRUCTION................................................. 18
ENGINE TACHOMETER SYSTEM ..................................................... 98
AIRFLOW STATION............................................................................ 20
ENGINE FUEL AND CONTROL MESSAGES................................... 102
ENGINE CONFIGURATION................................................................ 22
AIRBORNE VIBRATION MONITORING SYSTEM............................ 106
FAN ROTOR MAINTENANCE ............................................................ 24
ENGINE N2 SPEED CARDS............................................................. 112
ACCESSORY DRIVES MODULE ....................................................... 26
CONDITION MONITORING .............................................................. 114
ENGINE COMPONENTS .................................................................... 28
PROPULSION INTERFACE MONITOR UNIT (PIMU) SYSTEM ...... 116
ENGINE BORESCOPE INSPECTION PORTS................................... 32
ELECTRONIC PROPULSION CONTROL SYSTEM (EPCS)............ 126
ENGINE VENTS AND DRAINS........................................................... 34
FADEC SYSTEM DESCRIPTION ..................................................... 128
ENGINE CHANGE............................................................................... 36
EEC DISCRETES PRINTED CIRCUIT CARD .................................. 138
ENGINE PRESERVATION.................................................................. 38
HMU FUEL METERING OPERATION .............................................. 143
OIL DISTRIBUTION SYSTEM OPERATION....................................... 40
EEC INPUTS/OUTPUTS ................................................................... 146
LUBE AND SCAVENGE PUMP .......................................................... 44
CONTROL MODES ........................................................................... 155
MAGNETIC CHIP DETECTORS ......................................................... 46
ENGINE IDLE SELECT ..................................................................... 158
OIL INDICATING SYSTEM ................................................................. 52
START SYSTEM AIR SOURCES...................................................... 160
OIL INDICATION OPERATION ........................................................... 54
ENGINE IGNITION LEADS, PLUGS AND START CONTROL ......... 166
ENGINE FUEL DISTRIBUTION SYSTEM........................................... 56
THRUST REVERSER SYSTEM........................................................ 170
FUEL PUMP ........................................................................................ 58
T/R PRESSURE REGULATING AND DIRECTIONAL PILOT VALVE 180
FUEL FILTER ...................................................................................... 58
TRANSLATING COWL DEPLOY/STOW........................................... 190
SERVO FUEL HEATER ...................................................................... 60
DEACTIVATION AND LOCKOUT .................................................... 196
FUEL NOZZLES .................................................................................. 60
ABBREVIATIONS AND ACRONYMS
ACC - Active Clearance Control

ACTR- Actuator
AVM - Airborne Vibration Monitoring
CCCV - Core Compartment Cooling Valve
CTRL- Control
EEC - Electronic Engine Control
FADEC - Full Authority Digital Engine Control
GE - General Electric
gnd - ground
hdlg - handling
HMU - Hydro-mechanical Unit
HP - High Pressure
IDG - Integrated Drive Generator
LP - Low Pressure
PIMU - Propulsion Interface Monitoring Unit
PRSOV - Pressure Regulating and Shutoff Valve
TAI - Thermal Anti-Ice
TIP - Training Information Point
T/R - Thrust Reverser
T12 - Temperature at Station 1.2
svc - Service
VBV - Variable By-pass Valves
VSV - Variable Stator Vanes
N1 - Low Pressure Compressor Speed
N2 - High Pressure Compressor Speed
GENERAL - POWER PLANT CF6-80C2F
Purpose
The two strut mounted engines provide the airplane with thrust, electrical power,
pneumatic power, and hydraulic power.
General Description
The power plant system is supported by the airplane strut. This includes the
engine, cowling, exhaust, mount and drain components. The General Electric
CF6-80C2F engines are a high bypass ratio (see engine specifications), dual
rotor, turbofan engine.
Engine cowling consists of the inlet cowl, fan cowl and core cowl. The exhaust
system discharges fan and turbine air through separate paths to atmosphere.
Fan exhaust is directed through a pneumatic thrust reverser. Turbine exhaust
passes through the exhaust sleeve. The forward and aft engine mounts carry
thrust, vertical, side and torque loads.
Specifications CF6-80C2F
• Rated Thrust Classification 60,000 Pounds

• Flat Rated Temperature 86F
• Bypass Ratio 5.15 to 1
• Compressor Pressure Ratio 29.9 to 1
• EGT Redline (Max) 960C
• N1 Redline (Max) 117.5%
• N2 Redline (Max) 112.5%
• Weight 9485 lbs
TURBINE EXHAUST SLEEVE 1
CORE COWL PANEL
THRUST REVERSER 1
FAN COWL CHINE (INBOARD SIDE ONLY)
FAN COWL PANEL
INLET COWL
INBD
1 EXHAUST SYSTEM COMPONENTS SHOWN FOR REFERENCE ONLY
POWER PLANT CF6-80C2F

71-00-C2F-001
GENERAL - ENGINE COWLING Fan Cowls
Constructed of aluminum structure, with nomex honeycomb and kevlar/graphite

Purpose
external panels. The Fan Cowls are approximately 106 inches outside diameter,
53 inches long and weighs a total of 137 lbs. or 68.5 lbs each side.
The cowling provides an aerodynamically smooth protective surface over the
engine, engine-mounted components, and accessories. The cowling controls
airflow around and through the engine, provides access to various areas of the Thrust Reverser Cowls
engine case and fan case.
The fan thrust reverser cowls incorporate a self-contained hydraulic system to
power open the reverser halves for engine access. They provide the forward
General Description
thrust duct and also block and redirect this thrust forward to accomplish reverse
thrust. The Fan Thrust Reverser Cowls are approximately 104 inches outside
The cowling for each engine includes the inlet cowl, fan cowl, thrust reverser
diameter, 63 inches long and weighs a total of 1538 lbs. or 769 lbs. each side.
and core cowl. Access doors and openings are provided on the cowling to
facilitate maintenance and servicing.
Core Cowls
The turbine exhaust consists of hot, combusted gases exiting the low pressure
turbine at high velocity. The major components of the turbine exhaust system The Core Cowl panels are constructed of aluminum, titanium, and cres
are the exhaust sleeve and plug. (corrosion resistant stainless steel). The Core Cowls are approximately 72
inches outside diameter, 59 inches long and weighs a total of 244 lbs. or 122
Fan cowls, thrust reversers and core cowls are mounted to the strut with hinges. lbs. each side.
Inlet cowl, exhaust sleeve and exhaust plug are bolted directly to the engine
case. Exhaust Sleeve And Plug
General Operation Both the exhaust sleeve and plug are constructed of welded honeycomb.
The engine cowling opening sequence is fan cowl, thrust reverser, core cowl,
and closing sequence is in reverse order.
Together with associated exhaust systems, powerplant cowling performs

several functions. It minimizes aerodynamic drag of the engine installation. It
protects components within from hostile flight environments, provides sound
suppression and directs airflow for proper engine operation. Also powerplant
cowling provides for fire and over-pressure protection.
Inlet Cowl
Constructed of aluminum structure, with honeycomb core acoustical lining, and

kevlar/graphite external panels. Approximately 106 inches outside diameter, 55
inches long and weighs 564 lbs.
STRUT
EXHAUST
SLEEVE
HINGE HINGE (TYP)

(TYP)
CORE COWL PANELS
PRESSURE
OIL TANK RELIEF DOOR
ACCESS DOOR
THRUST
REVERSER HALVES
CHINE
FAN COWL PANELS
PRESSURE
RELIEF DOOR
INLET COWL NOTE: EXHAUST PLUG NOT SHOWN
ENGINE COWLING
GENERAL - FAN COWL PANELS COWL PANEL. PERSONNEL STRUCK BY FALLING COWL
PANEL COULD BE SERIOUSLY INJURED. ROD IS NOT
LOCKED IF RED BAND WITH THE WORD UNLOCKED IS
Purpose
VISIBLE. IF RED BAND IS VISIBLE, ROD WILL RETRACT
UNDER LOAD.
The left and right fan cowl panels protect the engine fan case.
With the sleeve retracted, engage hold-open rod onto engine mounted bracket
Access and release sleeve. Brackets are mounted on engine flanges.
The fan cowl panels are hinged to the strut and fair with the inlet cowl and thrust
Closing Fan Cowl Panels
reverser. Panels are latched together at the bottom centerline with three flush
mounted tension latches. The fan cowl panels open to provide access to
The corresponding thrust reverser half must be closed before closing the fan
components on the engine fan case.
cowl panel. Disengage aft hold-open rod first, then disengage forward hold-
open rod. Retract sleeve at receiver end of hold-open rod and disengage rod
Characteristics from engine mounted bracket. Rotate and slide collar in direction indicated to
unlock hold-open rod from its extended position.
Each fan cowl overlaps the corresponding thrust reverser half. A pressure relief
door, located midway up the left cowl, opens to relieve excessive fan cowl UNLOCKED indication should be visible. Retract hold-open rod and engage
compartment pressures. The right fan cowl contains an access door to service into fan cowl panel receiver.
the engine oil tank without opening the cowl. Two hold-open rods are installed
on each fan cowl panel to support the cowl in the open position. The extended CAUTION: DO NOT ALLOW FAN COWL PANEL TO SLAM CLOSED.
hold-open rods engage brackets on the fan case to hold the fan cowl open to DAMAGE TO FAN COWL PANEL AND/OR ENGINE
positions of 40 or 55 degrees from the bottom centerline. The free ends of the COMPONENTS MAY RESULT.
rods are stowed in receivers on the cowl when not in use.
Push fan cowl panels together and engage latches.
Opening Fan Cowl Panels
Release fan cowl latches and engage hold-open rods. Engage forward hold-
open rod first, then engage aft hold-open rod.
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 sleeve at receiver end of hold-open rod to disengage rod from receiver.
Fully extend rod to locked position. Check that red UNLOCKED indicator band
is not visible.
WARNING: ENSURE THAT HOLD-OPEN ROD IS FULLY EXTENDED

AND LOCKED TO PREVENT ACCIDENTAL CLOSING OF
HINGE (3) AFT HOLD
OIL TANK - OPEN ROD SLEEVE
ACCESS RECEIVER
RIGHT FAN
COWL PANEL
HOLD-OPEN
RODS
LATCH (3)
FORWARD
HOLD-OPEN
ROD
SLEEVE
INNER SECONDARY LOCK
COLLAR
RED UNLOCKED BAND RECEIVER
INNER SEGMENT LEFT FAN COWL PANEL
OUTER SEGMENT
OUTER COLLAR SLEEVE (WITH HOLD-OPEN RODS STOWED)
FWD ENGINE-MOUNTED
HOLD-OPEN ROD RECEIVER
FAN COWL PANELS

GENERAL - THRUST REVERSER
Purpose
The thrust reverser, in the stowed position, provides a smooth surface for the
fan exhaust to produce thrust. In the deployed position, the thrust reverser
redirects the fan exhaust to produce reverse thrust.
Access
A hydraulic system is used to open each thrust reverser half to access engine
components.
The thrust reverser halves are attached to the strut and fair with the fan cowl
and core cowl. Opening the thrust reverser provides access to components on
the high pressure compressor case and accessory gearbox.
Characteristics
Each thrust reverser half overlaps the corresponding core cowl panel. The
thrust reverser half is hinged to the lower part of the strut with three hinges.
Thrust reverser halves are latched together with tension latches and the thrust
ring latch assembly. The thrust ring latch assembly consists of upper and lower
latches, upper and lower latch handles and upper latch cable. Major
components for the thrust reverser system are mounted to the reverser torque
box and fixed structure.
Operation
The inner and outer duct walls provide a flow path for fan air exhaust.
Translating cowl, drag links and blocker doors are used to direct fan exhaust
through the deflectors when the thrust reverser is deployed. The pneumatically
powered center drive unit (CDU) and ball screw actuators move the translating
cowl to the deployed position. In the stowed position, the deflectors are covered
by the translating cowl reducing drag. The translating cowl is lined with
acoustical material for sound suppression.
HINGE (3)
UPPER
LATCH
DEFLECTORS
ANGLE GEARBOX
AND BALLSCREW
INNER ACTUATOR
DUCT WALL
OUTER
DUCT WALL
TRANSLATING
COWL
CENTER
DRIVE UNIT
LOWER
LATCH
BLOCKER
THRUST REVERSER DOOR
TORQUE BOX
DRAG
UPPER AND LINK
LOWER LATCH
UPPER LATCH CABLE ANGLE GEARBOX AND
HANDLES
(NOT VISIBLE) BALLSCREW ACTUATOR
STOWED POSITION DEPLOYED POSITION
THRUST REVERSER
GENERAL - THRUST REVERSER LATCH ASSEMBLIES General
The thrust reverser halves are latched together by three tension latches along
Purpose
the bottom split-line. The latches are mounted within the area covered by the
access and blow-out doors on the bottom of the thrust reverser. The forward
The thrust ring latch assembly secures the outer leading edge of the thrust
blow-out door must be opened first and closed last. Latch hooks are on the left
reverser halves to the aft flange of the fan frame and case. It transmits reverser
half and fit over latch pins on the right half. Latch tension is adjustable.
loads into the engine fan frame instead of the strut hinges.
Location and Access Adjustment

This assembly is mounted around the leading edge of each thrust reverser half. The fan cowl panels must be open. The access and blow-out doors must be
Access is gained by opening the appropriate fan cowl panel. open. Unlatch all three tension latches in order, starting with the aft latch,
working forward. Check the tension latches for damage.
Characteristics
The tension latch handle closing force is measured with a spring scale. Adjust
The upper latch of the mounting ring is a hook that slips into a "U" bolt, mounted tension latches from forward to rear. Adjust the closing force by loosening the
to a bracket, on top of the fan stator case. Upper latching force is controlled by latch bolt nut and rotating an octagonal offset bushing.
the adjustable "U" bolt. The bottom latch is a barrel nut that fits into a "claw"
type clevis bracket mounted 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 ring latch assembly may be removed if the thrust
reverser half is replaced.
Operations and Limitations
Opening the thrust ring latch assembly requires pulling lower latch handle
outward until latch pin bottoms in slot. Rotate upper latch handle outward
disengaging latch pin from slot. The upper latch is now disengaged from the "U"
bolt. Rotate lower latch handle outward disengaging barrel nut from clevis
bracket. Closing the thrust ring latch assembly requires engaging barrel nut
with clevis and rotate lower latch handle inward. Rotate upper latch handle
inward engaging latch pin in slot. Upper latch should engage "U" bolt.
CAUTION: DO A VISUAL CHECK THAT THE LATCH RING HOOK HAS

ENGAGED THE "U" BOLT WHEN CLOSING. ALSO, WHEN
OPENING THE COWLING ENSURE THE LATCH HOOK IS
CLEAR OF THE RING HOOK. FAILURE TO COMPLY WITH
THIS COULD CAUSE DAMAGE TO THE COWLING AS WELL
AS THE ENGINE PYLON.
FAN STATOR CASE
U-BO LT
UPPER
LATCH
THRUST R ING LATCH UPPER

ASSE MBLY LATCH
FWD CABLE
LOWER
LATCH
LATC H BOLT
NUT
LATCH
ANCHOR BOLT
FAN STA TOR
CASE
OCTAGONAL
OFFSET CLEVIS
BUSHING BRACKET BARREL
NUT
TENSION SPRING SCA LE
LATCH TEST POINT
THRUST REVERSER LATCH ASSEMBLIES

GENERAL - THRUST REVERSER OPENING SYSTEM
General
The thrust reverser cowl opening is done with a hydraulic power opening
system. A hand pump is required for opening/closing the thrust reverser.
A hand pump can be connected to a quick disconnect to manually open the

thrust reverser.
Thrust Reverser Opening Actuator
The thrust reverser opening actuator is driven by hydraulic pressure to open

each thrust reverser half.
Each thrust reverser opening actuator is mounted to a bracket on each side of

the airplane strut. The thrust reverser opening relief valve is mounted to the
multiple connector. A flexible hose is connected from the strut T-Fitting to the
thrust reverser opening actuator inlet fitting.
The thrust reverser opening actuator inlet fitting incorporates a restrictor as a

safety device limiting the rate of closure. In the event of a hydraulic line rupture
or rapid closure, the restrictor provides a minimum 15 second closing cycle. A
25 micron filter at the input fitting protects the restrictor and actuator assembly
from fluid contamination.
The thrust reverser opening relief valve is for system high pressure relief and is
set 4350 - 4500 psig.
Thrust Reverser Hold Open Rods
Each thrust reverser half has one hold open rod. The rod pivots from a torque
box mount under the center drive unit and is held in stowed position with a quick
release clamp.
The hold open rod consists of an inner rod telescoped inside an outer tube. The
hold open rod is held in the telescoped position by a ball lockpin which passes
through both inner rod and outer tube through either of two holes. The hold
open rod engages a single bracket on the engine fan case and holds the
reverser half open to the 34 or 45 degree position depending on which hole is
engaged.
AUXILIARY STRUT
RESERVOIRS
FWD
OIL TANK
HYDRAULIC
CONNECTOR THRUST REVERSER
OPENING ACTUATOR
HAND PUMP
UPPER LATCH
FAN HOOK
STATOR CASE
ROD END
BALL LOCK HOLD

HYDRAULIC OPEN ROD
CONNECTOR PIN PLUNGER
BUTTON
FWD DUST CAP
THRUST REVERSER OPENING SYSTEM

GENERAL - CORE COWL PANELS Release core cowl latches and engage hold-open rods. Fully extend rod to
locked position. Check that red UNLOCKED indicator band is not visible.
Purpose
WARNING: ENSURE THAT HOLD-OPEN ROD IS FULLY EXTENDED
The left and right core cowl panels protect the turbine case section of the AND LOCKED TO PREVENT ACCIDENTAL CLOSING OF
engine. COWL PANEL. PERSONNEL STRUCK BY FALLING COWL
PANEL COULD BE SERIOUSLY INJURED. ROD IS NOT
LOCKED IF RED BAND WITH THE WORD "UNLOCKED" IS
Location & Access
VISIBLE. IF RED BAND IS VISIBLE, ROD WILL RETRACT
UNDER LOAD.
The core cowl panels are hinged to the strut, and fair with the inner barrel of the
thrust reverser on the forward edge and rests against the engine exhaust sleeve
on the aft edge. Panels are latched together with three flush mounted tension With sleeve retracted, engage hold-open rod onto engine mounted bracket.
latches at the bottom. The core cowl panels open to allow access to the
combustion and turbine cases of the engine. Closing Core Cowl Panels
Characteristics WARNING: ADEQUATE SUPPORT OF CORE COWL PANEL MUST BE

MAINTAINED WHILE HOLD-OPEN RODS ARE BEING
A pressure relief door on the right core cowl panel opens to relieve excessive DISENGAGED TO PREVENT INJURY TO PERSONNEL
core cowl compartment pressures. The door is hinged and latched. Two AND/OR ENGINE COMPONENTS.
lanyards are used to restrain the door when it is open. Fire shields installed
inside the core cowl panels protect them from high temperatures. A hold-open Retract sleeve at receiver end of hold-open rod to disengage rod. Rotate and
rod installed on each core cowl panel supports the cowl in the open position. slide collar in direction indicated and depress secondary lock to unlock hold
The hold-open rod engages a bracket on the engine and is extended to position open rod from its extended position. The hold open rod is now retracted
the cowl open to 50 degrees from the bottom centerline. The free end of the rod allowing collar to move to its original position. UNLOCKED indication is visible.
is stowed in a receiver on the cowl when not in use.
CAUTION: DO NOT ALLOW CORE COWL PANELS TO SLAM CLOSED.
The support rod is telescopic and varialble on some core cowling. DAMAGE TO PANEL AND/OR ENGINE COMPONENTS MAY
RESULT.
Opening Core Cowl Panels
Stow hold open rod and lower core cowl panel.
The fan cowl panels and thrust reverser must be open before attempting to
open the core cowl panels.
WARNING: BE SURE FAN COWL PANELS ARE OPENED AS

REQUIRED BY 78-31-00/201 BEFORE OPENING THRUST
REVERSER. FAILURE TO FOLLOW 78-31-00/201 COULD
RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO
FAN COWL PANELS, CORE COWL PANELS, AND THRUST
REVERSER.
FIRE SHIELD HINGE (3)
(L AND R SIDE)
HOLD OPEN ROD
LANYARD
PRESSURE RELIEF DOOR
(RIGHT SIDE ONLY)
LATCH (3)
UNLOCKED
INDICATOR
COLLAR
COMPRESSOR
REAR FRAME
COLLAR
RECEIVER
BRACKET SLEEVE SLEEVE SECONDARY

FWD
LOCK
HOLD-OPEN ROD RIGHT CORE COWL PANEL WITH
HOLD-OPEN ROD STOWED
CORE COWL PANELS

GENERAL - ENGINE MODULE CONSTRUCTION
System Description
The CF6-80C2F is a dual spool, axial flow, high bypass ratio turbofan power
plant. It has an integrated fan rotor and low pressure compressor (also referred
to as a "booster compressor" and a 14 stage high pressure compressor (HPC).
The combustor is annular type. A 2-stage high pressure turbine (HPT) drives
the high pressure compressor, while a 5-stage low pressure turbine (LPT)
drives the fan and low pressure compressor.
Five modules make up the engine. Each module may be replaced as an

assembly without affecting engine performance or integrity. The five modules
are:
• Fan module
• Core module
• High pressure turbine module
• Low pressure turbine module
• Accessory drives module
HIGH PRESSURE TURBINE MODULE
FAN MODULE CORE MODULE
HIGH PRESSURE
COMPRESSOR
LOW PRESSURE
TURBINE
MODULE
FAN ROTOR
AND LOW
ANNULAR COMBUSTOR
PRESSURE
COMPRESSOR
ACCESSORY
DRIVES MODULE
ENGINE MODULE CONSTRUCTION

AERODYNAMIC STATIONS
Identification
Gas turbine engine manufacturers adhere to Aerospace Recommended

Practice (ARP) 755A when assigning aerodynamic station numbers. This
standard was developed by the Society Of Automotive Engineers, Inc. and
provides performance station identification and nomenclature systems for gas
turbine engines. These identifications are referenced by number and alpha
characters and relate to both primary and secondary airflow gas paths.
The primary airflow path is identified with numbers 0 through 9 and secondary
airflow paths are identified with numbers 10 through 19. Any points of
measurement between whole numbers is identified in decimal equivalents.
The alpha prefix character(s) are used to clarify whether air temperature or air
pressure are being measured. They also indicate the manner in which the
temperature or pressure is being measured. Of the many characters available
those used on the GE engines are:
T = Temperature
P = Pressure
S = Static
Engine Instrument Sensor/Station Relationships
Temperature and pressure sensors are labeled with a T or a P, and a station

number which indicates the location of the sensor in the airflow. The CF6-80C2
sensors (not shown) are:
• T12: (Electrical) inlet temperature (2)

• P14: Fan duct pressure (Condition Monitoring System)
• P2.5: HPC inlet pressure
• T2.5: HPC inlet temperature (Condition Monitoring System)
• P3: Compressor discharge pressure
• T3: Compressor discharge temperature
• P4.9: LP turbine inlet pressure (Condition Monitoring System)
• T4.9: LP turbine inlet temperature (EGT)
• T5: LP turbine exit temperature (Condition Monitoring System)
FAN INLET
TEMPERATURE FAN DUCT
T12 PRESSURE LP TURBINE INLET PRESSURE
P14 AND TEMPERATURE
P4.9
T4.9
wdmt-h72-00-0001
T5
LP TURBINE EXIT
P3 TEMPERATURE
T3
COMPRESSOR DISCHARGE
PRESSURE AND TEMPERATURE
P2.5
T2.5
HPC INLET PRESSURE
AND TEMPERATURE
AERODYNAMIC STATIONS
GENERAL - ENGINE CONFIGURATION
General Configuration
The basic engine configuration for the CF6-80C engine consists of four Sump
location:
• Sump A
• Sump B
• Sump C
• Sump D
Sump A has the #1, 2, and 3 bearings. The B sump has #4, Roller and Ball
type bearings. The C sump contains the #5 bearing and is located just forward
of the HPT inlet. The D sump is the furthest aft on the engine at the LPT outlet..
The LPC module on the CF6-80C engine has four stages of compression and a
single stage fan section. This is also referred to as the booster section. The
HPC area consists of 14 stages of compression and is located in the main core
of the engine forward of the combustion case. A single annular combustor is
used on the engine for fuel introduction and combustion. The HPT consists a
two stage turbine and is used to drive the 14 stage HPC. The LPT has a five
stage turbine and is used to drive the booster section of the engine.
COMPRESSOR SECTION COMBUSTION TURBINE SECTION
SECTION
LOW PRESSURE COMPRESSOR
L
HONEYCOMB
NESTING AREA
HIGH PRESSURE
TURBINE (2 STAGES)
HIGH PRESSURE COMPRESSOR LOW PRESSURE TURBINE

(14 STAGES) (5 STAGE)
"C" SUMP
#5 BEARING
"A" SUMP
#3 BEARING "B" SUMP
"D" SUMP
#6 BEARING
#2 BEARING
#1 BEARING
ROLLER BEARING
#4 ROLLERBEARING
FAN ROTOR #4 BALLBEARING

BLADE
ENGINE CONFIGURATION
GENERAL - FAN ROTOR MAINTENANCE CAUTION: ALL FIRST STAGE FAN BLADES, RETAINERS/SPACERS MUST
BE INSTALLED BEFORE MEASURING BLADE TIP-TO-SHROUD
CLEARANCES.
Fan Rotor Spinner
The fan rotor spinner is mounted to the fan disk by 38 bolts. A sealing ring Fan Rotor Spinner
reduces air leakage around the joint. When installed, the spinner covers the
front of the dovetail slots to help hold the fan blades in place. The fan rotor spinner is made of aluminum 7075 and is black anodized. It is
bolted to the fan disk. The spinner is aerodynamically shaped to minimize inlet
The spinner is balanced separately from the fan rotor before it is mounted. One drag and to deter ice accumulation. Mounting locations are provided for
of the 38 bolt holes is offset to ensure proper alignment of the spinner and the balance weights for precision balancing of the spinner and fan rotor.
fan disk. Radial captive nuts in the spinner provide mounting locations for fan
rotor trim balance screws to make trim balancing the rotor easier. Trim balance
weights are used as necessary, but all holes are filled by a balance weight or a
screw plug.
Fan Rotor Blades
The 38 fan rotor blades are mounted in axial dovetail slots in the Fan Disk. The
blades are numbered counterclockwise looking aft. Blade position 1 is the
second dovetail slot counterclockwise from the spinner bolt hole which is offset.
A spring-loaded spacer and keyed retainer prevent forward motion of the blade
in the slot. The mid-span shrouds also prevent fore and aft motion of the
blades. Removal of the spacer allows the blade to move radially inward. This
disengages the mid-span shroud. Balancing weights may be added to the
retainer for coarse balancing of the fan rotor.
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.
Note: When removing only one fan blade or opposite blades, it will be
necessary to remove the blade retainer, spacer and 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 tips and the abradable shroud must be maintained.
SEALING RING
1ST STAGE BLADE FAN ROTOR

(38 LOCATIONS)
SPINNER
KEY
DOVETAIL
SLOTS
SPACER
BOLT
MID-SPAN
SHROUD
FWD
RETAINER
WEIGHT KEY
CLASS
SPACER
FAN ROTOR BLADE

OFFSET STAGE 1
HOLE FAN DISK
1
38
2
37
3 BALANCE
SCREW
SEAL RING
CAPTIVE
SHANKNUT
SPINNER MOUNTING
BOLT PATTERN FWD
FAN / ROTOR MAINTENANCE

GENERAL - ACCESSORY DRIVE MODULES
General
Most of the gear driven engine accessories are mounted on, and driven by the
accessory gearbox. Refer to the diagram for the pad locations for the following
accessories:
Forward Side
• Main engine control (Fuel Control Unit)

• Lube and scavenge pump assembly
• EEC Control alternator
• Hydraulic pump
Aft Side
• Integrated Drive Generator (IDG)

• Pneumatic starter
• Fuel pump
PAD 5 LUBE AND OIL TUBE
SCAVENGE PUMP BRACKET
HORIZONTAL
DRIVE SHAFT
PAD 7 HYDRO-
MECHANICAL UNIT
N2 SPEED
SENSOR PAD 3
ACCESS COVER FOR HYD PUMP
BORESCOPE ROTATION
ADAPTER (REF) PAD 9 PERMANENT
MAGNET ALTERNATOR
FORWARD SIDE
PAD 8
PAD 4 IDG FUEL PUMP
PAD 6
PNEUMATIC
STARTER
AFT SIDE
NOTE: ACCESSORIES OMITTED FOR CLARITY
ACCESSORY DRIVES MODULE
GENERAL - ENGINE COMPONENTS • Variable stator vane system

• 2 VSV actuators: (3:00 and 9:00)
• 2 VSV actuation levers (not shown): (3:00 and 9:00)
Locations
• IDG air/oil heat exchanger: (3:30)
• Main fuel supply hose
The various engine system components are mounted on the engine. The
• Fan discharge air manifolds (for core cooling and turbine case cooling)
following component locator, broken down by module, is intended as a general
• 8th Stage bleed manifold
orientation to the engine. Component locations given by clock positions are
• Compressor Rear Frame
viewed from aft, looking forward. For more details on specific systems, refer to
• Fuel tubes (manifold) - 2 igniter plugs (3:00 and 5:00) - HP and LP recoup
the appropriate chapter.
air manifolds
Fan Module
High Pressure Turbine Module
Components located in the engine inlet:
• Active clearance control (ACC) manifold (fan discharge air)
• Stage 2 turbine nozzle cooling manifold (11th stage compressor air)
• Fan rotor: (Immediate access to fan rotor spinner cone, fan rotor blades.)
• Electrical T12 sensor: (2:30 and 10:30)
Low Pressure Turbine Module
Components mounted on the outside of the fan case:
Low Pressure Turbine Stator
• Oil tank: (3:00)
• Oil scavenge filter: (4:00) • 8 thermocouple probes
• EEC (9:00) • High pressure recoup manifolds (from diffuser)
• Ignition exciters (8:00) • Active clearance control manifolds (fan discharge air)
Components mounted in the fan frame (accessible from the aft side of the fan Turbine Rear Frame
case):
• Rear main engine mount (1:00 and 11:00)
• Forward main engine mount: (12:00) • Low pressure recoup manifolds (from diffuser)
• Variable bypass valve system (not shown)
• 2 VBV actuators: (3:00 and 9:00)
• 12 variable bypass valves
• Transfer gearbox: (6:00)
• Electrical N1 speed sensor: (2:00)
• Number 1 bearing vibration sensor connector and spare mounting pad
(8:00)
Core Module
Compressor Stator Case
• Accessory gearbox and heat shield

T12INLET TEMP SENSOR HP RECOUP
HPT COOLING AIR T12 SENSOR FORWARD AIR MANIFOLD
ENGINE MOUNT
THERMOCOUPLE MAIN FUEL VSV ACTUATOR
PROBE (8) SUPPLY HOSE (2) REAR
FUEL TUBES VSV ENGINE MOUNT
ACTUATION CORE COMPARTMENT
LEVER COOLING AIR
EEC
OIL TANK
OIL SCAVENGE
FILTER C2
ACC MANIFOLDS
IGNITER PLUGS ACCESSORY LP RECOUP
HEAT SHIELD AIR MANIFOLDS
VSV ACTUATOR
IDG AIR/OIL HEAT EXCHANGER ACCESSORY GEARBOX
IGNITION EXCITERS TRANSFER GEARBOX
ELECTRICAL N1 LOW PRESSURE
SPEED SENSOR TURBINE CASE COOLING
VARIABLE BYPASS
VALVE (12)
VARIABLE BYPASS
FAN FRAME VALVE ACTUATOR
(2)
FAN ROTOR SPINNER
FAN ROTOR BLADES

NO. 1 BEARING
VIBRATION SENSOR
ENGINE COMPONENT LOCATIONS

GENERAL - ENGINE MOUNTS
Purpose
The forward and aft engine mounts transfer engine thrust and absorb vertical
and side loads. The mounts allow axial and radial growth due to thermal
expansion.
General Component Locations
The forward mount is attached to the fan frame aft inner flange and the aft
mount is attached to the turbine rear frame.
Inspection/check or removal/installation of either engine mount requires

removal of the engine.
Characteristics
Forward Lower Engine Mount - This mount provides suspension of the engine
at three points. The two thrust links are attached to the inner fan frame on either
side of the mount assembly. The forward lower engine mount is attached to the
strut by four tension bolts.
Aft Lower Engine Mount - The mount lower fitting suspends the engine at two
points from a double flange on the turbine rear frame. The upper fitting is
attached to the strut by four bolts and barrel nuts. One point incorporates a
tangential link. The aft mount transfers side, vertical and torque loads.
UPPER AFT
ENGINE MOUNT
TANDEM BARREL
NUT (2)
FAILSAFE
CLEVIS
ENGINE MOUNT
PLATFORM
AFT SHEAR
THRUST REVERSER YOKE PINS
DEFLECTION
LIMITER BUMPER
LOWER AFT
PLATFORM ENGINE MOUNT
FWD LINK (2) FAN
FRAME
FRAME
LINK
FAN FRAME AFT TURBINE

INNER FLANGE REAR FRAME
TANGENTIAL
LINK
FWD
LOWER FORWARD TENSION
ENGINE MOUNT BOLT (4)
AFT MOUNT
FORWARD MOUNT
FAN FRAME
ENGINE MOUNTS
GENERAL - ENGINE BORESCOPE INSPECTION PORTS
General
Inspection of the internal parts of the engine is primarily done by means of the
borescope. The engine has access for borescope inspection of each stage of
the high pressure compressor, high pressure and low-pressure turbine inlets,
and from ports at Stages 2 and 4 of the low pressure turbine. Additional
borescope-access holes are provided in the compressor rear frame for the
inspection of combustion liner and first stage turbine nozzle. A hand-operated
or motor-driven system is available to facilitate borescope viewing of all high
pressure rotor blades. This mounts to the accessory gearbox.
B1-10 B1-1
B1-3
B1-10
B1-7 B1-10 B4-2 B4-3 B4-1 B1-9
B1-11 B1-4
B1-13 B1-2
B1-8
B4-2 B4-3 B4-1
B1-13 B1-8 B1-2
B4-4 B3-2 B3-1 B1-12 B1-6
B5 B1-5
MOTOR MOUNT
(HP ROTOR BORESCOPE)
B2-6 B2-1
B2-5
B2-2
B2-4
B2-3
COMBUSTION CASE LINER

(AFT LOOKING IN)
ENGINE BORESCOPE INSPECTION PORTS

GENERAL - ENGINE VENTS AND DRAINS • Starter Pad

• IDG Pad
Purpose
Drain Mast
The engine vents and drains system collects and discharges drain fluids
overboard. An ambient air inlet port provides air flow to the drain module. The drain lines
that exit directly through the main drain are
General Description
• Strut Drain
The drain system is divided into two parts. A drain module retains fluids until • Left and Right Variable Stator Vane (VSV) actuator
expelled during flight and the drain mast discharges fluid directly overboard • Left and Right Variable Bleed Valve (VBV) actuator
through the drain mast. The oil tank scupper drain and combustion chamber • Fuel Line Shroud
drain are not connected to the drain module or drain mast. • Fuel Drain Manifold
• Forward Electrical Junction Box
• IDG Pressure Relief Valve
The drain module is mounted to the aft side of the engine accessory gearbox. A
drain mast is attached to the fan stator case and protrudes through the engine
cowling into the airstream.
Drain Mast and Module
The drain module is bolted on the engine accessory gearbox lower backside
and is accessed by opening the thrust reverser. The drain mast is bolted to the
engine fan stator case rear underside, and extends below the fan cowl.
Drain Module
The accessories shown in the graphic have seperate drain cavities in the drain
module for storing leakage. When proper airspeed is reached the spring loaded
valve inside the module opens to admit air. This air flow empties the drain
cavities and discharges any accumulated fuel and oil overboard through the
drain mast.
The module also has push-to- open drain valves on the bottom. Each drain
valve is labeled for identification. Drain valves are provided for the following
components:
• Hydraulic Pump Pad

• Main Fuel Pump Pad
• Hydro Mechanical Unit (HMU) Mount Pad
SCUPPER
COMBUSTOR DRAIN
DRAIN LINE
OIL TANK
COMBUSTOR DRAIN (REF)
VALVE (REF)
FUEL PUMP
TO DRAIN MAST HMU
STARTER
DRAIN MAST
FWD
MANIFOLD
FUEL AGB
OIL/HYD
DIRECT
FLUIDS
PYLON
J-BOX
FUEL
FUEL
HYDRAULIC
PUMP
IDG
SAMPLING PLUGS DRAINS
DRAIN MANIFOLD
ENGINE VENTS AND DRAINS

ENGINE CHANGE • Connect the fire extinguishing discharge flex line to the tube fitting
• Connect pre-cooler inlet duct
• Connect the line to the pressure regulating valve
Engine Removal
• Connect the main fuel supply line
• Remove the fan cowl panels
• Open the thrust reverser doors
• Remove the core cowl doors
• Remove starter for use on engine being installed
• Install cover over variable bypass valve
• Disconnect Engine
• Remove the engine drain mast
• Install bootstrap equipment
• Disconnect the engine mounts
• Perform a general visual inspection for corrosion, powerplant strut
Engine Installation
• Install new barrel nuts in the aft engine mount pylon fitting
• Prepare engine mounts for engine installation
• Install new serviceable mount nuts on forward engine mount
• Verify the Serial Number on the serviceable tag matches the Serial number
on the engine data plate
• Provide OK to install engine
• Install Engine
• Remove cradle from engine and lower to transport stand
• Remove forward and aft bootstrap equipment
• Install the bolts on each side of the strut
• Install access panel for the skirt fairing
• Tighten the thrust links to platform attach bolts.
• Install the bolt and nut retainers on the forward mount
• Inspect mount bolt installation
• Install starter
• Drain the starter oil, check the starter magnetic chip detector and replenish
the starter with oil
• Connect thrust reverser opening hydraulic lines
• Connect the strut drain line
• EQ Connect the drain lines for the strut raceway
• Install the drain mast
• Connect the line to the pre-cooler inlet duct
• Connect the hydraulic lines
• Install the pneumatic starter duct
5. FORWARD BRACKET
(2 LOCATIONS)
6. UPPER AFT BRACKET
(2 LOCATIONS)
4. AFT INBOARD ARM 7. LOWER AFT BRACKET

(2 LOCATIONS)
8. AFT
3. INBOARD BRACE OUTBOARD
STRUT ARM
2. FORWARD 9. DYNAMOMETER
SUPPORT
SEE A
A
1. FORWARD E
INBOARD ARM
11. OUTBOARD
BRACE
10. AFT HOIST
(2 LOCATIONS)
D A
2
13. SHEAVE 12. CABLE

(2 LOCATIONS)
E
17. BOLTS
16. FORWARD 14. DYNAMOMETER
OUTBOARD (2 LOCATIONS)
ARM 1
D 15. FORWARD HOIST

(2 LOCATIONS)
CRADLE 2
18. BOLTS
FWD OUTBD
19. BOLT
22. BOLTS
LEFT ENGINE IS SHOWN
(RIGHT ENGINE IS EQUIVALENT) 20. BOLT
20A. BOLT
1 MAKE SURE THE FACE OF THE DYNAMOMETER IS AFT FWD

2 CAUTION:
_______ HOIST ASSEMBLIES MUST BE ORIENTED 20B. BOLT
20C. BOLT
AT THE TOP SO THAT SLACK CHAIN WILL (5 LOCATIONS)
21. SKIRT FAIRING
DESCEND FREELY BY FORCE OF GRAVITY
ACCESS PANEL
A
ENGINE CHANGE
POWERPLANT ENGINE PRESERVATION
General
The GE engine must be stored and preserved against corrosion, liquids, debris
and atmospheric conditions. There are three periods of preservation:
• Up to 30 days
• Up to 3 months
• 3 months to 1 year.
Preservation
All engines removed from an aircraft, serviceable or unserviceable, must be

preserved to the 30-day preservation procedures per the applicable Engine
Maintenance Manual prior to movement into the serviceable/unserviceable
engine storage areas. This preservation shall include vapor proof paper,
moisture indicators and dehydrating agent even if the 30-day preservation
procedures do not require it. The vapor proof paper is used to cover the intake,
fan exit, and turbine exhaust. All other openings on the engine must be capped,
covered, bagged, and/or protected from damage and/or contamination.
CF6-80C2 SERIES
767-400 ENGINES
MAINTENANCE MANUAL
POWER PLANT - MAINTENANCE PRACTICES (PRESERVATION AND DEPRESERVATION)
1. General
A. This section contains instructions for preservation and depreservation of E. The effectiveness of the preservation measures implemented should be
installed power plants. Preservation consists of protecting a power evaluated for determining the need to extend or shorten the periods
plant against corrosion, liquid and debris entering the power plant, and between preservation action. To be most effective, power plants in
atmospheric conditions during periods of storage, inactivity, or nacelles should be desiccated, and inlet and exhaust openings plugged, to
following an in-flight shutdown. Depreservation consists of restoring a help dehumidify the interior of the power plant. Humidity indicators
preserved power plant to service. might be helpful in monitoring moisture conditions inside the power plant
B. The procedure to be followed in the preservation and depreservation of an even though the nacelle cannot be completely sealed from the weather.
installed power plant will vary depending upon the length of inactivity, F. When desiccants are used, they must be changed on a regular basis,
and the type of preservation used. determined by the environmental conditions, to keep the desiccant
effective.
NOTE: For engines that do not operate, refer to the preservation G. It is recommended that the variable bypass valve (VBV) doors be pumped
procedures in the GE Engine Manual. closed any time the power plant is to be preserved and stored or
maintenance is being performed in the area. This will avoid the
(1) The preservation procedure is based upon the following schedule: possibility of foreign objects entering the core engine inlet through the
(a) Up to 30 days. VBV doors.
(b) Up to 3 months.
(c) Three months to 1 year
(d) Indefinite.
NOTE: There is no restriction on the number of times the ACCESSORY

preservation procedure can be renewed, as long as it is GEARBOX (REF)
accomplished every year. HYDROMECHANICAL
UNIT
C. The procedures in this section are given as a guide in deciding what METERING VALVE
precautions should be exercised to provide adequate protection from the HEAD SENSOR
elements during periods of inactivity. The power plant preservation
schedule is a flexible program that should be implemented in a manner VSV ROD PORT
which suits the particular weather and storage conditions involved. A VSV HEAD PORT
program for inactive power plants exposed to high humidity and/or large
temperature changes, especially if near salt water, would require more
attention to preservation needs than those engines stored in dry UPPER PCB PORT
climates. VBV OPEN PORT
D. The preservation program for inactive power plants must be planned in
advance to implement the preservation renewal requirements, and monitored PCR REGULATED
regularly to assure that the required action is implemented prior to the REFERENCE
expiration of the preservation period. PRESSURE PORT
wdmt-71-00-0017
EFFECTIVITY
FWD 71-00-03
ALL
H01A Page 202
Apr 22/07
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
ENGINE PRESERVATION
OIL SYSTEM - DISTRIBUTION SYSTEM OPERATION From the lube and scavenge pump the scavenge oil flows under pressure past
the magnetic chip detector and then through the servo fuel heater and the fuel/
oil heat exchanger. The scavenge oil flow is then cleaned by the scavenge oil
System Control
filter as it returns to the oil tank.
The engine oil distribution system is completely automatic in operation.
Note: The lubrication system is fully operational only when the engine is
running. It is not fully operational when the engine is motoring or
Pressure Oil Flow wind milling. Motoring and wind milling operations do not provide
adequate sump seal pressurization nor sufficient scavenge flows.
Engine oil which is stored in the oil tank flows by gravity through the supply inlet Consequently, increased apparent oil consumption rates and
screen to the lube and scavenge pump. The pressure pump element of the abnormal oil hiding occur.
lube and scavenge pump provides the motive force for lubricating and cooling
the engine bearings and gears. The oil flows from this pressure pump, through
the lube filter. (An oil filter service shutoff valve is provided for filter
maintenance.) From the oil filter the oil flows up through a gravity loop (which
keeps the oil from flowing from the tank to the bearings after engine shutdown)
and out to the bearings and gears.
Lubrication and Cooling
The oil pressure line to the A sump distributes oil to the No. 1 (ball) bearing,
Nos. 2 and 3 (roller) bearings, the accessory gear drive and bearings, and the
accessory gearbox. Sump A incorporates an air/oil separator.
The oil pressure line to the B and C sumps sprays oil on the No. 4 (ball), 4
(roller) and 5 (roller) bearings. Oil is sprayed on the vent tube that vents air from
the B and C sumps to the A sump to reduce coking on the vent tube.
The oil pressure line to the D sump sprays oil on the No. 6 (roller) bearing.
Scavenge Oil Flow
Oil from the A sump drains down the radial drive shaft housing into the transfer
gearbox where it is scavenged. A slinger-type disk pumps in the A and D
sumps provide positive sump draining for high altitude operation or airplane
maneuvers when scavenge would otherwise be difficult. The oil from the sumps
and the gearboxes returns to the Lube and Scavenge Pump via inlet screens to
the five scavenge pump elements. All scavenge oil flow from the five scavenge
pump elements is combined within the pump gallery to be discharged at one
common port .
DEAERATOR
SCAVENGE OVER
OIL FILTER OIL FILL
B
QTY SIGHT
XMTR GLASS
PRESS
RELIEF
OIL FILTER VALVE
~P D SUMP B/C SUMP A SUMP
SLINGER
DISK
PUMP
FLAME
ARRESTOR
OIL LINE
PRESS
SUPPLY ENG OIL
SCAVENGE PRESS XMTR
PUMP IN
TRANSFER
SCAVENGE GEAR BOX
PUMP OUT ENG LOW
VENT OIL PRESS
SWITCH
OIL JET
BALL BRG PRESS
ROLLER BRG PUMP
ACCESSORY
MAG DET GEAR BOX
ANTI-STATIC LEAK VLV
OIL STRAINER
DRAIN PLUG
LUBE AND SCAVENGE PUMP
PR OIL TEMP
FUEL/OIL SERVO FUEL SENSOR
EXCHANGER HEATER
MAGNETIC CHIP
DETECTOR
OIL DISTRIBUTION SYSTEM OPERATION

OIL SYSTEM - OIL STORAGE SYSTEM CAUTION: DO NOT OVERFILL. IF ENGINE HAS BEEN MOTORED
WITHOUT SUBSEQUENT OPERATION FOR SCAVENGING, OIL
LEVEL WILL BE APPROXIMATELY TWO QUARTS (TWO
Storage System Components
LITERS) LOW.
The oil storage system consists of the following components:
• Oil Tank
• Oil Tank Filler Cap
• Oil Tank Pressurizing Valve
• Oil Tank Pressure Relief Valve
Oil Tank
The oil tank provides storage for the engine oil. It is located on the right side of
the fan case. Access is gained by opening the right fan cowl panel. It is
constructed of aluminum and may have an external coating of a silicone rubber
compound for insulation. A plug for oil draining is provided on the bottom of the
oil tank.
Oil Tank Filler Cap
The oil tank filler cap allows manual filling of the oil tank and seals the opening
of the fill port. The filler cap is located on the upper right side of the oil tank.
access for servicing may be gained by opening the oil tank access door located
on the right fan cowl panel or by opening the right fan cowl panel.
Oil Tank Pressurizing Valve
The oil tank pressurizing valve maintains tank internal pressure. The
pressurizing valve is located on top of the oil tank. Access is gained by opening
the right fan cowl panel. The oil tank is pressurized by the returning air-oil
stream. The oil tank pressurizing valve vents air into the A sump at 7-11 psi
above the transfer gearbox vent pressure.
Pressure Relief Valve
The pressure relief valve is a back-up safety valve that relieves tank pressure.
at 27 psi venting to ambient air preventing tank rupture. The relief valve is
located below the fill port scupper. Access is gained by opening the right fan
cowl panel.
SCAVENGE
RETURN TUBE OIL TANK
FILLER
VENT CAP
TUBE
PRESSURIZING
VALVE
FILLER CAP
SCUPPER ACCESS
DRAIN TUBE DOOR
ENGINE OIL ENGINE

TANK OIL TANK
OVERFILL
PORT
SCUPPER
DRAIN
DRAIN
PLUG PRESSURE
OIL
SUPPLY PRESSURE RELIEF
SIGHT GLASS FILL PORT VALVE
TUBE
OIL STORAGE
OIL SYSTEM - LUBE AND SCAVENGE PUMP
Purpose
The Lube and scavenge pump provides the motive force for the lubricating oil.
Location and Access
The lube and scavenge pump is mounted on the forward side of the accessory
gearbox. It is accessible when the Thrust Reversers are open.
Characteristics
The lube and scavenge pump contains one pressure pump element and five
scavenge pump elements. In the pump housing are two rows of vane type
positive displacement pumps. Each row contains three pumping elements. The
difference between the pumping elements is capacity which is determined by
the diameter and length of each. No regulation of oil pressure is provided within
the oil pump.
Power
The lube and scavenge pump is spline shaft driven by the accessory gearbox.
ACCESSORY GEARBOX
SCAVENGE INLET D SUMP FROM
SCREEN SCAVENGE INLET B AND C
SCREEN SUMP
FROM FROM
TRANSFER TO ENGINE BEARINGS
AND GEARBOXES OIL
GEARBOX TANK
ANTI STATIC
LUBE LEAK VALVE
SUPPLY
INLET
SCREEN
FWD
PRESSURE
ACCESSORY PUMP
GEAR BOX
C SUMP B SUMP A SUMP AND

SCAVENGE SCAVENGE TRANSFER GEARBOX
INLET INLET SCAVENGE INLET
SCREEN SCREEN SCREEN
FROM D SUMP
SCAVENGE OIL
TO OIL TANK
OIL LINES
PRESSURE SCAVENGE
PUMP OUT
FWD SUPPLY MAG DET
SCAVENGE
PUMP IN OIL STRAINER
DRAIN PLUG
LUBE AND SCAVANGE PUMP

OIL SYSTEM - MAGNETIC CHIP DETECTORS
Magnetic Chip Detectors
The magnetic chip detectors attract metallic particles carried in the scavenge
oil. One is provided for each scavenge pump as well as a master chip detector
for all scavenge oil on return. The master chip detector is located in the
scavenge discharge flow tubing adjacent to the drain module. The individual
scavenge pump chip detectors are located on the inlet side of the respective
scavenge pump, and are saftied to the pump with safety wire. Access is gained
by opening the integrated drive generator service door or by opening the thrust
reversers.
Characteristics
The magnetic chip detector is a permanent magnet probe. An internal check

valve permits removal of the chip detector probe for inspection without draining
the oil system.
CAUTION: WHEN REMOVING CHIP DETECTOR ENSURE A SERVICABLE

“O” RING IS INSTALLED UPON INSTALLATION.
DRAIN
MODULE
OIL
TUBE
OIL FLOW FROM

SCAVENGE PUMPS
HOUSING
MAGNETIC CHIP
DETECTOR
MAGNETIC CHIP DETECTORS

OIL SYSTEM - SCAVENGE OIL FILTER AND HEAT Characteristics

EXCHANGERS The servo fuel heater consists of a multi-tube core, mounted in a cylindrical
housing that contains two inlet ports and two outlet ports. One set of ports is
Scavenge Oil Filter used for fuel passage through the tubes of the heater core. The other set of
ports allows passage of oil around the core tubes within the housing.
The scavenge oil filter, in conjunction with the lube filter and the supply and
scavenge inlet screens, clean contaminants from the oil. The servo fuel heater is located on the right side of the engine at the 5:00
position. It is accessible when the right thrust reverser is open.
Characteristics
The scavenge oil filter is of the replaceable element type. A filter relief valve is
provided that begins bypassing oil at approximately 40 psid for a partially
clogged filter. At 60 psid the relief valve is fully open.
The scavenge oil filter is located below the oil tank on the right side of the fan
case. Access is gained by opening the right fan cowl panel.
Fuel Oil Heat Exchanger
The fuel/oil heat exchanger dissipates oil heat and heats the fuel.
Characteristics
The fuel/oil heat exchanger consists of a multi-tube core, mounted in a

cylindrical housing that contains two inlet ports and two outlet ports. One set of
ports is used for fuel passage through the tubes of the heat exchanger core.
The other set of ports allows passage of oil around the core tubes within the
housing. All engine fuel passes through the heat exchanger since there is no
provision for bypass. A pressure relief valve permits scavenge oil to bypass the
core tubes at engine start up during cold weather.
The fuel/oil heat exchanger is bolted to the fuel pump on the bottom right side of
the engine. It is accessible when the thrust reversers are open.
Servo Fuel Heater
The servo fuel heater is used for additional heating of the fuel specifically used
for hydraulic movement of components.
OIL TANK
FILTER
OUTLET HEAD
PORT
OUTLET
PORT
INLET
SCAVENGE PORT
FUEL/OIL HEAT
OIL FILTER EXCHANGER
FAN CASE
FUEL PACKING
IN IN FLOW
OUT
FILTER
ELEMENT
OIL FLOW
OUT
FWD OIL SCAVENGE
FILTER BOWL
PRESSURE RELIEF VALVE
SCAVANGE OIL FILTER AND HEAT EXCHANGER

OIL SYSTEM - OIL DISTRIBUTION SYSTEM
Purpose
The oil distribution system provides supply and scavenge force for lubricating
the engine bearings and gearboxes, for cooling the oil, and for cleaning any
contaminants from the oil.
The system component can be located inside the right thrust reverser and fan
cowls. System components are:
• Lube and Scavenge Pump

• Scavenge Oil Filter
• Engine Lube Filter
• Fuel/Oil Heat Exchanger
• Servo Fuel Heater
• Magnetic Chip Detectors
General Operation
All functions of the oil distribution system are completely automatic in operation.
SERVO FUEL
MAGNETIC HEATER
CHIP
DETECTOR DRAIN
MODULE
SCAVENGE
OIL FILTER
LUBE AND ACCESS

SCAVENGE GEARBOX
PUMP FUEL/OIL HEAT
EXCHANGER FUEL
PUMP
OIL DISRIBUTION SYSTEM
OIL SYSTEM - OIL INDICATING SYSTEM
General
The oil indicating system includes:
• oil quantity
• oil temperature
• oil pressure
• low oil pressure
• oil filter bypass indicating
Oil indication appears on EICAS. A L(R) ENG OIL PRESS light for each engine
is located below the Standby Engine Indicator.
Indications
All oil pressure indications are visible on the Secondary Engine display and the
“PERF / APU” page. The engine oil temperature indication is provided to
EICAS from the EEC. Also, the following messages are displayed on the
primary engine display:
• L / R ENG OIL PRESS (C)

• L / R OIL FILTER (C)
In the case of the “Low Oil Press” indication two engine discrete lights are
located directly under the SEI. These lights indicate “L / R ENG OIL PRESS”.
The lights are normally on with the engines shut down and input for these
comes directly from the low oil pressure switch on the engine.
N1
AUTO
ON
EGT
N2
L ENG R ENG
OIL PRESS OIL PRESS
a a
LOW OIL
PRESSURE SWITCH
OIL PRESSURE L (R) ENG 0IL PRESS

L (R) OIL FILTER
TRANSMITTER
PRIMARY
ENGINE
OIL TEMPERATURE EEC DISPLAY
SENSOR
70 35
PRESS
SECONDARY
OIL
ENGINE
DISPLAY
105 70
OIL TEMP
18 3
OIL QUANTITY
OIL QTY
TRANSMITTER PERF/APU
70 OIL PRESS 35 PAGE
105 OIL TEMP 70
18 OIL QTY 03
OIL FILTER
DIFF PRESSURE
EICAS COMPUTER
OIL INDICATING SYSTEM

OIL SYSTEM - OIL INDICATION OPERATION Oil Temperature Sensor
The oil temperature sensor is a thermocouple probe which sends a digital signal
Oil Quantity
to EICAS. Oil temperature is indicated on the EICAS secondary engine display
and on the PERF/APU page.
The oil quantity transmitter provides a reference signal to the EICAS computers
for determining the level of oil in the tank. The oil quantity transmitter is
The oil temperature (TEO) sensor contains two chromel-alumel type
mounted into the top of the rear half of the oil tank. Access is gained by opening
thermocouples. The sensor is located on the forward side of the accessory
right the fan cowl. Oil Quantity appears on the EICAS Secondary Engine
gearbox immediately inboard and below the control alternator. The sensor
Display and on the PERF/APU page.
mounts on a T-fitting in the scavenge oil return path between the master chip
detector and the lube and scavenge pump.
The oil quantity transmitter contains a sealed liquid-level sensing unit. The
sensing unit is a hollow tube containing magnetic reed switches and a resistor
The operational range of the TEO sensor input to the EEC is from -81 to 352
network, a cylindrical float houses a permanent magnet. The indicator unit is
degrees F(-63 to 178 degrees C). The red line limit is 347 degrees F (175
line replaceable.
degrees C). The yellow band range is from 320 degrees F(160 degrees C) to
the red line limit.
Oil Pressure Transmitter
Oil Filter Differential Pressure Switch
Oil pressure appears on the EICAS Secondary Engine Display and on the
PERF/APU page. The oil pressure transmitter senses the differential pressure
The oil filter differential pressure switch is a diaphragm-controlled snap-action
between the oil supply manifold and the accessory gearbox vent. The oil
normally opens the switch that closes when the differential pressure across the
pressure transmitter is mounted on a bracket adjacent to the lube filter. Access
scavenge filter element is 25 - 33 psid. The switch configuration is normally
is gained by opening the right thrust reverser.
open. The switch is mounted to a bracket on the fan stator case below the oil
tank and above the scavenge oil filter.
Oil Pressure Limits
An EICAS level (C) message “L(R) OIL FILTER” appears when the switch is
The lower red line limit for oil pressure is 10 psid. The yellow band upper limit closed. The EICAS message will extinguish when the switch opens at 25 psid.
changes between idle and full power as a linear function of N2. The yellow band Or less.
upper limit is 13 psid when the engine is at low idle (60% N2). At full power
(110% N2), the yellow band upper limit is 34 psid.
Low Oil Pressure Switch
The low oil pressure switch senses the differential pressure between the oil
supply manifold and the accessory gearbox vent. It is bracket-mounted
adjacent to the lube filter. Access is gained by opening the thrust reverser. The
switch contacts are normally closed. The switch opens at 15 psid and closes at
10 psid. When the oil pressure is low, the switch illuminates the low oil pressure
warning light and the message L(R) ENG OIL PRESS appears on EICAS.
L ENG
SCAVENGE OIL FILTER <10 PSID OIL PRESS
a
FROM HEAT A A
EXCHANGERS TO OIL MD & T 117.5 N1 117.5
TANK >15
PSID
BYPASS 960
EGT 960
RELIEF
VALVE 112.5
N2
112.5
LOW OIL OIL PRESSURE LIGHT AUTO

PRESSURE ON
<25 PSID
SWITCH
>33 PSID L ENG R ENG
OIL FILTER DIFFERENTIAL OIL PRESS OIL PRESS
a a
PRESSURE SWITCH ACCESSORY LUBE AND
GEARBOX SCAVENGE PUMP
(VENT) PRESSURE OUTPUT
L OIL FILTER (C) PRIMARY
28V DC 1.
L ENG OIL PRESS (C) ENGINE
L BUS 1.
DISPLAY
ENG OIL
PRESSURE TO FUEL/OIL HEAT DUAL
EICAS EXCHANGERS ELEMENTS
P11
E REF PWR 70 35
E SECONDARY
OIL PRESS
C ENGINE
RESISTOR CHAN A 105 70 DISPLAY
SWITCH OIL PRESSURE OIL TEMP QUARTS
NETWORK TRANSMITTER DC REF
18 3 LITERS
FROM SCAVENGE OIL QTY
EMPTY PUMPS OIL TEMP L EICAS
SENSOR EEC PERF/APU
CHAN B
1 70
MAGNET OIL PRESS 35
REF PWR
105 OIL TEMP 70
DC REF
18 OIL QTY 3
PERF/APU PAGE
OIL PRESS R EICAS
LINE OIL QUANTITY TRANSMITTER 1 22 SWITCHES. 2 OR 3 SWITCHES MAGNETICALLY CLOSED AT ANY LEVEL
OIL INDICATING SYSTEM

ENGINE FUEL SYSTEM - ENGINE FUEL DISTTIBUTION
General Description
The engine fuel and control system includes distribution, control, and indicating.
Distribution
The fuel distribution system receives and filters fuel from the airplane fuel tanks,
and pressurizes and distributes the fuel through fuel tubes and fuel nozzles to
the engine combustion section.
The system utilizes engine oil to heat the main engine control (MEC) servo fuel.
The components of the distribution system are located on the engine, these are:
• Main Fuel Supply Hose

• Fuel Pump
• Fuel Filter
• Servo Fuel Heater
• Fuel Tubes (Manifold)
• Fuel Nozzles
Operation
The boost pump and gear pump pressurize fuel from the Main Supply Hose.
The pressurized fuel is supplied through the Fuel/Oil Heat Exchanger and Fuel
Filter to the HMU. Metered fuel from the HMU is supplied through the Fuel Flow
Transmitter, IDG Fuel/Oil Heat Exchanger, and Fuel Tubes Manifold to the Fuel
Nozzles.
Any fuel collected in the combustor drains through a Combustor Drain Valve
when the engine is shut down.
Note: The combustor drain valve is being deleted on some CF6 engines.
Interfaces
The Servo Fuel Heater provides heated fuel for the Engine Air System. The fuel
also cools the engine oil and IDG oil.
FUEL TUBES AND
FUEL FILTER MANIFOLD
DIFF PRESSURE
SWITCH (TO EICAS)
MAIN FUEL PRESSURE
FUEL TRANSMITTER FUEL
SUPPLY (TO EICAS) NOZZLES
HOSE (30)
RELIEF VALVE
IMPELLER
PUMP GEAR
PUMP
FUEL PUMP
SPLINE SERVO
DRIVE FUEL
HEATER
FUEL TO ENGINE
FUEL/OIL FILTER AIR SYSTEM
HEAT
EXCHANGER
ENGINE OIL IDG FUEL/
OIL HEAT
EXCHANGER
BOOST PUMP PRESSURE
IMPELLER PUMP PRESSURE
HMU FUEL FLOW
GEAR PUMP PRESSURE
TRANSMITTER
METERED FUEL (TO EEC AND EICAS)
RETURN PRESSURE
ENGINE FUEL DISTRIBUTION SYSTEM

ENGINE FUEL SYSTEM - FUEL PUMP Servicing
The metal inter-stage strainer is removable for cleaning.

Purpose
The fuel pump supplies pressurized fuel to the Hydro Mechanical Unit (HMU). Removal and Installation
The fuel pump is removed from the accessory gearbox after draining the fuel
Location
lines. The fuel/oil heat exchanger and fuel filter are removed if necessary.
The pump is mounted to the engine accessory gearbox with a hinged 'V' flange
The pump must be supported during removal and installation to prevent
coupling on the aft side at the 5:00 position.
damage to the seals and spline shaft (weight approximately 43 lbs.) reference
the Aircraft M/M for pump installation test procedures.
Characteristics
The pump spline drive shaft engages the wet spline of the accessory gearbox
adapter. An O-ring seal on the pump shaft retains lubricating oil. A carbon seal
prevents fuel leakage into the accessory gearbox adapter.
The fuel/oil heat exchanger, fuel pressure transmitter and fuel filter are mounted
directly to the pump assembly. The pump has two pumping elements, a
centrifugal boost element, and a fixed displacement high pressure gear
element. An inter-stage strainer is designed to protect the gear pump from
particle damage. Fuel outlet and bypass ports interconnect the fuel pump to the
HMU. An internal relief valve prevents over-pressurization of the pump. A drain
plug on the pump allows the assembly to be drained prior to disconnection.
Operation and limitations
The fuel from the airplane tanks is boosted in pressure by the boost element
impeller pump sufficiently to prevent cavitation of the gear pump. This inter-
stage pressure (Pb) is measurable from a port on the pump. Boost pressure is
0-152 psid, depending on RPM.
The fuel from the impeller pump flows through the inter-stage strainer to the
positive-displacement gear pump. The outflow pressure is maintained below
1500-1700 psi by a relief valve.
Outflow from the gear pump flows through the externally mounted heat
exchanger and fuel filter to the discharge port. Excess fuel is returned to the
inter-stage section through the bypass port. Ports are provided for filter supply
pressure and filter discharge pressure.
ENGINE FUEL SYSTEM - FUEL FILTER
FUEL PUMP
ADAPTER
AFT SIDE GEARBOX

DISCHARGE
FUEL PUMP PORT TO HMU
ADAPTER FUEL
FILTER
FUEL FILTER O-RING
FUEL FILTER V FLANGE
DIFF PRESSURE MOUNT SEAL
SWITCH PORTS COUPLING
DISCHARGE FUEL
PORT TO HMU INLET
FUEL
INLET RETURN PORT
FROM HMU INTERSTAGE
STRAINER
PUMP SPLINE
DRIVE SHAFT
FUEL PUMP
INTERSTAGE FWD
PRESSURE
TRANSMITTER
MOUNT
FUEL/OIL HEAT FUEL/OIL HEAT
EXCHANGER MOUNT EXCHANGER
DRAIN PLUGS FWD
RIGHT PUMP VIEW LEFT PUMP VIEW
FUEL PUMP
Purpose
The fuel filter removes particles from the fuel that are large enough to cause
contamination/damage to the using systems.
Location
The fuel filter is bolted to flanged ports on the side of the fuel pump.
Characteristics
The filter element is a disposable unit. It is made of an epoxy impregnated

inorganic glass/polyester compound, pleated and supported with a course
aluminum mesh. Each end has a seal ring.
A relief valve in the filter body allows fuel to bypass an obstructed filter element
at 35+/-5 psid. A wash screen with a relief valve is located in the filter body to
screen the servo fuel. The relief valve opens at 15+/-5 psid.
A servo fuel outlet port is located on the filter.
Removal and Installation
The fuel filter element is reversible allowing either end to be inserted into the
filter bowl during replacement. During installation the filter bowl is installed hand
tight only.
ENGINE FUEL SYSTEM - SERVO FUEL HEATER

SERVO FUEL
OUTLET PORT
FUEL FILTER SERVO

DIFFERENTIAL FUEL
PRESSURE SWITCH HEATER HMU
MAIN FUEL
FUEL OUT FUEL PUMP
SERVO FUEL SUPPLY
OUTLET PORT PORT
WASH SCREEN
FUEL IN FUEL OUT
RELIEF
VALVE
RELIEF
VALVE SERVO
FUEL
FUEL IN OUTLET
PORT
FUEL PUMP
INTERSTAGE
FILTER PRESSURE
TRANSMITTER PORT
FUEL
SERVO FUEL FUEL FROM IDG FUEL/
OUTLET PORT TUBES HMU OIL HEAT
SEAL EXCHANGER
RING FUEL/OIL FUEL FUEL FLOW
HEAT EXCHANGER FILTER TRANSMITTER
FILTER
BOWL
FILTER
ELEMENT
SEAL
RING (2)
BYPASS
FUEL FILTER
Purpose
The servo fuel heater heats the fuel used for HMU servo operations to prevent
icing of the fuel.
Location
The servo fuel heater is bolted to a bracket in the accessory compartment on

the right side of the Accessory Gearbox.
Characteristics
Hot oil from the engine lube system enters the heater through a relief valve
assembly to flow around fuel heater tubes. The relief valve opens at 60 psid if
the oil passage become blocked or attempting to start the engine in cold
weather. Baffles force the oil to change direction four times before exiting the
heater. Fuel passes straight through the heater tubes, without bypass,
absorbing heat from the oil before exiting.
ENGINE FUEL SYSTEM - FUEL NOZZLES

FUEL TEMPERATURE
SENSOR VALVE
FUEL OUT
(TO HMU)
BAFFLES
FUEL
HEATER
TUBES
OIL BYPASS
VALVE ASSY
FUEL IN
(FROM FUEL
FILTER) SERVO OIL
RETURN
OIL OUT
OIL IN
FUEL
IN FUEL OUT
THERMAL
MASS
FUEL TEMPERATURE
SENSOR VALVE
1
OIL BYPASS
VALVE ASSEMBLY
OIL IN OIL OUT
1 OIL BYPASS VALVE

SHOWN IN COLD FUEL SERVO OIL
CONDITION RETURN TO GEARBOX
SERVO FUEL HEATER

Purpose As fuel flow increases with engine acceleration, the flow divider valve opens to
allow fuel through the secondary flow passage.
The fuel nozzles distribute and atomize the fuel within the combustion section.
Heat Shield
Location and Access
The heat shield prevents excessive temperatures from reaching the flow
The 30 fuel nozzles are mounted through the compressor rear frame (CRF). passages.
Access is by opening the thrust reversers.
Maintenance Practices
Characteristics
Be certain that a fuel nozzle is replaced with the same type (color band and part
The nozzles are flange-mounted to the CRF. They are numbered 1 through 30, number). The metallic gasket may require tape to hold it in place during
clockwise from the top. Each nozzle includes an inlet check valve, a primary installation. If tape is used, it must be removed prior to final torquing.
flow passage, a secondary flow passage, a flow divider valve, a heat shield, and
an air shroud. There are 2 different type nozzles. Each is identified with a
colored aluminum identity band on the nozzle. Nozzles with blue identity bands
are used as pilot light nozzles at locations 15 and 16 only. Nozzles with
aluminum color identity bands are used at all other locations.
If replacing nozzles be sure to install the proper part numbers in the proper
locations.
Inlet Check Valve
The inlet check valve is closed when fuel pressure is less than 20 psid. This
prevents the fuel manifold from draining into the combustor when the engine is
shut down.
Primary Flow Passage
At low fuel flows, during starting and acceleration to idle, the primary flow
passage is used. The flow divider valve is closed.
Fuel nozzles 15 and 16 (blue band) have richer primary flows to help prevent
deceleration flameouts.
Secondary Flow Passage

FUEL FUEL
MANIFOLD MANIFOLD
KNURLED NUT
FUEL TUBE NUT
FUEL NOZZLE
FEEDER MANIFOLD
COUPLING (SHROUDED COUPLING)
PACKING
FWD
1 30
AFT
FUEL
LOOKING NOZZLE
FORWARD
FUEL
15 16 MANIFOLD
FROM IDG FUEL/OIL

HEAT EXCHANGER
COUPLING
FUEL NOZZLES
ENGINE FUEL SYSTEM - FUEL FILTER BYPASS & INTER- If the differential pressure decreases to 18 psid or less, the ground signal to
EICAS is removed. The filter bypass valve does not open until approximately
STAGE PRESSURE TRANSMITTER 35 psid, therefore, the indication is for impending fuel filter bypass, and does not
necessarily indicate that bypass has occurred.
General
Fuel indicating systems fuel pump inter-stage pressure and fuel filter bypass
warning. The indications can be seen on the Primary Engine Page, and the
“PERF/APU” page.
Fuel Pressure Transmitter
The fuel pressure transmitter measures the inter-stage fuel pressure in the fuel
pump. This indication can be viewed on the “PERF APU” page on the lower
EICAS display. The fuel pressure transmitter sends an electrical analog signal
to the EICAS computer system for display on the EICAS PERF/APU page.
The transmitter is an external component attached to the fuel pump adjacent to

the fuel filter.
Fuel Filter Bypass Indication
The fuel filter bypass indication system provides a display in the flight
compartment of excessive differential pressure across the fuel filter. The
system signifies an impending filter bypass situation by using a differential
pressure switch to generate an EICAS message. The system uses an EICAS
status and maintenance message for indication.
The fuel filter differential pressure switch signal is sent to the EICAS computers.
Fuel tubes connect the switch to the filter supply and outlet ports on the fuel
pump. The fuel filter differential pressure switch is mounted by a bracket to the
top of the Fuel Filter.
System Operation
When blockage of the fuel filter causes a differential pressure across the filter of
21 psid or greater, the fuel filter differential pressure switch sends a ground
Signal to EICAS. EICAS then generates a C level message “L(R) ENG FUEL
FILT” after a 10 second time delay.
FUEL FILTER
FUEL
18 PSI FLOW
L/R ENGINE FUEL PUMP

L/R ENG FUEL
10SEC
FILT "C"
21-26 PSI
PRIMARY ENGINE DISPLAY
L/R FUEL FILTER
DIFFERENTIAL EICAS
PRESSURE SWITCH
DIFFERENTIAL PERF/APU
GROSS WT 187.6
CAS 245 TAT+12.0
70 OIL PRESS 70 MACH 0.615 ALT 21030
105 OIL TEMP 105
18 OIL QTY 18
85.0 N1 MAX 104.0
FUEL OUTLET TUBE 81.2 N1 CMD 81.2
81.2 N1 ACT 81.2
141.7 TRA SEL 141.7
625 EGT 625
67.7 67.7
FUEL PUMP FUEL FILTER VIB
12.312
N2
FF 12.312
PRESSURE SWITCH FUEL PRESS.
1.2
0.9
FAN
LPT
1.2
0.9
86 FP 86
40 DUCT PRESS 40
TRANSMITTER 1.1 N2 1.1
350 BURN PRESS 350
1.2 BB 1.2 120.5 T/R 120.5
28V AC
R BUS
L/R ENG
FUEL PRESS PERF/APU
VENT
P11
FUEL SUPPLY
(INLET) TUBE
ENG FUEL
PRESS L/R EICAS
MUX A/D DISPLAY
FWD
HARDWARE
FUELSUPPLY SOFTWARE
ENGINE DRIVEN FUEL PUMP
L/R ENG FUEL PUMP EICAS
FUEL FILTER BYPASS AND INTERSTAGE PRESSURE TRANSMITTER

ENGINE FUEL SYSTEM - FUEL FLOW INDICATION
General
The fuel flow indication system provides fuel flow indication to the flight crew in
LBS/ph. These indications are also delivered to the FMS for fuel economy
calculations. The system is operated completely automatically.
System Operation
The time interval between start and stop pulses is measured by the EICAS
computers, and converted to fuel flow rate. this information is sent to the EICAS
computer by the EEC. The resulting fuel flow is displayed on the secondary
engine display on EICAS. the measurement is read in KG/ph and LBS/ph as
programed by the EICAS computers programing. This indication can also be
viewed in a digital format on the “PERF/APU” maintenance page.
Interfaces
A digital signal of the flow rate is sent from EICAS to the FMC. The FMC uses
fuel flow to calculate a total fuel quantity for comparison with the FQIS total.
Normal fuel flow is 500 to 600 LBS/ph (227 KG/ph) at engine ignition light-off.
Fuel flow at idle should be approximately 1279 to 1588 LBS/ph (580-720 KG/
ph).
SECONDARY ENGINE
DISPLAY
FUEL FUEL
IN OUT
FUEL
FILTER
STOP PULSE
(REF)
COMMON
EEC EICAS 428 EGT 428
73.2 N2 26.5
START PULSE 4.310 FF 1.705

75 FP 35
40 DUCT PR 40
390 BURN PR 390
-90.1 T/R 120.5
OIL T YEL EGT RED
PERF/APU PAGE
FLOW DIRECTOR SWIRL CIRCUMFERENTIAL IDG FUEL/OIL

(DOUBLE SPRING GENERATOR MAGNETS COIL (STOP) HEAT EXCHANGER
FINGERS) TURBINE (REF)
RESTRAINING
SPRING
FUEL
FLOW
DIRECTION
FUEL FLOW
TRANSMITTER
START SIGNAL BLADE

ROTOR
COIL
STOP
COMMON SIGNALS TO EEC
START
FUEL FLOW TRANSMITTER
ENGINE AIR CONTROL - GENERAL DESCRIPTION Variable Bypass Valve (VBV) System
The VBV system with the VSV system gives optimum compressor airflow. The
General
VBVs control the airflow into the high pressure compressor. Servo fuel
pressure from the HMU operates the VBVs with control coming from the EEC.
Engine air systems are designed to improve engine efficiency, increase
performance and protect the engine from engine surge/stall.
The engine air system controls the flow of air with these systems:
• Accessory cooling
• Turbine Case Cooling System
• Compressor Variable Stator Vanes (VSV)
• Compressor Variable Bypass Valves (VBV)
External valves control the air flow for cooling. Compressor control is
accomplished with Variable Stator Vanes (VSV) and Variable Bypass Valves
(VBV). The systems are controlled by the Electronic Engine Control (EEC) and
the HydroMechanical Unit (HMU).
Core Compartment Cooling System
Fan air is used for cooling the engine core-mounted accessories. The single
Core Compartment Cooling Valve (CCCV) is controlled by the EEC. Engine
11th stage air is used as muscle pressure to close the valve and it is spring
loaded (Fail Safed) to the open position.
Turbine Case Cooling System
Turbine case cooling, or Active Clearance Control (ACC), cools the outside
surface of the turbine cases which reduces the internal turbine blade tip
clearance. The turbine case cooling controls case expansion keeping the
internal blade tip clearance small. The HPT turbine case cooling valve controls
the amount of fan air to the HPT. The HPTC valve is operated by servo fuel
pressure from the HMU and is controlled by the EEC. The Low Pressure
Turbine (LPT) cooling air is not controlled.
Variable Stator Vane (VSV) System
The VSV system maintains optimum airflow in the high pressure compressor for
all engine speed ranges. It is operated by servo fuel pressure from the HMU
and is controlled electronically by the EEC
N1
P
N2 0
T
TAT 2.5
EEC
FEEDBACK CHAN B FEEDBACK CHAN B
FEEDBACK CHAN A FEEDBACK CHAN A
VARIABLE
BYPASS VARIABLE
LEFT LEFT
VALVES (12) STATOR
(VBV) EHSV HMU EHSV
VANES (VSV)
RIGHT RIGHT
VBV ACTUATOR VSV ACTUATOR

(2) (2)
VARIABLE BYPASS
VALVES (VBV) (12)
LOW PRESSURE HIGH PRESSURE

COMPRESSOR COMPRESSOR
HPC INLET
GUIDE VANES
(VARIABLE)
VARIABLE
STATOR VANES
(VSV)
SERVO FUEL
PRESSURE HYDROMECHANICAL
UNIT (HMU)
COMPRESSOR AIRFLOW CONTROL SYSTEM
ENGINE AIR CONTROL - VARIABLE BYPASS VALVES
General
The Variable Bypass Valves (VBVs) control the HPC inlet airflow. The 12 valves
use hydraulic actuators. Servo fuel from the HMU is used as the hydraulic fluid
to operate the actuators, scheduling is controlled by the EEC.
The VBV components are located in the fan frame. Twelve valves are
modulated in unison by two actuators. The VBVs are open at low power and
move toward closed as power increases. The open valves divert a portion of
the LPC primary discharge from the HPC to the secondary flow path.
Each VBV actuator has a Linear Variable Differential Transformer (LVDT) to

send feedback signals to the EEC. The actuator LVDTs on the left side of the
engine are excited by and send feedback signals to EEC channel A. The right
side actuator LVDTs are excited by and send feedback signals to EEC
channel B.
General Operation
The EEC uses input signals from engine sensors to control Electro-Hydraulic
Servo Valves (EHSVs) on the HMU. The EHSVs use servo fuel to move the
VBV actuators. The two actuators are connected by a unison ring to all 12
VBV’s. The EEC increases signal current to the EHSV in proportion to N2. The
EHSV sends servo fuel pressure to the actuators to move them to the
commanded position.
FAN FRAME FEEDBACK
BELLCRANK
STRUT COMMAND
CHANNEL A
COMPRESSOR
CASE PISTON CHANNEL B
FEEDBACK
COMMAND
EEC
RIGHT
ACTUATOR
BYPASS VALVE
(12)
FWD
UNISON
RING LEFT
ACTUATOR
HMU
VARIABLE BYPASS VALVE (VBV)
ENGINE AIR CONTROL - VARIABLE STATOR VANE SYSTEM MAINTENANCE TIP
The actuator guide can only be fitted to the actuator lever one way. The word
Introduction
AFT is embossed on the rear of the actuator to ensure proper installation.
Two VSV actuators position the stator vanes to control the airflow through the
If the actuator is not installed properly, the engine will surge when operated.
HPC to prevent compressor surge.
Access to the VSV system components is under the thrust reverser halves.
General
The VSV system components include these components:
• Two actuators
• Two actuation levers
• Six actuation rings connected to VSV lever arms
VSV Actuators
The VSV actuators are a double-action piston type located at the 3:00 and 9:00
positions on the HPC case forward flange.
Operation
The Variable Stator Vanes (VSVs) control the HPC airflow. Both valves use
hydraulic actuators. Servo fuel from the HMU is used as the hydraulic fluid to
operate the actuators, scheduling is controlled by the EEC.
The VSV include the HPC inlet guide vanes and the first five stages of the HPC
stator vanes. Modulation of these vanes permits optimum compressor
performance throughout the engine operating range. The VSV components are
on the forward HPC case. The VSVs are varied in unison by two VSV
actuators. They are closed at low power and modulate open as power
increases.
An electrical connector on each actuator provides position feedback to the EEC

from an LVDT inside the actuator. The left actuator LVDT is excited by and
sends position feedback signals to EEC channel A. The right actuator LVDT is
excited by and sends position feedback signals to EEC channel B.
ACTUATION
LEVER (2)
VSV
ACTUATOR
SEE A
STATOR
VANE
(TYP)
ACTUATION
RINGS (6)
VSV LEVER
ARM (TYP) FEEDBACK
POSITION
COMMAND
CHANNEL A
CHANNEL B
FEEDBACK
POSITION
CONNECTOR HEAD END FUEL PRESSURE COMMAND
TO EEC
ROD END FUEL PRESSURE
EEC
HEAD END
PISTON
ROD END
FAN
FRAME ACTUATOR
LEVER
VARIABLE STATOR
VANE ACTUATOR
FWD
(3:00 AND ACTUATOR GUIDE
9:00 POSITIONS) A HMU
VARIABLE STATOR VANE SYSTEM (VSV)
ENGINE AIR CONTROL - VSV AND VBV CONTROL
General
The logic schedule for VSV and VBV control are incorporated into the EEC
software. The VSV’s are modulated as a function of actual N2, T2.5, and PO.
The VSV’s are modulated as a function of actual N1. TAT, and VSV positions.
When the engine is started, the VBV’s are open and the VSV’s are closed. As
the engine accelerates, the EEC commands the EHSV to signal the VSV
actuators to gradually open the vanes. The position feedback signal tells the
EEC that the actuators have moved to the commanded position. The VSV
position is also used by the EEC to schedule the position of the VBV’s. The
VBV actuators get fuel pressure signals to gradually close as power increases.
At high power, the VSV’s are fully open and the VBV’s are fully closed. The
opposite occurs during power reductions.
Modulation Schedule Revisions
The EEC increases compressor stall margin during rapid decelerations ( throttle
chop) and reverse thrust operations.
Rapid decelerations are sensed by the EEC. The large mass of the fan does
not decelerate as quickly as the high pressure compressor. This causes an
overload of airflow at the HPC inlet. To prevent a compressor stall, the EEC
revises the normal VBV schedule so that the VBV’s are opened an additional 30
square inches. When the EEC senses that the decelerations of the fan and
compressor have stabilized, it returns to the normal VBV schedule.
During reverse thrust operation, the reversed fan air disturbs the airflow at the
engine inlet. To ensure the engine does not stall, the EEC revises the normal
VBV schedule so that the VBV’s are open an additional 30 square inches until
reverse thrust is stopped.
The VSV’s are closed an additional four degrees from the normal schedule
during reverse thrust.
FULL
THROTTLE
CLOSED 2
CHOP 30 IN
NORMAL VSV
SOFTWARE SCHEDULE
REVERSE THRUST
VBV SOFTWARE SCHEDULE
NORMAL VBV
VSV ANGLE
SOFTWARE SCHEDULE
VBV AREA
REVERSE THRUST
VSV SOFTWARE SCHEDULE
THROTTLE CHOP
N1/N2 DECELERATION 4 DEGREES
STABILIZED
FULL
OPEN
N2
VSV AND VBV CONTROL

ENGINE AIR CONTROL - ENGINE COOLING SYSTEMS
General
The engine cooling system controls the flow of air for these components:
• Accessory cooling
• Turbine Case Cooling
External valves control the air flow for cooling. The systems are controlled by
the Electronic Engine Control (EEC) and the HydroMechanical Unit (HMU). A
single Core Compartment Cooling Valve (CCCV) is operated for core cooling.
Also, a single High Pressure Turbine Cooling Valve (HPTCV) is operated to cool
HPT case.
Note: The LPT case is cooled continuously throughout the full range of
engine operation. There is no control valve provided for this
operation.
Core Compartment Cooling System
Fan air is used for cooling the engine core-mounted accessories. The single
Core Compartment Cooling Valve (CCCV) is controlled by the EEC and
operated using 11th stage muscle air pressure.
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 tip clearance. The
turbine case cooling controls case expansion keeping the internal blade tip
clearance small thus improving engine efficiency. The HPT turbine case cooling
valve controls the amount of fan air to the HPT. The HPTC valve is operated by
servo fuel pressure from the HMU which is controlled electronically by the EEC.
CORE COMPARTMENT LPTC
COOLING MANIFOLD MANIFOLD
HPTC FAN AIR
CORE COMPARTMENT MANIFOLD
COOLING VALVE TO IGNITION
(CCCV) LEADS (REF)
HPTC
VALVE
HMU
FAN
EEC
AIR
LEFT SIDE RIGHT SIDE
EEC
CCCV
SOLENOID
EHSV
HMU
LEGEND
11TH STAGE
SUPPLY AIR
11TH STAGE
CONTROL AIR
CCCV HPTC
SERVO FUEL VALVE
ENGINE COOLING SYSTEM
ENGINE AIR CONTROL - COMPRESSOR DISCHARGE TEM-

PERATURE SENSOR (T3)
General
The T3 sensor measures HPC discharge air temperature. The EEC uses this
temperature to sequence the HPTC active clearance control valve.
The T3 temperature sensor is mounted to the forward end of the compressor

rear frame at the 11:30 position. The T3 sensor has dual chromel/alumel
thermocouples, one for each engine EEC channel. A single electrical connector
sends both outputs to the cold junctions inside the EEC. The connector is
located above the EGT shunt junctions box on a bracket on the LPT cooling air
tube. The outputs from the T3 sensor go to the connector through a metal
cased ceramic sheathed lead.
CRF FORWARD T3 SENSOR
FLANGE
T3 SENSOR
CRF ACCELEROMETER
(REF)
CRF FORWARD
FLANGE
T3 SENSOR
LEAD
CRF ACCELEROMETER
(REF)
T3 ELEC T3 SENSOR
CONNECTOR T3 SENSOR LEAD
CABLES CONNECTOR
LPT COOLING
AIR TUBE (REF)
EGT JUNCTION
BOX (REF)
COMPRESSOR DISCHARGE TEMPERATURE SENSOR (T3)

ENGINE AIR CONTROL - CORE COMPARTMENT COOLING

VALVE CONTROL
Valve Operation
The EEC controls the flow of eleventh stage air used to close the CCCV through
the CCCV solenoid. The solenoid has two electrically independent coils. Each
is controlled by a different channel of the EEC. There is no position feedback
from the CCCV. The EEC energizes the CCCV solenoid to close the valve
during these conditions:
• N1 is greater than 86 percent

• Ambient pressure is less than 7.95 psia (17,000 foot altitude)
• T49 (EGT) is less than 699C
• Engine acceleration rate is less then 70 RPM per second
• Commanded N2 is not more than five percent more than the actual N2
+16V DC
TAT N2 >70 RPM/SEC
>86% ACCEL
N1 ACT 1.2 SEC
CLOSE
<7.95 PSIA COMMAND >150 RPM/SEC
P0
<699C ACCELERATION DETECTOR
T4.9
(EGT)
DISABLE
ESCV POSITION SELECT LOGIC
(CRUISE CONFIGURATION)
N2 CMD CHANNEL A
DIFF >5% DISABLE CHANNEL B
N2 ACT SAME
AS
ACCELERATION COMMAND CH A
DETECTOR
EEC
FAN AIR
OPEN
CCCV SOL CCCV
INTERNAL ENG COOLING AIR FLOW

11TH TO HPT SECOND STAGE NOZZLES AND BLADES
STAGE
AIR UNCONTROLLED
CCCV CONTROL
ENGINE AIR SYSTEM - CCCV SYSTEM THE BUTTERFLY VALVE TO STAY IN THE OPEN POSITION
AND YOU CAN NOT REMOVE THE VALVE WITHOUT
REMOVAL OF ADDITIONAL DUCTING.
General
The core compartment cooling system supplies controlled cooling air for the
core-mounted engine accessories. The system decreases the core cooling at
low power and high altitudes to conserve primary air. The system has one Core
Compartment Cooling Valve (CCCV). The valve is controlled by the CCCV
solenoid. The EEC controls the solenoid.
Core Compartment Cooling Valve (CCCV)
The core compartment receives fan air for cooling through the CCCV and
manifold. The valve is located at the 10:00 position on the HPC case. The
butterfly-type valve is spring-loaded open. When the valve is open, airflow is
not restricted. It closes when eleventh-stage air is sent to the diaphragm in the
valve actuator. When the valve is closed, the cooling airflow is reduced, but not
cut off completely. A position indicator on the actuator indicates valve position.
The manifold sends airflow to these items:
• HPC case
• IDG
• Hydraulic pump
• Fuel pump
CCCV Solenoid
The CCCV solenoid controls the flow of eleventh-stage air. The solenoid valve
is spring-loaded closed. The eleventh stage air pressure comes from the supply
duct on the left side of the engine. When the solenoid is energized, the
eleventh-stage air pressure is directed to the CCCV to close it.
MAINTENANCE TIP
To remove the valve, move the butterfly to the closed position against spring
pressure. The butterfly valve shaft is attached to the valve position indicator
with a roll pin. The valve position indicator has a hexagonal nut casting that can
be moved with a 7/16-inch wrench.
CAUTION: IF YOU USE TOO MUCH TORQUE DURING MANUAL CLOSING

OF THE VALVE, THE ROLL PIN WILL SHEAR. THIS CAUSES
MANUAL/LOCK OPEN
SCREW/PIN STOWAGE
CLOSED OPEN
ELECTRICAL
CONNECTOR VALVE POSITION
INDICATOR
SOLENOID 11TH
STAGE TOP VIEW
AIR
CHANNEL A
16V DC
CHANNEL B CORE COMPARTMENT
COOLING MANIFOLD
EEC
FLOW ARROW
BUTTERFLY
VALVE
FAN AIR
DUCT CORE COMPARTMENT
COOLING VALVE (CCCV)
CCCV SYSTEM
ENGINE AIR - TURBINE CASE COOLING The growth calculators receive multiple engine sensor inputs and insure 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.
Introduction
The turbine case cooling (active clearance control) system uses separate
manifolds to cool the LPT and HPT cases. The HPTC valve controls the fan air
to the HPT manifold. There is no valve for the LPTC manifold. The LPTC and
HPTC manifolds send fan air onto their respective turbine cases. This
decreases case expansion which decreases turbine blade tip-to-case clearance
and increases turbine efficiency.
Description
The HPTC valve is located on the right side of the engine at the 1:00 position
near the eleventh-stage bleed manifold.
HPTC Valve
A hydraulic piston actuator controls the butterfly-type HPTC valve. Hydraulic

fluid pressures received from Electro-Hydraulic Servo Valve (EHSV) in the
HydroMechanical Unit (HMU) controls the modulation of the valve. The EEC
controls the EHSV. The valve assembly has two Linear Variable Differential
Transformers (LVDTs) which supply valve position signals to the EEC. There is
an electrical connector for each LVDT. One LVDT is excited and read by EEC
channel A. The other LVDT is excited and read by EEC channel B.
The valve is commanded open when the pressure altitude is above 15,000 feet
and N2 speed is between 82 and 98 percent.
Operation
These are software components in the EEC channel processors:
• Turbine growth calculators

• HPTC command calculators
• Demand calculators
• Valve drivers
HPTC
HPTC VALVE VALVE
POSITION FEEDBACK
N1 ACT FEEDBACK
HPT
DIMENSIONAL HPTC
N2 ACT HPTC HPTC
CALCULATOR COMMAND HPTC
DEMAND VALVE
PT SIZE ERROR EHSV
CALCULATOR HPT CALCULATOR HPT DRIVE
CMD DMD
TAT
SERVO
PO SERVO
REGULATOR FUEL
IN
PS3
T25 HMU
T3
T49
ACTIVE CHANNEL
EEC
TURBINE CASE COOLING CONTROL

ENGINE AIR CONTROL - TURBINE CASE COOLING (TCC OR

ACC)
Description
The turbine case cooling system uses separate manifold to cool the LPT and
HPT cases. The fan air to the HPT manifold is controlled by the High Pressure
Turbine Cooling Valve (HPTCV). Then LPTC and the HPTC manifolds encircle
and direct fan air onto their respective turbine cases. This reduces case
expansion, thus minimizing turbine blade tip to case clearance which increases
turbine efficiency.
The HPTCV is mounted on the right 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 air pipes through which they receive fan air.
HPTCV
The HPTCV is a butterfly type valve controlled by a hydraulic piston actuator.

Modulation of the valve is operated by a hydraulic fluid pressure received from
an EHSV on the Hydro Mechanical Unit (HMU). The EHSV is controlled by the
EEC. The valve assembly has two Linear Variable Differential Transformers
(LVDT’s) which supply valve position signals to the EEC. There is an electrical
connector for each LVDT. One LVDT delivers feed back to channel A and the
other to channel B of the EEC.
FAN AIR LPTC
SUPPLY DUCT MANIFOLD HPTC HPTC
MANIFOLD VALVE
FAN AIR
SUPPLY DUCT
ACTUATOR LVDT
ROD END
HEAD END
REF
CH A
HPTC
SERVO PRESS
VALVE
EHSV
(EHSV)
CH B PRESS
BUTTERFLY
FLOW ARROW VALVE
EEC HMU
VALVE
(TYPICAL)
TURBINE CASE COOLING (ACTIVE CLEARANCE CONTROL)
ENGINE AIR - INDICATIONS
General
Position indications show on the EPCS page for these engine air system
components:
• Variable Stator Vane (VSV) actuators

• Variable Bypass Valve (VBV) actuators
• High Pressure Turbine Cooling (HPTC) valve
These parameter values show on the EPCS page for the temperatures and
pressures for control of engine air system components:
• Ambient (static) pressure (P0)

• HPC discharge (burner) static pressure (PS3)
• HPC inlet temperature (T2.5)
• HPC discharge (burner) temperature (T3)
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 for the
indications are from -5.0 percent to 105.0 percent.
The P0 pressure indication range is from -1.5 to 20 PSIA, the PS3 indication
range is from -5 to 600 PSIA, the T25 indication range is from 55 to 160C, and
the T3 indication range is from -55 to 650C.
A box surrounds the EEC channel that is in control.

EPCS
A B A B
-5.0 105.0 VSV 25.3 84.3

-5.0 105.0 VBV 58.5 0
-127.5 127.5 TRA 33.9 71.1
-80 90 T 12 15 15
-1.5 20.0 P0 14.7 14.7
-5 105 HPTC 0 35
-5.0 105.0 T/R L 0.0 0.0
-5.0 105.0 T/R R 0.0 0.0
-55 160 T 2.5 18 90
-55 650 T3 172 504
-5 600 PS3 48 381
1 DISPLAY VALUE LIMITS

1 1 2 3
2 TYPICAL IDLE VALUES
3 TYPICAL CRUISE VALUES
EPCS PAGE
ENGINE AIR SYSTEM EICAS INDICATIONS

ENGINE AIR - ENGINE AIR SYSTEM - OPERATION
Variable Stator Vanes
The VSVs move from fully closed during starting to fully open at takeoff power.
The modulation schedule changes during reverse thrust operation. The VSVs
fail-safe closed.
Variable Bypass Valves
The VBVs move from fully open during starting to fully closed at takeoff power.
The modulation schedule changes during rapid deceleration and reverse thrust
operation. The VBVs fail-safe open.
Core Compartment Cooling Valves
The CCCV is closed at stabilized cruise power when the aircraft is above
17,000 feet altitude and the EGT is less than 699C. Cooling airflow to engine
accessories is reduced when the CCCV is closed. The CCCV is fail-safe open.
HPTC Valve
The HPTC valve opens at cruise power settings when the aircraft is above
17,000 feet altitude and N2 is between 82 percent and 98 percent. Turbine
case cooling airflow is increased when the valve is open. The HPTC valve is
fail-safe closed.
ENGINE TAKE-
RAPID FAIL/
NAME OF SUBSYSTEM SHUT IDLE OFF CRUISE REV
DECEL SAFE
DOWN POWER
CORE COMPARTMENT COOLING N/A

VALVE
1 1 1
HPTC VALVE N/A
VARIABLE STATOR VANES

(VSV)
2
VARIABLE BYPASS VALVES

(VBV)
3 3
= MODULATING
1 ABOVE 17,000 FT, N2 STABILIZED, EGT LESS THAN 699C
= OPEN
2 MOVE 4 DEGREES TOWARDS CLOSE
= CLOSED
3 OPEN ADDITIONAL 30 IN2

= REDUCED FLOW
ENGINE AIR SYSTEM - OPERATION

ENGINE INDICATING SYSTEM - SYSTEM OVERVIEW Temperature Indication (EGT)
An Exhaust Gas Temperature indication is used to monitor the Engine

General
Temperature. Thermocouple Probes are located between the High and Low
Pressure Turbines. The EGT system utilizes Eight (8) Chromel-Alumel
Engine indicating systems include
Thermocouple Probes installed on the Low Pressure Turbine forward case
(Station T49). The probes are electrically connected in parallel to provide a
• Power Indication
voltage to the EICAS Computers that is proportional to Exhaust Gas
• Vibration Monitoring
Temperature. The EGT is displayed on the Upper EICAS Display. EGT is also
• Temperature Indication
displayed on the Standby Engine Indicator.
• Power Management Control Monitoring
• Oils System Indication
• Fuel System Indication Propulsion Interface Monitoring Unit (PIMU)
The EEC Micro-Processors are both monitored by a Propulsion Interface

Power Indication
Monitoring Unit (PIMU) located in the Main Equipment Center. Indication that
an EEC fault has been stored in the monitor is provided by an EICAS display of
The primary power indication is the Low Pressure Rotor Speed, or N1, given in
a "PIMU" Maintenance Message.
percent rpm. The N1 Rotor Speed is measured by an Electromagnetic Sensor
and a 38 Tooth Rotor in the "A" Sump of the engine. An Electromagnetic Pulse
is generated in the Sensor Coils each time a Tooth passes. The pulses per unit Oil Indication systems
of time are measured by the EICAS Computers, Standby Engine Indicator, EEC,
or by the Fan Trim Box as appropriate, and converted to an N1 rpm signal. The Oil systems report information that includes:
signal is presented on the upper EICAS display. The signal is displayed digitally
on the Standby Engine Indicator. The signal is used by the EEC for • Oil Pressure
Computations and trimming. • Low Oil Pressure
• Oil Filter DP Indication
The N2 Rotor Speed is provided by a seperate sensor mounted to the front of • Oil Temperature
the accessory gear box. The N2 sensor generates a Frequency that is • Oil Quantity
proportional to N2 Rotor Speed. The EICAS Computers and Standby Engine
Indicators convert the Frequency to a N2 rpm Display. The N2 is presented on These indications are reported to EICAS as wel as the SEI for reporting, and
the Lower EICAS Display Unit when the "ENGINE" EICAS switch is selected. fault annunciation in the cockpit.
The N2 is displayed Digitally on the Standby Engine Indicator also.
Fuel Indication Systems
Airborne Vibration Monitoring (AVM)
The fuel indication system reports inter-stage fuel pressure and fuel flow to the
Two Sensor Probes, employing Piezoelectric Crystals to sense vibration of the EICAS systems as well as the FMS. This is used by the FMS to calculate fuel
rotors, are utilized to monitor the engine vibration. A Vibration Monitor unit in economy along with the software profile loaded. Also, fuel differential pressure
the Main Equipment Center prepares the sensor signals for the EICAS display. (DP) is measured across the Main fuel filter. This is reported to EICAS if this
pressure differential becomes too great.
N1 SPEED SENSOR EGT PROBE (8)
CRF ACCELEROMETER
N2 SPEED SENSOR
N2 SPEED
ALTERNATE ACCELEROMETER CARD
P50
NO.1 BRG ACCELEROMETER PIMU

(E1/E2)
EEC
AVM
SIGNAL CONDITIONER
EICAS (E8)
PERF/APU
TAT +13c D-TO +15c GROSS WT 187.6 ENG EXCD
ENG 2 FIRE 81.1 81.1
L GEN OFF 756 756 70 OIL PRESS 70 CAS 245 TAT +12.0
PARKING BRAKE 65 OIL 65 105 OIL TEMP 105 MACH 0.615 ALT 21030
PRESS N2 18 OIL QTY 18
N1 VIB 85.0 N 1 MAX 104.0
120
OIL
120 6.4 FAN 81.2 N 1 CMD 81.2
CABIN CALL TEMP 6.4 1.2 1.2
577 577 81.2 N 1 ACT 81.2
GROUND CALL 0.9 LPT 0.9 141.7 TRA SEL 141.7
15 OIL QTY 15 1.1 N2 1.1 625 EGT 625
1.2 BB 1.2 67.7 N2 67.7
FF 12.312 FF 12.312
EGT VIB APU: FP
1.2 1.2 86 86
EGT 640 R EGT REDLINE
BB N2 40 DUCT PRESS 40
RPM 99 967
965 :05.4
955 :12.3
945 :16.8
APU OIL QTY 935 :19.3
PRIMARY ENGINE DISPLAY SECONDARY ENGINE DISPLAY PERFORMANCE/APU PAGE ENGINE EXCEEDANCE PAGE
INDICATING SYSTEM OVERVIEW

ENGINE INDICATION SYSTEM - STANDBY ENGINE INDICA-

TOR (SEI)
Purpose
The SEI provides backup N1, EGT and N2 indications when EICAS is un-
powered, or otherwise not displaying the primary engine parameters.
Features
The SEI utilizes LEDs for its displays. Six displays show N1, EGT, and N2 for
both engines. The unit has its own power supply and circuitry. A test switch is
built in to allow testing the SEI for correct operation. The SEI indicates
malfunctions on both N1 displays. A two-position switch on the face of the unit
allows either AUTO or ON to be selected. In AUTO the SEI display is inhibited if
EICAS primary engine parameters are available. Should both EICAS
computers or both EICAS displays become inoperative, the SEI will
automatically begin displaying it’s parameters if the engine is operating. The
SEI display is continuous in the ON position.
Interfaces
The SEI receives analog input signals from the EEC on the FADEC engine.
These indications are only available when the EEC is powered.
Note: The SEI as delivered from the supplier is adaptable to different

model engines. The words FAIL NO LIMIT appear on the face of
the indicator. The correct placard for the GE CF6-80C2F engine
must be removed from the old SEI and installed on the new unit
before the unit is installed in the panel.
EPR
FAIL FAIL
NO NO
LIM LIM
N1 SUPPLIER
PLACARD (2)
EGT
FAIL FAIL
NO NO REMOVE
LIM LIM COVERPLATE (2)
N2
AUTO/ON
AUTO SWITCH
ON
TEST
AS DELIVERED BY SUPPLIER SWITCH
ADD OPERATIONAL
PLACARDS (2)
EPR
117.4 N1 117.4 OPERATIONAL

PLACARDS
960 EGT 960
112.5 N2 112.5
AUTO
ON
AS INSTALLED ON AIRPLANE 1
STANDBY ENGINE INDICATOR (SEI)

ENGINE INDICATING SYSTEM - ENGINE TACHOMETER SYS- The three coil-induced speed signals are sent through two separate electrical
connectors. One coil output goes through one connector to EEC channel A.
TEM The other two coil outputs go through the second electrical connector - one
output to EEC channel B, and the other output to EICAS and the AVM. All three
General outputs are identical.
There are two engine tachometer indications. The low pressure shaft speed is The output of the N1 sensor is also used during the fan trim balance procedure.
called N1. The high pressure shaft speed is called N2. N1 is the primary thrust One of the ferromagnetic teeth provided on the sensing wheel is taller than the
indication. An N1 speed sensor on the fan case provides the output signals. rest, and the pulse it produces is stronger. This stronger pulse is generated
The signal is sent to the EEC, and the Airborne Vibration Monitor (AVM). The once for every complete revolution of the fan shaft, and is used to track
EEC forwards the information in digital format to EICAS and the SEI. balancing errors in the fan assembly.
N2 is the secondary thrust indication. The EEC N2 speed sensor provides an

N2 Core Shaft Speed Sensor
N2 signal to the EEC, N2 discrete’s printed card and AVM. The EEC forwards
the information in digital format to EICAS and the SEI.
The N2 core shaft speed sensor has a permanent magnet and three electrically-
isolated coils located in the sensor tip. The sensor has a mounting flange with
Exhaust Gas Temperature (EGT) Indicating System two bolt holes. The sensor assembly is mounted on the forward right side of the
accessory gearbox, inboard of the hydro-mechanical unit (HMU). The three
N1 SENSOR coil-induced speed signals are sent through two separate electrical connectors.
One coil signal goes through one connector to EEC channel A and the other two
The N1 fan shaft speed sensor is mounted on the fan frame at the 2:00 position, coil signals go through the second electrical connector; one to EEC channel B
just aft of the No. 3 strut. The N1 sensor is a magnetic speed pickup with three and the other to EICAS, AVM and the N2 speed card.
electrically-isolated coils located in the sensor tip. The sensor has a stainless
steel housing and a mounting flange with two bolts holes. The sensor assembly The electrical outputs are AC signals whose frequency is directly proportional to
is about 20 inches long and the housing is 3/4 inch in diameter. core speed. The signals are generated by three electrically isolated coils
located just behind a permanent magnet installed at the sensing tip of the
The engine has a support tube inside the No. 3 strut and a titanium receiver to probe. When the probe is inserted through the gearbox wall, the sensing tip is
hold the sensor in place. The mounting flange spring holds the sensor tip snug brought within close clearance (.037 inch nominal) of 12 ferromagnetic lugs
against the titanium receiver to prevent vibration. The titanium receiver also installed on the forward face of an idler gear that sets between the starter drive
protects the tip from sump oil. There is a rubber bushing at the sensor housing gear and the main fuel pump drive gear. As each lug passes the tip of the
mid-pint to prevent housing vibration. sensor, it induces a voltage into each of the three coils. The starter gear is
driven directly by the horizontal drive shaft, and the idler gear is driven by the
When installed, the sensor tip is in close proximity (0.10 inch nominal) to a 38- starter gear.
tooth ferromagnetic wheel. The wheel is pressed onto the forward fan shaft in
front of the No. 2 bearing inner race. As the fan shaft rotates, each tooth passes
the sensor which induces a pulse in each of the three sensor coils. Thirty-eight
pulses are generated during each complete revolution of the fan shaft. The
pulse frequency is directly proportional to the fan shaft speed. Access to the
sensor is through the right thrust reverser half. Access to the wheel requires
major engine disassembly.
N1 SPEED
SENSOR
FAN 3 STRUT
N2 SPEED
SENSOR CORE
MOTORING
PAD
ACCESSORY GEARBOX FWD

(FWD SIDE)
ENGINE TACHOMETER SENSORS

ENGINE INDICATION SYSTEM - ENGINE TACHOMETER SYS- The round analog scale has a white arc with a red line limit. The actual N2
digital readout, box and analog pointer change color from white to red when the
TEM EICAS INDICATIONS red line limit is exceeded. During an exceedance, the scale extends to the
pointer. The highest value of N2 exceedance reached appears directly under
EICAS - Primary Engine Display the N2 digital readout box in white numbers after the exceedence event has
passed. This excessive speed information is also recorded on the engine
Actual N1 for each engine appears on the EICAS primary engine display as a exceedence page.
digital readout and as a pointer on a round analog scale. The round analog
scale has a white arc with a red line limit. This same information can be seen A magenta fuel on command line appears when the engines are shut down.
on the ‘PERF/APU maintenance page. The value is set at 15 percent N2 on the ground and 10 percent N2 in flight.
This is minimum engine speed indication for fuel command on.
A double yellow line for the N1 maximum limit is calculated by the EEC based
on current ambient air temperature and pressure, and pneumatic demand. If The analog speed information given to EICAS is compared with the N2 digital
the output from both EEC channels is invalid, signals from the TMC are used to information. Should the analog signal be 40% or less and the digital signal be
generate the yellow line. The N1 command sector shows the difference greater than idle for 10 seconds, the Status/Maintenance message “L/R Eng
between actual N1 and commanded N1. The EEC gets commanded N1 from Analog” will be displayed on the EICAS Status / Maintenance page. This
the thrust lever angle (TRA) resolver. The actual N1 speed pointer sweeps off indication alerts maintenance to the loss of N2 speed information to the AVM
the command sector as speed changes. When the engine speed is stable, and N2 Speed Card.
there is no command sector.
EICAS - PERF/APU PAGE
Actual N1 digital readout and the enclosing box appear in white. The digits, box
and analog pointer change color from white to red when the red line limit is
N1 command, N1 maximum, N1 actual and N2 actual appear in digital form on
exceeded. During an exceedance, the scale extends to the pointer. The
the PERF/APU maintenance page.
highest value of N1 exceedance appears in white digits under the N1 digital
readout. This excessive speed information is also recorded on the engine
exceedance page. EICAS - ENGINE EXCEEDANCE PAGE
The thrust reference cursor is calculated using signals from the FMC or, if the The highest N1 and N2 exceedance valves reached during engine operation
FMC is inoperative, from the TMC. The cursor is magenta in color when the appear in digital form on the engine exceedance maintenance page. The total
FMC autopilot is engaged in VNAV mode. The cursor is green in color when the time that N1 and N2 exceeded their red line limits also appears in digital form on
TMC is in control. The value of the thrust reference cursor appears in green the engine exceedance page.
above the N1 digital readout box. The thrust mode selected on the thrust mode
select panel appears in green at the top of the display.
EICAS - ENGINE SECONDARY DISPLAY
Actual N2 for each engine appears on the EICAS secondary engine display as a
digital readout and a pointer on a round analog scale. This same information
can be seen on the ‘PERF/APU maintenance page.
PERF/APU
GROSS WT187.6
CAS 245 TAT +12

MACH 0.615 ALT 21030
N1
70 OIL PRESS 35
95.2 CMD 0.0
105 OIL TEMP 70
18 OIL QTY 12 95.2 MAX 0.0
VIB
54.9 ACT 26.1
1.2 FAN 0.3 -21.54 TRA SEL 141.75
0.9 LPT 2.2 528 EGT 825
1.1 N2 0.9 104.2 N2 23.4
N1, N2 1.2 BB 2.3 12.436
86
FF
FP
15.312
84
APU:
APU: 40 DUCT PR 40
CHANNEL A EGT
RPM
640
87
320
-19.1
BURN PR
T/R
390
120.5
CHANNEL A SEI
CHANNEL B APU OIL QTY AUTO EVENT R EGT RED
N1, N2
AENG EXCD
CHANNEL B 121.7 :06 N1 RED
EEC 903 :12 EGT START

EGT RED
N2 RED 114.9 :03
MAX L EGT STRT
903 900 :02.7

885 :03.5
870 :04.4
855 :05.2
840 :06.3
825 :07.6
R EGT AMBER MAX
810 :08.5
795 :09.1 955 1:09.5 957
780 :10.4 945 1:11.2
765 :11.3 935 1:13.3
N1 SPEED SENSOR 750 :12.2 925 1:15.7
N1
EICAS
AIRBORNE
FROM OTHER DIGITAL N2
VIBRATION
CHANNEL A ENGINE > IDLE
MONITOR
N2 <40
CHANNEL B
N2 SPEED 10 SEC
CARD
L(R) ENG ANALOG N2

S,M
N2 SPEED SENSOR
ENGINE TACHOMETER SYSTEM OPERATION

ENGINE INDICATION SYSTEM - ENGINE FUEL AND CON- • L (R) ENG RPM LIM is a level C message. It means that the EEC is
limiting thrust due to N1 overspeed, and that additional thrust is not
TROL MESSAGES available. The message appears 3 seconds after the EEC starts limiting
thrust.
General • IDLE DISAGREE is a level C/M message. It means that one engine is at
"approach" idle while the other engine is at "minimum" idle. The message
The EEC monitors itself and the operation of the engine. When an internal appears if the idle disagreement exists for more than 6 seconds.
input, or output fault is found, the fault is stored in the EEC volatile memory.
The EEC sends signals to EICAS for indication. Faults are transferred to the
EICAS Status and Maintenance Messages
Propulsion Interface Monitor Unit (PIMU) non-volatile memory immediately after
the aircraft has landed.
Many EICAS status and maintenance messages relate to engine, HMU and
EEC operation. In general, all of the messages indicate that the EEC is
EICAS Alert Messages operating in a reduced capacity. They do not necessary mean that the EEC is
inoperative, but they do mean that the EEC may not be able to perform all its
The following alert messages for each engine appear on the EICAS primary normal functions. The following status and maintenance messages associated
engine parameters page: with engine control and aircraft dispatchability appear on the EICAS status or
ECS/MSG pages:
• L (R) ENG LIM PROT is a level B message. It means that the EEC is in a
reversionary mode and that the N1 thrust setting exceeds the maximum • L (R) ENG EEC C1 is a status and maintenance message. It means that
rating by 2 percent. the EEC is in a time-limited dispatch configuration. In this condition, the
• L (R) ENG SHUTDOWN is a level B message. It means that the engine aircraft can be dispatched. The problem must be corrected as required by
fire switch has been pulled or the fuel controls switch is in CUTOFF. There GE engine type certificate data sheet number E13NE, note 18. This
is no master caution light or aural warming. Other engine-related message is latched.
messages are inhibited for 20 seconds. • L (R) ENG EEC C2 is a latched maintenance message. It means that the
• L (R) ENG CONTROL is a level C/M message. It means that the EEC is in EEC is in a long time limited dispatch configuration condition. In this
a NO dispatch configuration. This message only appears when the aircraft condition, the aircraft can be dispatched. The problem must be corrected
corrected airspeed is below 80 knots. It occurs if both of the EEC channels as required by GE engine type certificate data sheet number E13NE, note
are incapable of controlling the engine. The HMU fuel metering valve goes 18.
to the minimum idle stop. • L (R) ENGINE O/S GOV is a status and maintenance message. It means
• L (R) ENG EEC MODE is a level C/M message. It means that the engine that the HMU N2 overspeed governor has failed an initialization test. This
EEC is operating in a reversionary mode. The message appears 5 message appears 5 seconds after the test failure and is latched.
seconds after the EEC starts operating in a reversionary mode.
• L (R) ENG FUEL VAL is a level C message. It means that the HMU high
pressure fuel shutoff valve (HPSOV) actual and commanded positions
disagree. The message appears if the disagreement exists for more than
6 seconds.
• L (R) ENG LOW IDLE is a level C/M message. It means that the engine is
at "minimum" idle with the flaps down or with the thermal anti-ice system
on. The message appears if the condition exists for more than 6 seconds.
L(R) ENG LIM PROT (B)
L(R) ENG EEC C1 (S,M) 2
L(R) ENG SHUTDOWN (B) 1
L(R) ENG EEC C2 (M) 3
L(R) ENG CONTROL (C) 1
L(R) ENG CONTROL (S,M) 1
L(R) ENG EEC MODE (C)
L(R) ENG EEC MODE (M)
L(R) ENG FUEL VAL (C)
L(R) ENG LOW IDLE (M)
L(R) ENG LOW IDLE (C)
L(R) ENG O/S GOV (S,M)
L(R) ENG RPM LIM (C)
IDLE DISAGREE (M)
IDLE DISAGREE (C)
EICAS PRIMARY DISPLAY EICAS STATUS PAGE AND ECS/MSG PAGE

(NOTE: ALL MESSAGES LATCHED)
1 NO DISPATCH
2 TIME LIMITED DISPATCH CONFIGURATION
3 LONG TIME LIMITED DISPATCH CONFIGURATION
ENGINE AND FUEL CONTROL EICAS MESSAGES

ENGINE INDICATION SYSTEM - EGT INDICATION SYSTEM (T4.9) PROBES

OPERATION The EGT alumel/chromel probes sense engine exhaust temperatures for flight
deck indication and engine operation. The probes are connected to the EEC
Indicating System through a junction box.
The EGT indicating system gives an indication of the average exhaust gas Each of the eight EGT probes senses the temperature of the gas flow between
temperature at the LPT inlet of each engine. The assembly is composed of 8 the HPT and LPT. The EGT probes are mounted in the LPT nozzle guide vanes
EGT probes, two wiring harnesses, and a junction box. One electrical output around the LPT case, just forward of the low pressure turbine fist-stage rotor
proportional to LPT inlet air temperature is routed to the EEC. blades. Each probe has two parallel-wired thermocouple junctions. The
junctions are at two different immersion depths within a protective sleeve.
Eight EGT thermocouple probes are mounted in the high pressure turbine When the probe is inserted into the LPT inlet air stream, one junction senses
exhaust at engine station 4.9. An upper and a lower wiring harness join the the air temperature at a depth of approximately 1.5 inches (3.8 cm), and the
probes to a junction box mounted on the left side of the engine. From the other, at a depth of approximately 3 inches (7.6 cm).
junction box, EGT signals are sent to EEC channels A and B. The EEC
converts the signals to digital data and sends them to EICAS for indication. As the LPT inlet airflow heats the junctions, the chromel and alumel
components become electrically charged by differing amounts at different
System Operation temperatures. The resulting voltage potential developed across the studs
represents the average temperature sensed at both junctions.
Each EGT probe has two chromel/alumel thermocouple junctions positioned at
different immersion depths. This provides an average temperature indication Each probe is mounted with two bolts. An arrow inscribed in the top of the
for each probe. The alumel wires are spliced together in the wire harnesses. probe shows the correct orientation of the probe. The probes can be replaced
The chromel wires remain electrically separated to the junction box where the individually. Each probe has exposed studs to permit continuity and resistance
signals from all the probes are averaged. A single output signal is provided to checks without removal. Thermocouple cables attach to studs on each
EICAS and the SEI from the junction box. The second output connector is thermocouple probe. The chromel lead goes to the small stud, and the alumel
capped. EGT is a primary engine parameter displayed in both digital and lead goes to the large stud. The thermocouple cable connects the probes to a
analog format on EICAS. It is also displayed on the SEI and the EICAS PERF/ junction box on the engine.
APU page in digital format.
CAUTION: CARE MUST BE TAKEN WHEN WORKING WITH OR NEAR THE
EICAS - Engine Primary Display WIRING HARNESSES. SHARP BENDS OR TWISTS COULD
DAMAGE THE LEADS.
The round EGT analog scale consists of a white arc with yellow-band and red
line limit markers and an actual EGT pointer. A red hot-start limit marker is Probe Troubleshooting
shown whenever the engine N2 speed is below 50 percent and the fuel control
switch is in the on position. Actual EGT digital readout and its enclosing box are The continuity and resistance of individual thermocouple cables may be
displayed in white. The digital readout, box, and analog pointer change color to checked at the shunt junction box.
yellow or red, as appropriate when a limit is exceeded. The highest value
attained of a red limit exceedance is displayed in white below the digital
readout, once the engine returns to within normal parameters. The exceedence
information is also recorded on the Engine Exceedence maintenance page.
UPPER
HARNESS
THERMOCOUPLE
PROBE (8)
8 1
7
CH A
6 2
JUNCTION
CH B BOX 5
4 3
EEC
LOWER
CHROMEL LEAD HARNESS
(SMALL NUT-
WHITE)
EICAS ALUMEL LEAD THERMOCOUPLE
(LARGE NUT- PROBE AFT VIEW
GREEN) (2 JUNCTIONS)
THERMOCOUPLE
PROBE
(2 JUNCTIONS)
SEI
EGT INDICATING SYSTEM OPERATION

ENGINE INDICATION SYSTEM - AIRBORNE VIBRATION MON-

ITORING SYSTEM
General
The airborne vibration monitoring (AVM) system continuously monitors engine

vibrations to detect malfunctions. The system has two accelerometers mounted
on each engine, and an AVM signal conditioner located on the E2-4 rack in the
main equipment center. Vibration indications are shown on EICAS.
Accelerometers
The No. 1 bearing accelerometer and compressor rear frame (CRF)

accelerometer sense vibrations caused by rotation imbalances of the N1 and
N2 systems (shafts, blades, rotors, etc.) using piezo crystals. The crystals
produce an electric charge proportional to engine vibrations. The charge
signals from both accelerometers go to the AVM signal conditioner over
shielded wire leads.
AVM Signal Conditioner
Four signals are sent from each engine to the AVM signal conditioner. They
are:
• Fan vibration signals from the No. 1 bearing accelerometer.

• Core vibration signals from the CRF accelerometer.
• N1 speed signal from the N1 speed sensor.
• N2 speed signal from the N2 speed sensor.
The AVM signal conditioner uses the accelerometer and speed signals to
determine vibration velocity and displacement data for each airplane. The
vibration data is sent to EICAS on an ARINC 429 digital bus. Data sent by the
signal conditioner to EICAS can also be used for fan trim balancing.
The AVM signal conditioner has four cable connectors -- three on the back (not
shown) and one on the front panel. The connector on the front panel is a 24-pin
bayonet connector with protective cover. Maintenance operations are
performed using the front panel connector; the signal conditioner has no
additional test switches, status LEDs or fault readout displays.
PIEZOELECTRIC
CRF ACCELEROMETER CRYSTALS
INSULATOR METALLIC
CONNECTOR COLLECTOR
ASSEMBLY INERTIAL
COMPRESSOR SCREW MASS
REAR FRAME
B SUMP TO SIGNAL
VENT LINE CONDITIONER
ENG FAN VIBRATION
N1 ROTOR SPEED
N2 ROTOR SPEED
CORE VIBRATION
YES NO
EICAS
ENGINE VIBRATOR MONITOR
Type: EVM 280
P/N: 241-280-001-011
S/N: 0007
INPUTS 2000-01
BO no S362A001-1R
FROM FSCM No: S3960
OTHER SWITZERLAND
ENGINE 1
MOD
RECORD
6 11 16
2 7 12 17
3 8 13 18
4 9 14 19
5 10 15 20
N2 N1
AVM SIGNAL
0.9 0.9
LOCATED IN THE A SUMP
ON BEARING 1 HOUSING CONDITIONER
VIB
BEARING 1
ACCELEROMETER EICAS DISPLAY
AIRBORNE VIBRATION MONITOR
ENGINE INDICATION SYSTEM - AVM SYSTEM ACCELEROME-

TERS
No. 1 Bearing Accelerometer
The No. 1 bearing accelerometer is mounted in the A sump on the No. 1 bearing
housing. It is accessible only during engine overhaul. The accelerometer
includes a shielded electrical cable and connector. The connector is on the No.
8 fan strut. Aircraft wiring connects the AVM signal conditioner to the No. 1
bearing accelerometer electrical connector.
CRF Accelerometer
The CRF accelerometer is mounted on the forward flange of the compressor

rear frame at the 12:00 position. The accelerometer includes an electrical cable
and connector. The connector is on a B sump vent line support bracket forward
of the accelerometer. Aircraft wiring connects the AVM signal conditioner to the
CRF accelerometer electrical connector.
Alternate No. 1 Bearing Accelerometer
An external pad is located outboard of the No. 1 accelerometer electrical

connector on the No. 8 fan strut. The pad is used to mount an alternate No. 1
bearing accelerometer. If the internal No. 1 bearing accelerometer fails, the
electrical cable connected to its electrical connector can be disconnected and
reconnected to the alternate No. 1 accelerometer. This lets vibration monitoring
continue until the next scheduled overhaul of the engine.
PT 2.5
PROBE
(REF)
NO. 8
FAN STRUT
ALTERNATE
MOUNTING PAD
FWD
NO. 1 BEARING
ALTERNATE ACCELEROMETER
NO. 1 BEARING ELECTRICAL
ALTERNATE NO. 1 ACCELEROMETER CONNECTOR (REF)
BEARING ACCELEROMETER ELECTRICAL
CONNECTOR
AVM SYSTEM ACCELEROMETERS
ENGINE INDICATION SYSTEM - AVM SYSTEM INDICATIONS
General
Engine vibration data appears on the EICAS secondary engine display directly
below the oil quantity indications. The indications consist of a vibration mode
call out, and the vibration value using both a digital readout and a vertical
analog pointer. The vibration data also appears on the PERF/APU page.
Vibration Mode
A white FAN, LPT, N2 or BB call out appears above the actual readout to
identify the source of the highest vibration.
Vibration Data
A digital indication of engine vibration appears as a white number enclosed in a

white box next to the vertical scale. The readout indicates engine vibration in
the unit less range 0 to 5. A white triangular pointer on the inside of a vertical
scale also indicates engine vibration level. There are two digital and vertical
scale indications, one for each engine.
PERF/APU Page
The FAN, LPT, N2 and BB vibration levels are all shown on the PERF/APU
page.
PERF/APU
GROSS WT 187.6
70 OIL PRESS 35 CAS 245 TAT +12

70 35 93 93 105 OIL TEMP 70 MACH 0.615 ALT 21030
OIL PRESS 18 OIL QTY 12 N1
VIB 95.2 CMD 0.0
N 3.1 FAN 0.3 95.2 MAX 0.0
2
0.9 N1 2.0 54.9 ACT 26.1
105 70
1.1 N2 0.9 -21.54 TRA SEL 141.75
OIL TEMP
1.2 BB 2.3 528 EGT 825
12.4 12.4 180 FAN PH 90 104.2 N2 23.4
90 LPT PH 45
12.436 FF 15.312
18 12 86 FP 84
FF
APU: 40 DUCT PR 40
OIL QTY
EGT 640 320 BURN PR 390
FAN BB RPM 87 -19.1 T/R 120.5
3.1 2.3
VIB
APU OIL QTY AUTO EVENT R EGT RED
SECONDARY ENGINE DISPLAY PERF/APU PAGE
AVM SYSTEM INDICATION

ENGINE INDICATION SYSTEM - ENGINE N2 SPEED CARDS If the channel 1, 50% comparator, disagrees with the channel 2, 52%
comparator, for more than 10 seconds, the EICAS status and maintenance
message L(R) ENG SPEED CARD appears. This is a latched message. The
Purpose
message is inhibited when the standby bus does not have power.
The engine N2 speed cards interface between the control alternators (N2 speed
sensor) and other airplane systems to provide an N2 speed signal as required. Displays and Indications
Two cards, one for each engine, are located in the P50 card file in the main
equipment center. If the two channels of a card disagree on sensed 50% speed for more than 10
seconds, a L(R) ENG SPEED CARD message appears on the EICAS status
page and ECS/MSG page. The message is latched, and is inhibited by the
Characteristics
STBY BUS OFF message.
The cards are a printed circuit type. They each have two channels. There is a
toggle-type test switch for each channel. Channel 1 has a non-momentary
switch. Channel 2 has a momentary switch. Comparators control relays within
the card to send speed signals to user systems.
WARNING: MOVING ENGINE N2 DISCRETE PRINTED CIRCUIT CARD

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

1 SWITCH TO TEST CAUSES PROBE HEAT POWER TO BE
APPLIED. BE SURE ANY PROTECTIVE COVERS AND TEST
EQUIPMENT IS CLEAR OF PROBE BODY. HIGH PROBE
TEMPERATURES MAY DAMAGE EQUIPMENT.
CAUTION: STATIC SENSITIVE. DO NOT HANDLE BEFORE READING

PROCEDURE FOR HANDLING ELECTROSTATIC DISCHARGE
SENSITIVE DEVICES. CONTAINS DEVICES THAT CAN BE
DAMAGED BY STATIC DISCHARGES.
Operation
Each N2 speed card channel gets power from the 28vdc battery bus. Each
channel gets the N2 core shaft speed sensor output signal. The signal is
converted to a speed value by the N2 speed card sensing logic. The N2 speed
value is compared to set values by four comparators. When the N2 speed value
is determined to be above a fixed comparator value, N2 speed card relays are
energized. The relay states permit user systems to determine if the N2 speed is
above or below set values.
28V DC
BAT BUS 83/72%
POWER COMPARATOR
ENG SPEED SUPPLY TABLE - SPEED CARD DISCRETES
SENSE
CHAN CHAPTER- PURPOSE
28V DC A NO. SUBJECT N2 REF
TEST EEC ALTN LIGHT INHIBIT
BAT BUS 50/47% PITOT/STATIC PROBE HEAT 1 28-25 83% A M1093 L ENG SPEED CARD ONLY. RETAINS THE APU
ISOLATION VALVE OPEN AND DC PUMP OPERATING
ENG SPEED COMPARATOR ENG START SW RELAY UNTIL THE L ENGINE N2 > 83%
SENSE NORM OVERRIDE PUMP SHUT DOWN
1 28-25 72% A OPENS THE APU ISOLATION VALVE AND STARTS THE
DC PUMP WHEN AIRBORNE WHEN L ENGINES N2 < 72%
P11 EICAS AND IS ON SUCTION FLOW
1 28-22 50% B SHUTS OFF THE OVERRIDE PUMP WHEN THE RESPECTIVE
ENGINE N2 < 50% (K-2)
N2 SPEED N2 SENSING A STBY BUS ON
SENSOR 1 73-21 50% B INHIBITS THE "EEC INOP" AMBER LIGHT WITH THE
1 10 SEC RESPECTIVE ENGINE N2 < 50% (K4)
1 30-31 B PROVIDES LOW HEAT MODE ON PITOT-STATIC PROBES ON

50%
NVM THE GROUND WHEN EITHER ENGINE N2 > 50% (K2)
CHANNEL 1 1 80-11 C CLOSES RESPECTIVE ENGINE START VALVE BY DE-
NORMAL 50%
ENERGIZING THE START SWITCH SOLENOID AND START
MOMENTARY CHANNEL 2 RELAY WHEN N2 > 50% (K1)
2 24-51 50% D (OPTIONAL) SHEDS A PORTION OF THE GROUND SERVICE
B BUS WHEN THE R UTILITY BUS IS UNPOWERED AND
L(R) ENG N2 SPEED CARD "SM" EITHER ENGINE N2 < 50% (AIRBORNE ONLY) (K9)
B
TEST 2 21-51 50% D INHIBITS HIGH FLOW SCHEDULE FOR OPPOSITE COOLING
CH 2 POWER PACK WITH EITHER ENGINE N2 < 50% (AIRBORNE ONLY)
NORMAL SUPPLY (K6)

2 21-58 50% D PROVIDES "INBOARD OPEN LOOP" FOR EQUIPMENT
NON-MOMENTARY STATUS AND MAINT MSG PAGES COOLING ON THE GROUND WITH BOTH ENGINES N2 > 50%
(K6)
TEST EXTENDS THE RAM-AIR-TURBINE (RAT) WHEN AIRBORNE
52/49% 2 29-00 50% D
STARTER CUTOUT MESSAGE ABOVE 80 KNOTS WITH BOTH ENGINES N2 < 50% (K8)
COMPARATOR
TEST NORM 2 30-32 50% D INHIBITS ANGLE-OF-ATTACK PROBE HEAT ON THE GROUND
WITH EITHER ENGINE N2 < 50% (K7)
CH 1 ECS HI FLOW INHIBIT
EQUIPMENT COOLING 2 30-33 50% D INHIBITS THE AMBER LIGHT FOR THE TOTAL AIR TEMP
N2 SENSING 50/47% LOAD SHED (GND SVC BUS)
PROBE ON THE GROUND WITH EITHER ENGINE N2 > 50%
CARD FRONT COMPARATOR (K7)
EDGE RAT EXTENSION ILLUMINATES THE RESPECTIVE ENGINE START VALVE
AOA PROBE HEAT 2 80-11 52% E
AMBER LIGHT WHEN THE STARTER CONTINUES TO
1 GND = NORMAL OPERATE WITH N2 > 52% (K5)
OPEN = FAULT ENGINE N2 SPEED CARD (P50)
ENGINE N2 SPEED CARDS

ENGINE INDICATION SYSTEM - CONDITION MONITORING
General
The condition monitoring system includes three pressure probes and one
temperature sensor which send analog signals to the EEC. The EEC converts
the converts the analog signal to digital data and sends a multiplexed signal to
the PIMU. The ARINC communications and reporting system (ACARS) uses
this information for diagnosis and fault information.
The condition monitoring system includes signals from the following engine
mounted sensors:
• PS14 Fan Discharge Pressure

• P4.9 LPT Inlet Pressure
• T5 LPT Discharge Temperature
• P2.5 Compressor Inlet Pressure
ACARS
PS14
PS14 PROBE
P25
PIMU
P4.9
T5
P25 PROBE
(P.A.RT OF EEC DFDAU
T25/P2.5
SENSOR)
DFDR
P4.9 T5 TEMPERATURE
PROBE SENSOR
CONDITION MONITORING
ENGINE INDICATION SYSTEM - PROPULSION INTERFACE

MONITOR UNIT (PIMU) SYSTEM
The Propulsion Interface Monitor Unit (PIMU) collects and stores fault
information from the EEC. There are two PIMUs, one for each engine, located
in the main equipment center. The left engine PIMU is in the E1-3 rack and the
right engine PIMU is in the E2-4 rack.
The 115vac ground service bus supplies power to the unit. Engine operating
data is sent by both EEC channels. The unit accepts fault data from the EEC for
5 seconds after the airplane has landed and the air/ground relay has switched
to the ground position. The monitor unit has a nonvolatile memory to store the
data. The EICAS maintenance message "L(R) PIMU" appears if a fault is
stored. The interface between the EEC and the aircraft components operate
automatically. When the PIMU is interrogated, fault messages are shown on
the face of the monitor unit. The PIMU interface buffer sends the data to the
digital flight data acquisition unit (DFDAU) and the thrust management
computer (TMC).
L ENG
PIMU
R ENG NAMEPLATE
PIMU
24 CHARACTER LED
ALPHANUMERIC DISPLAY
MAIN EQUIPMENT E2
CENTER ACCESS
E1
CHANNEL A
CH A CHANNEL B TMC
INTERFACE BIT
MAINT
EEC BUFFER RECALL
CH B
MONITOR
CHANNEL VERIFY
RESET
115V AC POWER IN COMMAND
SUPPLY DFDAU CH A CH B
GND SVC
GND TEST
CH A
AIR
TEST ECS/MSG
CH B LOGIC
L(R) PIMU
EICAS
GROUND PIMU
PIMU
PROPULSION INTERFACE MONITOR UNIT SYSTEM (PIMU)

ENGINE INDICATION SYSTEM - AUTOMATIC FAULT

RECORDING DURING FLIGHT OPERATIONS
General
PIMU automatic fault recording occurs when the Air / Ground relay system
signals that the airplane has landed. For a period of 5 seconds, the PIMU
records in non-volatile memory (NVM) any faults being sent over the channel A
and B data busses from the EEC.
The flight is not finished at the time of landing. Thrust reverse, taxi and engine
shutdown operations are yet to happen. The EEC will continue to monitor the
system for faults. Any faults will be held in the EEC buffer until the N2 speed
decreases below 20% on engine shutdown.
Faults detected by the EEC after touchdown will not be stored by the PIMU.
The only way to determine if faults were stored in the EEC NVM after landing is
to perform the PIMU maintenance recall procedures. Unless there was an
EICAS message that was not appropriate for the results of a normal PIMU BITE
procedure, there would not be any indication that hidden faults exist in EEC
memory.
IN CASE OF A REJECTED
TAKEOFF, THERE IS NO
AIR-TO-GROUND LANDING FAULTS DETECTED BY THE
SIGNAL, SO THERE IS NO EEC AFTER TOUCHDOWN
AUTOMATIC STORING OF WILL NOT BE STORED IN
EEC FAULTS BY THE PIMU. THE PIMU NVM.
EEC GETS AIRPLANE LANDS. ENGINE

POWER FOR 5 SECONDS, SHUTDOWN
THE PIMU STORES N2 <20%
EEC FAULTS IN
PIMU NVM.
FAULT MONITORING
FAULTS DETECTED BY THE EEC WILL

BE AUTOMATICALLY RECORDED BY
THE PIMU DURING THE FIRST
5 SECONDS AFTER TOUCHDOWN.
PIMU AUTOMATIC FAULT RECORDING DURING FLIGHT OPERATIONS

ENGINE INDICATION SYSTEM - MOST RECENT FLIGHT

(BITE)
Operation
Note: Make sure the 115vac ground service bus is powered prior to
PIMU interrogation.
Push the “Monitor Verify” switch and hold. A matrix of point light emitting diodes
(LED’s) 5 LED wide by 7 LED’s high should appear for each of the 24 character
positions. Note if any are not operating but continue the test. Release the
“Monitor Verify” test switch. The PIMU enters a self test mode. If the test takes
more than three seconds, the message “Test In Progress” appears. The
message “Ready” appears for 10 seconds if the test was successful.
Push the BIT switch. The first channel A fault will appear if there are any. To
see the next fault, push the BIT switch again. After all of the channel A faults
are viewed the next push of the BIT switch will show the first channel B fault if
any exist. When all faults have been displayed, or if no faults are present, the
message END appears for 10 seconds. After this time the display will blank.
Be sure to erase the fault data from the PIMU by pushing the RESET switch.
This will erase PIMU NVM faults but will not erase the faults stored in the EEC.
If the PIMU memory is not erased, the faults from the next flight will be added to
the current faults in the PIMU memory.
EEC MAINT TEST MODES
L ENG R ENG
READY
POWER POWER
TEST TEST IN PIMU
NORM
PROGRESS MONITOR
ALPHANUMERIC FAIL
28V DC DISPLAY
GND TEST
MONITOR SELF-TEST SELF-TEST
HDLG VERIFY MODE (>3 SEC) COMPLETE
P34
NAMEPLATE
NORM
END
EEC MAINT
TEST (P61) 352 14-A EEC CH A EEC CH B
T-12 TEST IN DATA
SENSOR PROGRESS BUS INOP
BITE
CHANNEL A BIT DATA GND TEST GND TEST
INSTRUCTION
RECEIVE MODE MODE FAIL
CHANNEL B
115V AC BIT MAINT TMC

EEC RECALL
GND
SVCE DFDAU
P33 MONITOR
VERIFY
RESET
AIR
CH A CH B
GND TEST ECS/MSG

L(R) PIMU
GND EICAS DAVIN IS THE MAN
PIMU
PIMU BITE - MOST RECENT FLIGHT
ENGINE INDICATION SYSTEM - PIMU GROUND TEST
General
The PIMU ground test is used to determine if there are any current faults
detected by the EEC. Both the EEC and the PIMU must be powered to conduct
the test. There are three ways to power the EEC.
• Put the EEC maintenance switch (P61 panel) to the TEST position
• Motor the engine above 11% N2
• Start the engine
To supply power to the PIMU, the 115vac ground service bus must be powered.
Operation
Push the RESET switch to erase any faults stored in the PIMU non volatile
memory. Test the PIMU by pushing the MONITOR VERIFY switch and
releasing it. Wait for the message READY to appear and then go out.
A spring loaded return-to-off toggle switch on the PIMU starts the test. Push the
switch to the CH A position and release. Wait 10 seconds. The message TEST
IN PROGRESS appears. The display then blanks. Push the switch to CH B
position and release. Wait 10 seconds. The message TEST IN PROGRESS
appears. The display then blanks. If a channel is not powered, the message
DATA BUS INOP will appear.
If there are active faults detected by the EEC, they will be received by the PIMU
and stored in non volatile memory. To view any faults that the PIMU has
recorded in NVM, push the BIT switch once for each fault. If there are no faults
or if you have viewed all the faults detected, the message END appears.
To remove fault data from the PIMU, push RESET. This will erase PIMU NVM
faults but will not erase the faults that are stored in the EEC.
115V AC
GND SVCE
P33
28V DC
BAT BUS
P34 APU/EXT EEC MAINT
PWR PNL L ENG
POWER
TEST NAMEPLATE CH A 352 21-A
NORM
TEST IN N1
TEST PROGRESS SENSOR
1 MOVE GND TEST 2 PUSH BIT

TO CH A
EEC MAINT BITE

CHANNEL A GROUND TEST (EEC POWERED)
TEST (P61)
INSTRUCTION
CHAN B
DATA BUS
BIT MAINT
RECALL
INOP
CH A
PWR CH A
MONITOR
1 MOVE GND TEST
VERIFY
RESET
TO CH B
CH B CH B CH A CH B CHANNEL B GROUND TEST (EEC NOT POWERED)

PWR
GND TEST
L ENG EEC
EEC ALTERNATOR
PIMU
PIMU BITE - GROUND TEST
ENGINE INDICATION SYSTEM - PIMU MAINTENANCE The Fault Isolation Manual only requires that the latest flight leg with faults be
recalled. For historical data or to analyze recent problems, it may be required to
RECALL recall all of the faults for all possible 64 flights. A maximum of 40 faults can be
recalled for each channel.
General
To get the faults from the opposite channel, exit the maintenance mode with the
The maintenance recall procedures allow the recall of the fault history stored in MONITOR VERIFY switch, shut off the ground test power, turn the ground test
the EEC. Faults from the most recent flight, flight 1, will be displayed first. Then power back on, and pull the appropriate circuit breaker to change the channel in
the faults for the next oldest flight that had faults can be shown on the PIMU. control. The recall procedure for the other channel can then be done.
This procedure allows us to look at the fault history of that channel of that
engine for the last 64 flight legs.
The maintenance recall procedure will transfer faults only for the channel in
control of the engine at that time. The engine must be shut down and
maintenance ground power applied to the EEC. The faults are brought over
from the EEC NVM into the PIMU’s random access memory, one fault at a time.
To view the faults that have been recorded in the EEC NVM for the other
channel, exit the maintenance recall mode by pushing the MONITOR VERIFY
switch, un-power that EEC by cycling the maintenance ground test switch to
NORM, then back to the TEST position, and finally pull the appropriate engine
channel circuit breaker. This procedure changes the channel-in-control as
shown on the EPCS EICAS page.
Operation
Push the MONITOR VERIFY switch to test the PIMU. READY will show if there
are no faults in the PIMU itself. Pushing the MAINTENANCE RECALL switch
begins the transfer of data from the EEC NVM to the PIMU random access
memory (RAM), one fault bit at a time. You must wait 5 seconds while TEST IN
PROGRESS is shown. When the transfer of the fault is completed, the FLIGHT
LEG # message appears.
Pushing the BIT switch will display the fault. The dollar ($) symbol between the
label and bit designation shows that this is maintenance mode data from the
EEC NVM. Only faults for the channel in control will be shown. Pushing the BIT
switch again and again will toggle between the fault just seen and the flight leg
number. To see the next fault you must push the MAINTENANCE RECALL
switch, wait for 5 seconds until the FLIGHT LEG # is shown, and then push the
BIT switch to display the fault.
TEST TEST
IN READY IN
PROGRESS PROGRESS
1 PUSH & HOLD: 2 RELEASE: MONITOR 3 4 PUSH: MAINT RECALL

MONITOR VERIFY VERIFY
FLIGHT 350 $27-A TEST FLIGHT
LEG 1 NO 28V DC IN LEG 1
DETECTED PROGRESS
5 6 PUSH: BIT 7 PUSH: MAINT RECALL 8
351 $26-A TEST FLIGHT EXITING
R ADC IN LEG 2 MAINT
CHANFAIL PROGRESS MODE
9 PUSH: BIT 10 PUSH: MAINT RECALL 11 12 PUSH: MONITOR

VERIFY
PIMU MAINTENANCE RECALL
ENGINE INDICATION SYSTEM - ELECTRONIC PROPULSION

CONTROL SYSTEM (EPCS)
General
The values for various engine controls and status parameters appear on the
EPCS maintenance pages 1 and 2. The parameters are shown as real time.
AUTO EVENT or MAN EVENT data.
EPCS Page 1
Data from both channels of the EEC on each engine appear. The channel
which is currently in control of the engine operations is indicated by a square
around the channel letter. In the case of the AUTO / MAN EVENT the square
displayed indicates the channel which controlled that engine at the time the
event was recorded.
EPCS Page 2
Page 2 of the EPCS display is accessed by pressing the EPCS maintenance

switch a second time. Page 2 is real time information only. There is no MAN /
AUTO EVENTS for this page. The hexi-decimal ARINC 429 labels can be
decoded using the FIM manual, with the PIMU MESSAGE INDEX.
EPCS
____ EPCS
____
PAGE 1 PAGE 2
A B A B A B LABEL A B
1.6 1.6 VSV 1.4 1.4 0840 0800 270 0801 0841
99.8 99.7 VBV 100.0 100.0 0300 0300 271 0300 0300
34.5 34.4 TRA 34.0 34.1 0802 6802 272 6802 0802
4 4 T 12 4 4 4000 4000 273 4000 4000
14.5 14.5 P0 14.5 14.5 0E01 0E01 274 0E01 0E01
0 1 HPTC 0 1 4140 4140 275 4240 4240
0 0 LPTC 0 0 1180 1180 276 1180 1180
0.0 0.0 T/R L 0.0 0.0
0.0 0.0 T/R R 0.0 0.0
7 7 T25 7 7
20 20 T3 20 20
14 15 PS 3 14 15
OIL T YEL AUTO EVENT EGT RED
EICAS ELECTRONIC PROPULSION CONTROL SYSTEM PAGE

ENGINE CONTROL - CLUTCH AND MICROSWITCH PACKS To adjust the switch group, put the thrust levers at the proper angle as
described in the Maintenance Manual. A scale on the forward drum shows the
position. Push on the lock channel to disengage the adjustment bolt. Turn the
General
bolt to adjust the switch. Make sure the position is correct by a continuity test on
the applicable pins in the electrical connector. When the position is correct,
The autothrottle clutch pack assembly is the interface between the autothrottle
release the lock channel to re-engage the bolt.
system and the engine fuel control system. It is in the forward equipment center.
The microswitch pack is linked to the clutch pack assembly through the forward Switches
cable drum. It is the interface to other aircraft systems. The switch pack is below
the drum. These are the switches:
• S1, S5 - L/R LANDING WARNING

Autothrottle Clutch Packs
• S2, S3 - L AUTOBRAKE/AUTOBRAKE REJECTED TAKEOFF (RTO)
• S6, S7 - R AUTOBRAKE/AUTOBRAKE REJECTED TAKEOFF (RTO)
The autothrottle clutch packs supply friction and feel for the thrust levers
• S8, S11 - L/R THRUST REVERSER DIRECTIONAL CONTROL VALVE
(manual) and let the autothrottle servo unit move the thrust levers. The clutch
• S10, S14 - L/R SPEEDBRAKE RETRACT
packs are on a common shaft. The thrust levers connect to one face of a clutch
• S12, S16 - L/R THRUST MANAGEMENT SYSTEM (TMS) THRUST
pack. The autothrottle servo unit connects to the other face of both clutch packs.
REVERSE
• S17 - LOAD SHED/PRESSURE CONTROL L
The clutch friction is set to supply the correct feel when the thrust levers are
• S18 - LOAD SHED/PRESSURE CONTROL R.
moved manually against the autothrottle servo unit. When the autothrottle is
engaged, the autothrottle servo unit moves the thrust levers through the clutch
packs. In reverse thrust, the autothrotle clutch cannot increase engine thrust. In
reverse thrust, all thrust changes are manual. The clutch packs make manual
override of the servo unit possible at all times.
Microswitch Pack
The microswitch pack has two cam-following arms and two sets of switches for
each engine. Cam surfaces machined on the lower half of the forward drums
move the arms. This operates the switches to send thrust lever position signals
to other aircraft systems.
Training Information Point
The switches of the microswitch pack may be replaced, but the entire switch
pack must first be removed. There is an adjustment screw for each microswitch.
These screws are adjusted to have all switches in the group operate at the
same time. In addition, there is an adjustment bolt for each group. Adjust the
bolt to get the switches to operate at the correct thrust lever angle.
CONTROL RODS TO
THRUST LEVERS
AUTOTHROTTLE
CLUTCH PACK
S14
S5
CLUTCH S18
LINK S6
SPACER S16
AUTOTHROTTLE S8
SERVO UNIT S7
S10
S2
S1 S17
SPACER S12
S3 S11
FWD
CAM MICROSWITCH PACK

FWD FOLLOWING
ARMS
MICROSWITCH
FWD ASSEMBLY
DRUM
MOUNTING
SCREWS
SWITCH MOUNTING ARM
CAM
SHAFT SWITCH
CAM FOLLOWING LOCK CHANNEL
ARMS
ADJUSTING
MICROSWITCH PACK BOLT
ENGINE CONTROL - CLUTCH AND MICROSWITCH PACKS

ENGINE CONTROL - THRUST LEVER ANGLE (TLA) RESOLV-

ERS
General
The thrust levers control engine thrust. 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 electrical 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 its respective connector to
the rotor of the dual coil TLA resolver. The excitation induces a sine-cosine
feedback signal for each channel as the rotor moves in response to power lever
position changes. The EEC converts the sensed analog feedback signals into a
digital thrust lever angle value. The EEC uses this phase angle to determine
commanded N1.
AUTOTHROTTLE
CLUTCH PACK
ASSEMBLY
TLA RESOLVER
FORWARD
ACCESS DOOR
THRUST LEVER
AUTOTHROTTLE CONTROL RODS
SERVO MOTOR CLUTCHES
RESPONSE
SIGNALS
SENSING
CIRCUITS
POWER
SUPPLY
TLA RESOLVER
CHANNEL A
STATORS ROTORS EXCITATION CHANNEL A
LINKS (2)
SIGNALS CHANNEL B
CONNECTOR
POWER
SUPPLY THRUST LEVER
ANGLE RESOLVER (2)
EEC
SENSING EXCITATION AUTOTHROTTLE
CIRCUITS SERVOMOTOR
RESPONSE EEC CHANNEL B

TLA RESOLVER SIGNALS PHASE ANGLE
CONNECTOR
ENGINE CONTROL - THRUST LEVER ANGLE (TLA) RESOLVERS

ENGINE CONTROL SYSTEM - FADEC SYSTEM DESCRIPTION • Auto-Throttle System (ATS)
It is extensive information processing capabilities, more than any other, that

General
distinguishes FADEC from mechanical engine control systems.
The General Electric CF6-80C2 full authority digital electronic control (FADEC)
ENGINE CONTROL refers the FADEC's ability to physically control the
system is a computer-based engine control system. Each engine on the 767
operating, performance and efficiency characteristics of the engine.
has its own independent engine control system. The main component of the
Capabilities in this area include precise control over fuel flow, primary and
FADEC system is the electronic engine control (EEC). The FADEC system is
parasitic airflow, internal rotor to stator clearances (Active Clearance Control),
divided into subsystems to perform two basic functions - information processing
engine start sequencing and igniter operation.
and engine control.
The information processing functions receive, manipulate and send large

amounts of data. The EEC gets information about the environment and
operating conditions within the engine. This information comes form engine
control switches in the flight deck, thrust lever position inputs, temperature and
presser inputs on the engine. The EEC uses this information to control the
engine through the EEC which also sends data and messages to EICAS, the
SEI and the engine discrete card. The flight management computer (FMC),
thrust management computers (TMC) and the air data computers (ADC) also
interface with the EEC.
The engine control functions control the engine fuel and air systems to operate
the engine efficiently at all rated performance levels. The FADEC system is
composed of an engine control (EEC), Hydro-Mechanical Unit (HMU),
Permanent Magnet Alternator (PMA), Engine rating Plug, Engine Identification
Plug, engines sensors and components from the Variable Stator Vane (VSV),
Variable Bleed Valve (VBV), HPT Active Clearance Control (HPTACC) and
Engine Starting and Ignition systems. It is divided into seven separate
subsystems that provide two basic system functions - Information Processing
and Engine Control:
• Information processing refers to the FADEC's ability to input, manipulate

and output large amounts of electronic data. Using these functions, the
FADEC computer gathers information about the environment and
operating conditions within the engine. With the information, the computer
calculates fuel and air flows required to maintain engine operation at the
rated performance levels with peak efficiency. Information processing also
allows the FADEC computer to communicate directly with other
computerized aircraft systems including the:
• Engine Indicating and Crew Alerting System (EICAS)
• Air Data Computer (ADC)
EICAS SEI FMC TMC ADC
(CHAPTER 31) (CHAPTER 77) (CHAPTER 34) (CHAPTER 22) (CHAPTER 34)
. .
IDLE SIGNAL EEC DISCRETES

CARD PNEUMATIC
(CHAPTER 73) DEMAND
THRUST LEVERS
(CHAPTER 76)
FUEL CONTROL
SWITCHES
(CHAPTER 73)
TLA RESOLVER
(CHAPTER 73)
MICROSWITCH PACK
(CHAPTER 22) EEC
(CHAPTER 73)
THRUST CONTROL P25/T25

T12 SENSOR
REVERSER ALTERNATOR SENSOR
(CHAPTER 73) HYDROMECHANICAL
(CHAPTER 78) (CHAPTER 73) (CHAPTER 73)
UNIT (HMU)
(CHAPTER 73)
FADEC SYSTEM DESCRIPTION

ENGINE CONTROL SYSTEM - ELECTRONIC ENGINE CON- Aircrft Interface Connectors (J1-J6)
TROL (EEC) • J1 Ignition Exciter #1. DC Power In/Out; Channel A Ground Handeling Bus
Power In
The electronic engine control (EEC) manages the following engine functions: • J2 Ignition Exciter #2. DC Power In/Out; Channel B Ground Handeling Bus
Power In
• Compressor airflow control (Chapter 75) • J3 Fuel On; Starter Air Valve Open; Chanel A Reset: EEC Fault; Digital
• Core compartment cooling (75) Data Bus (ADC & TMC) In/Out, Channel A TLA resolver In/Out
• Turbine case cooling (75) • J4 Single/Dial; Igniters; Idle Select; Hard Reversionary Mode; Channel B
• Engine/aircraft interface (EICAS , TMC, etc..) (76) TLA Resolver In/Out
• Power management in response to commanded thrust (76) • J5 Aircraft Type; Engine Position (L/R); channel A Thrust reverser Position
• Engine limit protection (76) • TMC Disconnect; Operating Mode Select (Control or Test); Channel B
• Built-in testing (76) Thrust Reverser Position
• Fault detection (76)
• Engine status indications (77)
• Maintenance indications (77) Engine Interface Connectors
• Thrust reverser interlock and control (78)
• Start/Ignition control (74/80) • J7 Black Channel A
• J8 Brown Channel B
The EEC is a two channel (A and B), digital electronic microcomputer. It is • N2 Sensor; ESCV Solenoid, Escv Position Switches; HMU
mounted using vibration isolators on the left side of the fan case at the 8:30 • J9 red Channel A
position. There are fifteen electrical connectors on the front side of the unit, • J10 Orange Channel B
identified as J1 through J15. Engine wiring harnesses are color coded for easy • Control Alternator; Starter Air Valve; N1 Sensor; T12
identification. There are four connections for pressure robes on the bottom of • J11 Yellow Channel A
the unit. The unit is cooled by natural convection. • J12 Green Channel B
• T2.5; HPTC Valve; VSV Actuators; VBV Actuators
The EEC is designed to support a variety of engine/aircraft combinations and • J13 Blue Channel A and B
different thrust ratings. An engine Identification Plug on connector J15 • T3; T49; T5; Engine Oil Temperature Sensort; Fuel Flow Transmitter
programs the EEC for desired application. The plug is attached to the engine
fan case by a lanyard and remains with the engine if the EEC is changed. It
must be connected to the EEC to dispatch the airplane. The EEC has two
modes of operation: control and test. The EEC is normally in the control mode.
It is in test mode if the airplane is on the ground, the fuel control switch is in
CUTOFF, and the EEC ground test switch on the P61 panel is in the TEST
position.
Various airplane and engine systems communicate with the EEC and have
redundant paths to the EEC channels (channel A and channel B). The 15
electrical connectors on the EEC are grouped by aircraft interfaces (J1-J6), on-
engine components (J7-J13) and EEC use (J14-J15).
ENGINE RATING
PLUG CONNECTOR
(J15)
EEC
ENGINE DENTIFICATION PLUG
FWD
SERIAL NUMBER
PS3 PLUG CONNECTOR
(J14)
ENGINE RATING
PLUG
ENGINE CONTROL SYSTEM - ELECTRONIC ENGINE CONTROL (EEC)

ENGINE CONTROL SYSTEM - ELECTRONIC ENGINE CON-

TROL (EEC) (CONT)
Data Plugs
• J15 Engine Rating Plug

• J14 Identification Plug
These two plugs are captive to the engine by lanyards. Multiple tables are
contained in the EEC and the P14 determines the rating table to be used. The
P15 provides engine hardware informatin to the EEC:
• N1 Modifier
• EGT Shunt Valve
• Active Clearance Control Schedules
• Engine Serial Number (Programed Through J15)
Pressure Inputs
The EEC has pressure transducer and signal conditioning circuits. The
pressures measured are as follows:
• Ambient Pressure (PO)

• Compressor Discharge Pressure (Ps3)
One transducer for each channel measures PO through a small hole in the EEC
case. A tube for Ps3 goes to the EEC. The two channels send data to each
other on a crosstalk data bus.
ELECTRONIC ENGINE CONTROL SWITCHES (P5)
ENGINE RATING
PLUG CONNECTOR
(J15)
EEC
ENGINE IDENTIFICATION PLUG
FWD
SERIAL NUMBER
PS3 PLUG CONNECTOR
(J14)
ENGINE RATING
PLUG
ELECTRONIC ENGINE CONTROL (EEC) (CONT)

ENGINE CONTROL SYSTEM - CONTROL ALTERNATOR
Purpose
The control alternator provides the EEC channels A and B with electrical power.
Characteristics
The alternator is located on the forward center section of the accessory

gearbox. Opening the thrust reverser allows access.
The alternator consists of two separate assemblies:
• Rotor
• Stator
Rotor
The rotor is a permanent magnet assembly - Permanent Magnet Alternator -

PMA. It is mounted to the Accessory Gearbox (AGB) splined drive shaft with a
lock nut.
Stator
The stator mounts on the AGB case with three bolts. The stator has three
independent windings. Two windings power the EEC channels A and B.
Operation
The alternator operates whenever the gearbox is turning. It will meet all
required EEC power at 11% N2. It continues to meet the power requirements
until the N2 decreases below 9%. If one phase of either or both windings fail,
the control alternator continues to meet all EEC power requirements if the N2 is
above 45%.
PERMANENT
MAGNETS
WINDINGS (2)
ROTOR
NUT
FLATS (3)
AGB DRIVE
SHAFT
MOUNTING PAD
CHANNEL A
O-RING
CHANNEL B
STATOR
PERMENANT MAGNET ALTERNATOR
ENGINE CONTROL SYSTEM - INLET SENSORS (T12)
Engine Inlet Temperature Sensor (T12)
There are two T12 Inlet temp sensors. Each supplies inlet temp data to one of
the EEC channels. The sensors are identical and are mounted on the forward
edge of the fan case at the 2:00 and 10:00 positions. The elements in the
sensor are resistive thermal devices. Hence, temperature changes in the
engine inlet area varies the resistance of the probes. The housing the sensor is
mounted in protects it from physical damage. It also prevents water and ice
contact interfering with the accurate operation of the probe.
The T12 sensor is used by the EEC to correct N1 and N2 speed inputs, and to
calculate the position of the Fuel Metering Valve and the HPTACC Valve. Inputs
from the sensor mounted in the 2:00 position are received and processed by
Channel A, and channel B inputs are from the sensor mounted at the 10:00
position.
Each EEC channel supplies a 10 ma direct current excitation signal to its

respective sensor. The voltage drop across the sensor is measured by the EEC
and corrected for ram air effects to determine the inlet air temperature. The
digital equivalent of each input is made available at the aircraft interface for
monitoring.
I
T
+V
ELECTRICAL -
CONNECTOR
CHANNEL A
10:00
CHANNEL B
I
PROTECTIVE
HOUSING +
T V
-
PLATINUM 2:00
AIRFLOW WIRE EEC
ELEMENT
ELECTRICAL TEMPERATURE SENSORS (T12)

ENGINE CONTROL SYSTEM - INLET SENSORS (P/T 2.5)
General
The P2.5 probe is a part of the compressor inlet temperature/pressure T2.5/

P2.5 sensor. The P2.5 probe senses the total pressure of the high pressure
compressor inlet airflow.
The T2.5/P2.5 sensor is on the fan frame hub outer surface at the 7:30 position.
The P2.5 probe has a pitot tube to sense pressure. The pressure signal goes to
a P2.5 pressure transducer in the EEC. The operation range of the P2.5 input
to the EEC is from 2 to 75 psia.
Compressor Inlet Temperature/Pressure Sensor (T2.5)
The compressor inlet temperature sensor (T2.5), is part of the T2.5/P2.5

temperature sensor. This sensor is mounted on the fan frame at the 7:30
position between the number 8 and 9 fan struts. The sensor has two separate
temperature sensing elements, one for each channel of the EEC. Once again
temperature varies resistance in this sensor and that change is read by the EEC
as a temperature.
The T2.5 is used by the EEC to correct N2 speed inputs. Two T2.5 inputs are
received from the sensor. One input is received and processed by Channel A,
and the other by Channel B. Each channel supplies 10 ma (max) direct current
excitation signal to the sensor. The digital equivalent of each input is made
available at the aircraft interface for monitoring.
Note: The P2.5 portion of this sensor is not currently used.

P2.5 PORT
FAN
STRUT 8
T2.5
CONNECTORS
FWD
ELECTRICAL TEMPERATURE SENSORS (P/T 2.5)

ENGINE CONTROL SYSTEMS - EEC DISCRETES PRINTED

CIRCUIT CARD
One EEC discrete’s printed circuit card serves both engines. It is an interface
between various pneumatic user systems and the TMC and FMC. The TMC
supplies both EEC’s with bleed state information. The card also supplies a
time-delay for the idle select control circuits.
The card is in the P50 card file in the main equipment center. Relays on the
card connect in puts and outputs. The card has two sections, one for each
engine. The 28vdc battery bus and the left 28vdc bus supply power to the
card's left engine section. The 28vdc battery bus and the right 28vdc bus
supplies power to the card's right engine section.
CAUTION: THIS CARD IS STATIC SENSITIVE. DO NOT HANDLE BEFORE

READING THE PROCEDURE FOR HANDLING
ELECTROSTATIC DISHARGE SENSITIVE DEVICES (REF 20-
41-01). THE CARD CONTAINS DEVICES THAT CAN BE
DAMAGED BY STATIC DISCHARGE.
Characteristics
The card is a printed circuit type. Relays on the card provide interface between
inputs and outputs. The card has two sections, one for the left engine and one
for the right. The left engine section is shown.
Power
The left engine section of the card is powered by the 28 volt dc battery bus and
the left 28 volt dc bus, the right engine section is powered by the 28 volt dc bat.
bus and the right 28 volt dc bus.
28V DC
R BUS RIGHT ENGINE
SECTION
28V DC (SAME TO LEFT)
BAT BUS
EEC DISCRETES P50
PRINTED CIRCUIT 8 6 7 10 6 5 4 3 2 1
28V DC CARD
L BUS POWER
L ENG EEC
DISCRETES
P11 +
T TO IDLE SELECT
5
/ - CONTROL CIRCUIT
SEC D 10 3 8 6 5 4 3 2 1
TIME DELAY (K12)
K1 COWL
L ENG ANTI-ICE
ANTI-ICE
AIR HYD PUMP TO FMC
OVERSPEED K4 ADP
CONT CARD BLEED
STATES
AIR SUPPLY ISLN K10 R
VLV CLOSED IND ISLN VLV
TO FMC TMC
K3 L ECS
L PACK FLOW HI/LO
CONT CARD
K2 L ECS EEC
P5 SWITCHES
ON/OFF
P50 CARD FILE (MEC)
28V DC
BAT BUS
APU ENG INBD
START/ECS BLEED AIR AUX POWER
DISCRETE EEC DISCRETES CTR ISN VALVE CONTROL UNIT
PRINTED CIRCUIT
P11 CARD (P50)
EEC DISCRETES PRINTED CARD
ENGINE CONTROL SYSTEM - HMU FUEL METERING OPERA- When the pressurizing and shutoff valve is closed, a permanent magnet
mounted to a translating structure on the valve is in close proximity with three
TION reed-type switches. The magnet closes the three switches. One of the switch
outputs goes to EEC channel A, one to EEC channel B, and one to the ENG
General VALVE disagreement light circuit. The EICAS level C message L(R) ENG FUEL
VAL appears if the pressurizing and shutoff valve actual and commanded
Fuel flow is metered by the hydro-mechanical unit (HMU) mounted on the front positions disagree. The ENG VALVE light on the P10 panel also comes on
right side of the accessory gearbox. In addition, the HMU supplies servo fuel for when the valve actual and commanded positions disagree.
the operation of the engine air system. The HMU gets control signals from the
EEC and the aircraft.
Bypass Valve
Fuel Metering Valve The bypass valve has a piston inside a multi ported sleeve. Un-metered fuel
from the fuel pump enters the sleeve, is blocked by the piston, and is forced out
A fuel metering valve (FMV) inside the HMU controls fuel flow to the fuel of the sleeve ports. The fuel flow rate to the FMV, and the bypass return flow to
nozzles. The hydraulically driven metering valve is controlled by the FMV the fuel pump, are controlled by moving the piston in and out of the sleeve,
EHSV. Control of the EHSV is through two coils , one for each EEC channel. varying the number of outlet ports. The piston position is controlled by the delta
The controlling EEC channel increases current through its EHSV coil to P regulator.
hydraulically open the FMV. The FMV has two position indicating resolvers,
each providing feedback to and getting power from it’s own respective EEC The delta P regulator maintains a constant pressure drop across the FMV. This
channel. makes the fuel flow rate vary with the FMV position.
The regulator monitors the pressure difference between the un-metered fuel
High Pressure Fuel Shutoff Valve input and the metered fuel output developed across the FMV. The regulator
positions the bypass valve to equalize the two fuel pressures. If the FMV input
A solenoid controls the position of the high pressure fuel shutoff valve (HPSOV). pressure increases above the output pressure, the delta P regulator opens the
The fuel control switch and engine fire switch on the P10 panel control the bypass valve to increase bypass fuel flow to the fuel pump. If the FMV input
HPSOV solenoid. The solenoid gets power directly from the 28 volt battery bus. pressure decreases below the output pressure, the bypass valve closes to
It has two latching coils: decrease bypass fuel flow..
• Run .
• Cutoff
Placing the fuel control switch to RUN energizes the run coil of the HPSOV
solenoid. Placing the fuel control switch to CUTOFF, or pulling the engine fire
switch, energizes the cutoff coil of the HPSOV solenoid. The solenoid is
magnetically latched in the last commanded position.
When the HPSOV solenoid is in the cutoff position, the HPSOV sends high
pressure servo fuel to the pressurizing and shutoff valve to stop metered fuel
flow to the fuel nozzles. When the solenoid is in the run position, the high
pressure servo fuel is cutoff and the pressurizing and shutoff valve can open.
VBV SERVO HPTC REFERENCE
FUEL PORTS PRESSURE PORT
ACCESSORY GEARBOX
HPSOV FORWARD SIDE SERVO FUEL
SOLENOID EHSV (5) INLET
CONNECTOR
HPSOV
POSITION
SWITCH
CONNECTOR
EEC
CHANNEL A
CONNECTOR
EEC
CHANNEL B
VSV SERVO CONNECTOR
FUEL
FUEL PORTS
FUEL DISCHARGE
INLET (HIDDEN)
HPTC TOP
VALVE TOP
PORT DRIVE
COUPLING BYPASS FUEL
FWD RETURN FWD
LEFT, BOTTOM SIDE RIGHT, TOP SIDE
ENGINE CONTROL SYSTEM - HMU FUEL METERING OPERATION

ENGINE CONTROL SYSTEMS - HYDROMECHANICAL UNIT The electrical connections to the HMU are:
(HMU) (CONT) • Fuel control signals from the EEC channel A
• Fuel control signals from the EEC channel B
The fuel metering system is completely contained in the Hydromechanical Unit • HPSOV solenoid inputs from the fuel control valves
(HMU). The HMU is mounted on the front, right side of the accessory gearbox. • HPSOV position indicating outputs to the EEC
It is driven by a mechanical connection to the gearbox. The HMU responds to
electrical signals from the EEC to meter fuel flow for combustion and to
modulate servo fuel flow to operate the engine air systems. The HMU also
receives signals from the aircraft fuel control system to control an internal high
pressure fuel shutoff valve (HPSOV). Access to the HMU is through the right
thrust reverser half.
There are four electrical connectors for electrical interfaces with the aircraft and
MU with the fuel pump and nozzles. There are five hydraulic connections for
control interface with the engine fuel and air systems. Each hydraulic interface
is controlled by an electro-hydraulic servo valve (EHSV) that varies servo fuel
pressure in response to EEC signals.
The fuel connections are:
• Fuel inlet from the fuel pump

• Fuel discharge to the fuel nozzles
• Fuel bypass discharge to the fuel pum
• Servo fuel inlet from the servo fuel heater
The hydraulic connections are:
• Servo fuel pressure to the Low Pressure Turbine Cooling Valve (LPTC)
• Servo fuel pressure to the High Pressure Turbine Cooling Valve (HPTC)
• Servo fuel reference pressure to the LPTC and HPTC valves
• Servo fuel pressure to the variable bypass valves (VBV’s)
• Servo fuel pressure to the Variable Stator Vanes (VSV’s)
Note: The LPTC system is currently not used on the 767. The EHSV is
still located on the HMU, however the control valve has been
removed. The system flows constantly without and external
control systems.
VBV SERVO HPTC REFERENCE
FUEL PORTS PRESSURE PORT
ACCESSORY GEARBOX
HPSOV FORWARD SIDE SERVO FUEL
SOLENOID EHSV (5) INLET
CONNECTOR
HPSOV
POSITION
SWITCH
CONNECTOR
EEC
CHANNEL A
CONNECTOR
EEC
CHANNEL B
VSV SERVO CONNECTOR
FUEL
FUEL PORTS
FUEL DISCHARGE
INLET (HIDDEN)
HPTC TOP
VALVE TOP
PORT DRIVE
COUPLING BYPASS FUEL
FWD RETURN FWD
LEFT, BOTTOM SIDE RIGHT, TOP SIDE
ENGINE CONTROL SYSTEMS - HYDROMECHANICAL UNIT (HMU) (CONT)

ENGINE CONTROL SYSTEM - HMU FUEL METERING OPERA-

TION (CONT)
Overspeed Governor
The overspeed governor senses N2 speed through the HMU mechanical drive
from the accessory gearbox. If the N2 exceeds 113.4 percent, the governor
overides the delta P regulator input to the bypass valve to reduce the metered
fuel flow regardless of the FMV position.
When the overspeed governor operates, it closes an overspeed indication

switch inside the HMU. This switch is connected to the EEC. When the switch
closes, the latched EICAS status and maintenance message L(R) ENG S/O
GOV appears.
When the engine is started, remaining fuel between the spar valve and the
pressurizing and shutoff valve causes the overspeed governor to operate,
closing the overspeed switch. The overspeed governor returns to normal
operation at 50% N2. This performs a functional test of the overspeed
governor. If the switch does not close during engine start, the L (R) ENG O/S
GOV message appears.
CONTROL INPUT FEEDBACK
FROM EEC TO EEC
FIRE
CUTOFF
28V DC
UNMETERED HPSOV BAT BUS
FUEL SOLENOID
RUN NORM
METERED
FUEL FUEL CONT FIRE SW
METERING METERING VLV SW (P10) (P8)
SERVO VALVE EHSV RESOLVERS HPSOV
FUEL
IN FROM PRESSURIZING OUT TO

FUEL PUMP METERING AND SHUTOFF NOZZLES
VALVE VALVE
VALVE
POSITION
SWITCH ENG
VALVE
P10
DIFFERENTIAL
RETURN TO
PRESSURE REG/
FUEL PUMP
BYPASS VALVE
INTERSTAGE
L (R) ENG FUEL VAL (C)
ACCESSORY N2 OVERSPEED A PRIMARY ENGINE DISPLAY

GEARBOX GOVERNOR B
L (R) ENG O/S GOV (S,M)
O/S SWITCH STATUS OR ECS/MSG PAGE
HYDROMECHANICAL UNIT (HMU) EEC EICAS

HMU FUEL METERING OPERATION
ENGINE CONTROL SYSTEM - EEC INPUTS/OUTPUTS
The EEC gets analog input data from the engine and aircraft. It also receives
digital input data and discrete inputs from the aircraft. The EEC uses power
from the Permanent Magnet Alternator (PMA) when the engine is running, and
from the aircraft when the engine is not running.
The EEC sends analog output signals to the hydro-mechanical unit (HMU),
engine air systems, thrust reverser interlock and start/ignition systems. The
EEC sends digital 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 is designed so that no single failure
causes the engine to stop running.
The EEC includes extensive self-test and fault recovery features. When the
EEC is on, it monitors all critical 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 faulty or missing, the EEC often calculates an approximate value
for the missing data. The EEC takes the following actions when input data is
faulty or missing:
• Engine sensor data is used to backup the air data computer (ADC) TAT
and PO values.
• The EEC calculates a mach number if MACH is not received from the ADC.
• Cross-channel data is used if T12 or PO sensor data is invalid. If cross-
channel data is invalid, the EEC switches to the soft reversionary mode.
• Comparisons are made between N1, N2, P3 or T2.5 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 lost or invalid, EEC
calculated values are used.
• Comparisons are made between TLA data inputs using cross-channel
data. If both inputs are lost or invalid, the last TLA value is used during
takeoff; otherwise, the TLA is reduced to idle.
• The EEC calculates values for the HMU fuel metering valve, VSV actuator
and VBV actuator if the position data is invalid or missing.
• The HPTC, CCC valves and the thrust reverser interlocks fail-safe to open
or closed.
• The EEC uses 28vdc aircraft power if power is not available from the
control alternator.
COMMAND
ENGINE
P0 FEEDBACK AIR SYSTEMS
PNEUMATIC
PS3
COMMAND
METERED
FEEDBACK FUEL FLOW
T12 SENSOR T12
P25/T25 SENSOR T25
T3
ENGINE OIL TEMP (TEO)
ANALOG T49 (EGT)
N1 HMU
N2
ENGINE AIR SYSTEMS FEEDBACK ENGINE AIR SYSTEMS
AIRCRAFT ADCS (ALT, TAT, CAS, PT, T STATIC)

STANDBY ENGINE INDICATOR
DIGITAL
TMC (BLEED DEMAND, N1 TRIM)
AIRCRAFT THRUST LEVER TLA RESOLVER
ANALOG T/R POSITION T/R INTERLOCK
AIRCRAFT ID/ENG LOCATION
ENGINE RATING PLUG EICAS (N1, N2, EGT, EEC STATUS, & FAULTS)
AIRCRAFT EEC DISCRETES APPROACH IDLE

DISCRETE TEST PIMU
TEST SW
FUEL CONTROL SW RESET
EEC CONTROL SW HARD REV MODE ALTN MODE INDICATION
START/IGN SW START
AIRCRAFT POWER CROSSTALK STARTER AIR VALVE
POWER
CONTROL ALTERNATOR POWER CHANNEL A IGNITORS
CHANNEL B
CHANNEL B INPUTS CHANNEL B OUTPUTS MULTIPLE ANALOG
SAME AS CHANNEL A SAME AS CHANNEL A SIGNALS
EEC
EEC INPUTS / OUTPUTS

B767-3S2F ATA 76-00 TRAINING- 305
MANUAL
-
ENGINE CONTROL SYSTEM - EEC OPERATION When the engine is running, both channels have power, receive input signals,
process data, and send information to aircraft systems and to the other EEC
channel. However, only the active channel operates the servo valves, solenoids
The two EEC channels (A and B) are identical and equally capable of controlling
and relays to control the engine. Similar outputs from the standby channel are
the engine. Each channel contains:
terminated inside the EEC by switching relays.
• a power supply
• central processor unit
• digital interface unit
• signal conditioning unit
• data interface unit
• solenoid driver unit
The channels are physically separated within the EEC.
The internal power supply for each EEC channel gets three-phase ac power
from separate windings of the control alternator when the engine is running (N2
greater than 11 percent). Aircraft power is supplied when:
• the engine is being started

• the engine fuel control switch is in the RUN position
• the EEC maintenance engine power switch is in the TEST position
Normally, aircraft power is used for ignition, pneumatic starter control valve
operation, and power for some of the internal EEC solenoid drivers. Control
alternator power is used for all other EEC functions.
If both channels are healthy, the channel in control of the engine switches with
every engine start. If one or both channels have faults, the healthiest channel is
always selected as the active channel during engine starting. If a fault is
detected in the active channel during engine run, the standby channel takes
control if it is healthier than the other channel. If both channels have faults, the
channel with the least severe fault(s) takes control. If both channels have failed,
the engine is shut down. Detected faults are stored in the volatile memory of
each channel. Fault information is shared between the two channels through
the crosstalk data bus.
Pressure transducers and signal conditioners for pressure inputs are located
inside the EEC. There are separate pressure sensor circuits for each channel.
A DATA TO
MEMORY
INTERFACE AIRPLANE
28V DC PWR SUPPLY
L BUS
TEST
K1169
L ENG RECTIFIER
PWR CH A
EEC MAIN
TEST (P61)
FROM TO ENGINE
DIGITAL SOLENOID (ACTIVE
START AIRPLANE INTER- CPU
SYSTEMS DRIVER CHANNEL
FACE ONLY)
K11736 ENG
START 3 RLY
FROM SIGNAL
RUN ENGINE COND SIGNAL PRESS
SENSORS COND XDCR PRESSURE
SIGNAL
CHANNEL A INPUTS
K1036 CH A SIGNAL PRESS
RST RLY (P36) CHANNEL B COND XDCR
PRESSURE SENSORS
CROSSTALK
A
CONTROL ALTERNATOR EEC
EEC OPERATION
ENGINE CONTROL SYSTEM - CHANNEL RESET AND FUEL

ON
Channel Reset
The channel reset signal causes the EEC to alternate the active channel
between channel A and channel B. Both EEC channels get a reset signal
through the reset relays when the fuel control switch is moved to CUTOFF.
Channel A also gets a reset signal if the fire switch is pulled. If a channel reset
signal is received while channel A is the active channel, channel B will become
the new active channel if it is at least as healthy as channel A. If channel A is
healthier than channel B, channel A will remain the active channel.
Fuel On
When the fuel control switch is set to RUN and the fire switch is set to NORM, a
fuel-on signal is sent to both EEC channels. The EEC will then send signals to
the solenoid valve inside the HMU to latch open the Pressurizing and Shutoff
Valve. When the fuel control switch is set to the CUT-OFF position a signal is
sent to the EEC and it signals the latch closed solenoid in the HMU to close the
Pressurizing and Shutoff Valve. The fire switch pulled up to the FIRE position
will also signal the EEC to close the Pressurizing and Shutoff Valve.
28V DC 28V DC
L BUS
1
L ENG EEC
PWR CH A
A
L ENG EEC K1169 L ENG
PWR CH B POWER
PWR CH A
(P36)
P11
FUEL ON
FIRE RESET
28V DC RUN
BAT
L ENG FUEL
CONTROL VALVE
RESET A
K1036 L ENG
CH A RST (P36)
P11
TO FUEL/IGNITION CHANNEL A
CONTROL RELAY(S)
CHANNEL B
28V DC
HOT BAT
L SPAR VALVE NORM
RESET B CUTOFF
FIRE SWITCH FUEL ON

P6 (P8) FUEL CONTROL
SWITCH (P10) COMMON RETURN
RESET
1
POWER
A
1 28V DC
- ENG STARTING (N2 <50%) K1037 L ENG EEC
- FUEL CONT SWITCH RUN CH B RST (P36) K1170 L ENG
- EEC TEST PWR CH B (P36)
CHANNEL RESET AND FUEL ON

ENGINE CONTROL SYSTEM - POWER AND MODE SELEC- Test

TION Setting the EEC maintenance test switch on the P6 panel to TEST starts and
EEC test. Power is supplied to the EEC and the EEC common return is
Power connected to the ground test enable input of both EEC channels. During the
test, all EICAS engine parameters that normally appear when the engine is
The EEC gets power from the aircraft during engine start, EEC test, and when running are shown.
the fuel control switch is in RUN. Aircraft power is used if power from the control
alternator is not available, or when N2 is less than 11 percent. Each EEC
channel has an independent power relay. The relays are energized through the
start relay, the EEC maintenance test switch, or the channel reset relays when
the fuel control switch is set to RUN.
Mode Select
If the EEC fails to receive a valid total pressure value from either ADC, the EEC
operates in a soft reversionary control mode. If N2 is greater than 50 percent,
as sensed by the N2 speedcard, the ALTN light in the EEC control switch comes
on after 10 seconds and the EICAS level C message L(R) ENG EEC MODE
appears. This message is also latched as an EICAS status and maintenance
message.
Operating one engine using the soft revisionary control mode can cause thrust
lever stagger, depending on ambient conditions. To eliminate this, the flight
crew can command the EEC to operate in a hard reversionary control mode.
This is done by pressing the EEC control switch on the P5 panel. The EEC
common return is connected to the mode select input when the EEC control
switch is cycled from the normal to the alternate position. This tells the EEC
that the hard reversionary control mode has been selected. In this mode, the
ATN light in the EEC control switch is on. The EICAS message L(R) ENG EEC
MODE appears as a level C message and as latched status and maintenance
messages.
If N1 command is greater than N1 maximum by more than 2% when the EEC is

in either reversionary control mode, the level B EICAS message L(R) ENG LIM
PROT appear.
START POWER
POWER
CONTROL SUPPLY
ALTERNATOR
RUN
GND TEST
28V DC RUN ENABLE
L BUS K1169 L ENG
K11736 ENG PWR CH A
L ENG EEC K1036 CH A
START 3 RLY (P36)
PWR CH A RST RLY (P36)
(P36)
B TEST
L ENG EEC REVERSIONARY
PWR CH B RUN
MODE (SOFT,
OR HARD)
P11
K1037 CH B A MODE SELECT
RST RLY (P36) COMMON RETURN
CHANNEL A
L ENG LIM 1
PROT (B) EEC MAINT POWER CHANNEL B
TEST (P61) B
L ENG EEC
MODE (C,S,M)
MASTER K1170 L ENG
DIM AND PWR CH B (P36)
TEST SAME AS
EICAS (E8) A A CHANNEL A
10 SEC
A
N2 >50%
ON L ENG EEC
S1 L ENG EEC L ENG N2
1 N1 CMD > 1.02 (N1 MAX) CONTROL SW (P5) SPEED CARD (P50)
POWER AND MODE SELECT
ENGINE CONTROL SYSTEM - CONTROL MODES and the EICAS level C message L(R) ENG EEC MODE appears. The most
recent DTAMB value while in the normal control mode is used for the soft
reversionary control mode.
General
This permits a smooth transition from the normal to soft reversionary modes.
The EEC uses total air temperature (T2), ambient pressure (PO), and total
The fixed DTAMB value is used to calculate an assumed TAMB as altitude
pressure (PT2) to compute the N1 command needed to meet commanded
changes, and to calculate Mn and Q. N1 command is calculated using the
thrust. The thrust rating logic uses N1 command and several EEC control
assumed values for Mn, Q, TAMB and DTAMB and the PO, T2, TLA and bleed
systems to determine required fuel flow.
values.
If the conditions required for normal control mode operation return while the
Normal Control Mode
EEC is in the soft reversionary control mode, the EEC goes back to the normal
control mode if the current calculated Mn is within 0.1 of the current actual Mn.
The air data computers (ADC’s) supply T2, PO and PT2 to each EEC. The left
This ensures that control mode change does not cause significant changes in
ADC sends data to channel A. The right ADC sends data to channel B. Engine
N1.
temperature sensors send air data to the EEC. The left T12 sensor data goes to
channel A. The right T12 sensor data goes to channel B. Each EEC channel
has a PO input. Using the crosstalk data bus, the data from both ADC’s, both
Hard Reversionary Control Mode
T12 sensors, and both PO inputs are available to each channel.
If an EEC remains in a soft reversionary control mode for an extended time, the
Each EEC channel compares the total air temperature inputs (T2 LADC, T2
two engines will develop different thrust levels. The hard reversionary control
RADC, T12 CH A, and T12 CH B) to select a T2 value for calculating N1
mode permits engine operation for extended periods. Manually selecting this
command. The ambient pressure inputs (PO LADC, PO RADC, PO CH A, and
mode ensures that both engines supply the same thrust at the same TLA
PO CH B) are used to select a PO value. A PT2 value is selected by comparing
position. This mode is selected by pressing both EEC switches, the ALTN lights
total pressure inputs (PT2 LADC and PT2 RADC).
on the EEC switches comes on, and the EICAS level C messages L ENG EEC
MODE and R ENG EEC MODE appear. In the hard reversionary control mode,
The selected PT2 value is used to calculate mach number (Mn), impact
the DTAMB value used in calculating N1 command corresponds to the corner
pressure (Q), the difference between ambient and standard day temperature
point DTAMB value. The thrust can increase by using the corner point DTAMB
(DTAMB), and the ambient temperature (TAMB). These values are used with
value instead of the DTAMB value used in the soft reversionary control mode.
T2 and PO to determine N1 command. The thrust lever angle (TLA) and bleed
This can cause over boosting of the engine depending on actual ambient
value received from the FMC are also used.
conditions and thrust lever angle. To prevent over-boosting, the thrust levers
must be pulled back to an intermediate position prior to selecting the hard
reversionary control mode.
Soft Reversionary Control Mode
The corner point DTAMB value is used to calculate an assumed TAMB as
The normal control mode is used if PT2 LADC and PT2 RADC are both
altitude changes, and to calculate Mn and Q. N1 command is calculated using
available and valid, and agree within 0.437 psia. Probe heat must also be ON.
the calculated values for Mn, Q, TAMB and DTAMB and the PO, T2, TLA and
If these conditions are not met, the EEC automatically enters a soft reversionary
bleed values.
control mode. If N2 is greater than 50 percent when the EEC switches to the
soft reversionary control mode, the ALTN light on the EEC switch comes on,
PT2 (L ADC) TO EEC SW
PT2 (R ADC) FAULT ALTN LIGHT
LOGIC AND EICAS
PO (CH A), PO (CH B) NORMAL
PO (L ADC), PO (R ADC) CONTROL ALTERNATE
T12 (CH A), T12 (CH B) PT2 MODE SELECT
T2 (L ADC), T2 (R ADC) INPUT FAIL (USING EEC
BLEED VALVES (TMC) SWITCH)
TLA LAST VALID
ADC DATA THRUST
RATING
LOGIC
SOFT
N1
REVERSIONARY
CMD
CONTROL
TAT/T12
HARD PO
REVERSIONARY N2
CORNERPOINT PS3
CONTROL IDLE
AT AMB (30C) N2 MIN
CPU MIN IDLE
SEL FUEL
N1
LIMIT FLOW
CROSS N2
PO PROTECTION
DIGITAL CHANNEL PS3 T/R POS
FROM T2 INTERFACE DATA BUS REVERSE
L ADC TLA
PT2 CONTROL
CHANNEL A
CHANNEL B ACCEL/ TR MAX
N1
PO DECEL
FROM DIGITAL N2 SCHEDULE
T2 CPU
R ADC INTERFACE
PT2
EEC
ENGINE CONTROL SYSTEM - CONTROL MODES
ENGINE CONTROL SYSTEM - CONTROL MODES (CONT)
Limit Protection
The EEC limits N1, N2 and the compressor discharge pressure (PS3). If any of
the limits are approached or exceeded, the EEC reduces the fuel flow
regardless of the TLA position. The N1 limit is 3,854 rpm (117.5%), the N2 limit
is 11,055 rpm (112.5%), and PS3 is limited to 430psid. The N2 limit schedule is
used in addition to a mechanical overspeed governor in the hydro-mechanical
unit (HMU).
Acceleration / Deceleration Control
The EEC limits the N1 and N2 acceleration and deceleration rates. If the
commanded thrust increase is higher than allowable, the EEC limits fuel flow to
the maximum rate allowed to prevent engine overboosting. If the commanded
thrust decrease is lower than allowable, the EEC maintains a fuel flow sufficient
to prevent engine flame out. This control ensures that all engines respond to
thrust lever angle changes at the same rate.
Idle Control
The idle control calculates N2 demand. If minimum idle is not selected, the
EEC calculates a flight idle N2 demand valve based on ambient temperature
and pressure. When minimum idle is selected, the flight idle N2 demand is set
to 6,050 rpm (61.6 percent). The fuel flow is set to keep N2 speed at or above
the flight idle N2 demand. If the N2 demand makes the compressor discharge
pressure to low to meet bleed requirements, fuel flow is increased.
Reverser Control
Reverse control is active whenever the thrust reverser is not fully stowed. The
EEC calculates the reverse thrust demand based on the thrust lever position. If
the calculated reverse thrust N1 demand is greater than 3,280 rpm, or if the
thrust demand is calculated to be greater than about 30,700 pounds, the fuel
flow is reduced to ensure that these limits are not exceeded.
PT2 (L ADC) TO EEC SW
PT2 (R ADC) FAULT ALTN LIGHT
LOGIC AND EICAS
PO (CH A), PO (CH B) NORMAL
PO (L ADC), PO (R ADC) CONTROL ALTERNATE
T12 (CH A), T12 (CH B) PT2 MODE SELECT
T2 (L ADC), T2 (R ADC) INPUT FAIL (USING EEC
BLEED VALVES (TMC) SWITCH)
TLA LAST VALID
ADC DATA THRUST
RATING
LOGIC
SOFT
N1
REVERSIONARY
CMD
CONTROL
TAT/T12
HARD PO
REVERSIONARY N2
CORNERPOINT PS3
CONTROL IDLE
AT AMB (30C) N2 MIN
CPU MIN IDLE
SEL FUEL
N1
LIMIT FLOW
CROSS N2
PO PROTECTION
DIGITAL CHANNEL PS3 T/R POS
FROM T2 INTERFACE DATA BUS REVERSE
L ADC TLA
PT2 CONTROL
CHANNEL A
CHANNEL B ACCEL/ TR MAX
N1
PO DECEL
FROM DIGITAL N2 SCHEDULE
T2 CPU
R ADC INTERFACE
PT2
EEC
ENGINE CONTROL SYSTEM - CONTROL MODES (CONT)
ENGINE CONTROL SYSTEM - ENGINE IDLE SELECT FADEC engines are susceptible to flameout at minimum idle when encountering
inclement weather. The ignition select switch is used to comand approach idle
The engine operates at one of two idle speeds: minimum idle or approach preventing possible flameout.
(high) idle. Minimum idle is generally used in the air. It is also used on the
ground to reduce idle thrust while in the forward thrust mode. Approach idle is
used during landing approach (flaps down) to meet the engine response time
limits required for certification. To ensure an adequate flameout margin,
approach idle is also used in flight when thermal anti-ice is on.
The EEC sets the engine idle based on a signal loop between EEC common
return and the minimum idle terminals. If there is a signal loop, the EEC sets
minimum idle. If the loop is broken, approach idle is set. Approach idle is the
default setting.
The EEC is commanded to approach (high) idle for any of the following:
• The thrust reverser pressure regulating and shutoff valve (T/R PRSOV) is
energized.
• The thrust reverser is commanded to deploy and the fire handle is down
(in the normal position).
• The aircraft is in flight with flaps down (landing position).
• The aircraft is in flight with the thermal anti-ice system on.
Unless the EEC is commanded to approach idle for another reason, the EEC is
commanded to change from approach idle to minimum idle:
• Five seconds after the flaps are raised past 23 degrees after having been
below 23 degrees.
• Five seconds after the thermal anti-ice system is turned off after having
been on.
• Five seconds after the aircraft 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 idle commands to the two EEC’s do not agree, and EICAS message
appears. Disagreements occur due to a faulty relay or idle command
differences. The EICAS message IDLE DISAGREE appears as a level C
message and as a latched maintenance message on the ECS/MSG page.
A
28V DC
L BUS
L ENG IDLE
CONTROL 3
R ENG
P11 4
2
1
EICAS
28V DC GND K1025 L T/R
K434 L K1034 L T/R DEPLOY IDLE
HANDLING
IDLE SOL VALVE RELAY RLY (P36)
BUS
RLY (P36) (P36)
ENG IDLE MIN
CONTROL IDLE
P34 COMMON
TO RIGHT A
GND RETURN
ENGINE
CIRCUIT AIR CHANNEL A
T/D
28V DC 5 SEC AIR CHANNEL B
R BUS
GND
R ENG IDLE K167 SYS 1
CONTROL EEC DISCRETES AIR/GND BAT RLY
CARD (P50) K141 SYS AIR/ EEC (L ENG)
P11 FLAPS (P36)
GND RLY (P36)
LANDING
1 ENERGIZED WITH T/R PRSOV
2 ENERGIZED WHEN T/R TAI

DEPLOYED AND FIRE HANDLE L FLAP/STAB ON CONTINUOUS
NORMAL POSITION IGNITION ON
MODULE (P50)
3 IDLE DISAGREE (C) MESSAGE
K785 L ENG
4 ENG LOW IDLE (C) MSG TAI IDLE
- N1 BELOW APPROACH IDLE (P36)
- TAI ON
ENGINE IDLE SELECT
ENGINE START SYSTEM - START SYSTEM AIR SOURCES
Ground Air
Ground air is available through the ground service pneumatic connections. The
nominal required pressure is 45 psi.
APU Air
The auxiliary power unit (APU) provides approximately 54 psi air. The APU air
supply shutoff valve (SOV) is controlled by APU switch on the P-5 overhead
panel. The center isolation valve is normally open. The left and right isolation
valves are controlled by switches on the P-5 overhead panel. During a main
engine start the APU operates at a higher speed to insure adequate air flow.
Engine Air
During a cross-engine start, air from an operating engine is used to start the
other engine. Two engine air sources are available; 8th stage bleed air and
14th stage bleed air. At high engine speeds, the high pressure SOV is closed
and 8th stage air is used. At low engine speeds (idle to 75% N2), the high
pressure SOV is open, the low pressure air supply check valve is closed, and
14th stage air is used.
General Operation
During a cross-engine start, the air supply pressure regulating and shutoff valve
(PRSOV) must be open on the running engine and closed on the engine that is
being started. The PRSOV is controlled by switches on the P5 overhead panel.
To pressurize the starting system, the air conditioning pack control selector
must be in "OFF", the pneumatic starter control valve must be open and
applicable PRSOVs (depending upon the air source) are shut. The pneumatic
starter control valve is controlled by the engine start switch on pilots' overhead
panel.
LEFT RIGHT
ISOLATION ISOLATION
VALVE VALVE F
E
GROUND AIR
SOURCE LEFT
PRSOV D RIGHT
PRSOV
R ENGINE
A CENTER B
AIR SUPPLY ISOLATION
PRECOOLER VALVE
APU AIR
PRESSURE REG SUPPLY TO R ENGINE START
8TH STAGE VALVE (PRV) C VALVE CONTROL VALVE
SUPPLY CHECK
VALVE APU
HIGH
PRESSURE
VALVE PNEUMATIC STARTER
CONTROL VALVE 60 80
8 14 DUCT
L R
40 PRESS
PSI
START CONTROL VALVE L ISLN R ISLN
20 0
G DISAGREEMENT LIGHT VALVE VALVE

E F
C ISLN
ENG START V
L R DUCT A DUCT
VALVE
SINGLE BOTH
VALVE
LEAK L
V D LEAK
E
BLEED BLEED
STARTER DL
HI STAGE UE HI STAGE
ADP
AUTO OFF AUTO
CA
GND GND OFF TK
CONT CONT
L ENG APU R ENG
FLT FLT
V
O
IGNITION/START G
O
AF
A
C
L BFF
CONTROL SWITCH F V
E
PILOTS OVERHEAD PNL (P5) OVERHEAD PANEL (P5)

ENGINE START SYSTEM AIR SOURCES
ENGINE START SYSTEM - START SYSTEM COMPONENTS
Location and Features
Pneumatic Starter - The pneumatic starter is mounted to the accessory gearbox

in the 6 o'clock position. It provides the initial rotation of the N2 compressor
needed to ensure a successful engine start.
Pneumatic Starter Control Valve - The pneumatic starter control valve is

mounted between the starter inlet and the air supply ducts and controls the flow
of air to the pneumatic starter.
Engine Ignition and Start Control Module - The engine ignition and start control
module located on the P5 overhead panel provides a means of controlling
starting operations. The module contains two valve lights, the ignition selector
switch and the two engine start switches. The operations of the switches
pertaining to engine ignition are discussed in the Engine Ignition Chapter.
STARTER
(REF)
MANUAL DRIVE
ACCESS
1
PACKING
STARTER FILTER
CONTROL ELEMENT
VALVE
FILTER
SPRING CAP
THRUST REVERSER LATCH
ACCESS DOOR
ENGINE START
SOLENOID
FROM
EEC
VALVE
BODY
ENGINE START
ACTUATOR SOLENOID
POSITION
INDICATING
SWITCH ASSEMBLY
START SYSTEM COMPONENTS
ENGINE START SYSTEM - ENGINE START CONTROL
EICAS R (L) Engine Starter Message
The EICAS level C message, L(R) ENG STARTER is displayed after a 5 second
time delay if the starter valve does not open when commanded.
EICAS R (L) Starter Cutout Message
If the starter valve fails to close, or if K666 does not relax before N2 RPM
reaches 52 percent, the start fail time delay is activated. After 2 seconds the
engine start VALVE light illuminates by a ground through the N2 engine speed
card 52 percent switch.
The EICAS level B message L(R) STARTER CUTOUT is then displayed after 5
seconds. This message inhibits all other caution and advisory messages for 20
seconds. If this occurs, position the engine ignition and start control switch to
OFF, and if necessary remove pneumatic supply to the starter. Some operators
procedures may require the affected engine to be shut/down.
CAUTION: IF VALVE IS NOT CLOSED WHEN N2 INDICATION SHOWS 50%

RPM, STARTER MAY BE DAMAGED.
HOLDING
COIL N2 <50%
PNEUMATICS STARTER
SPEED CARD COMMON

(P50) RETURN
GND
CH A
28V DC
BAT BUS ENABLE CH B
P11 ENG IGNITION/ ENG START EEC FULL CLOSED

START CONTROL 3 (P36)
SWITCH (P5) 1
2
N2 >52% FULL OPEN
STARTER CONTROL
VALVE
ENG START 1 SPEED CARD
(P6) (P50)
MD&T
A A
2 SEC 5 SEC
L(R) STARTER CUTOUT (B)
ENG START
VALVE (P10) 5 SEC
L(R) ENG STARTER (C)
ALL LEVEL B AND C

MESSAGES INHIBITED PRIMARY ENGINE DISPLAY
FOR 20 SEC
1 GND IF NOT FULL CLOSED
EICAS
2 GND IF NOT FULL OPEN
ENGINE STARTING / IGNITION SYSTEM CONTROL
ENGINE IGNITION SYSTEM - ENGINE IGNITION LEADS, Characteristics

PLUGS AND START CONTROL The conductor is 14 AWG stranded copper wire with silicone rubber insulation
within a flexible conduit. The conduit contains an inner copper braid and an
Location outer braid of nickel wire. Tubular plastic covers the cold section of the lead and
an air cooling jacket covers the hot section.
The ignition start control and select switches are located on the P-5 overhead
panel in the engine ignition and start control panel. Fan air, used for cooling the lead enters through perforations at the forward end
as the cable passes through a plenum. After cooling the lead, the air is
discharged through a concentric port just above the coupling nut at the igniter
Ignition Select Switch plug.
There are two positions:

Igniter Plugs
• Single
• Both The igniter plug is a surface gap type used to ignite fuel within the combustion
chamber. A coupling nut secures the igniter plug into a recessed adapter bolted
The switch allows either circuit 1 or 2 to be selected by the EEC, or both circuits into the compressor rear frame at two places, 4 and 3 o'clock.
to be selected. This selection is for both engines.
The immersion depth of the igniter plug is preset at the factory using spacers
under the adapter. No depth check is required.
Ignition/Start Switches
There is a separate switch for each engine. The switches have five positions. Safety Precautions
These positions are
Due to the high voltages, care should be taken with all ignition system
• GND components. See the following WARNING:
• AUTO
• OFF WARNING: IGNITION SYSTEM VOLTAGE IS DANGEROUSLY HIGH.
• CONT
IGNITION SWITCH MUST BE IN OFF POSITION BEFORE
• FLT
REMOVAL OF ANY IGNITION COMPONENTS. ALLOW
SEVERAL MINUTES TO ELAPSE BETWEEN OPERATION
The switch is detented in the AUTO position to prevent inadvertent selection of
OF IGNITION SYSTEM AND REMOVAL OF COMPONENTS.
other switch positions.
UPON DETACHING CABLE FROM IGNITER PLUG,
DISCHARGE CURRENT BY GROUNDING CABLE
TERMINAL TO ENSURE COMPLETE DISSIPATION OF
Location
ENERGY FROM THE SYSTEM. SEVERE INJURY COULD
RESULT.
The leads run from the exciter box location at the 7 o'clock position on the left
fan case, to the igniter plugs on the compressor rear frame at the 3 and 4
o'clock position.
PNEUMATICS
ENG START
L R
SINGLE BOTH
VALVE VALVE PNEUMATIC
STARTER
AUTO AUTO
IGNITION
GND OFF
CONT
GND OFF
SELECT
CONT
FLT
SWITCH
FLT
IGNITION/ PNEUMATIC
START STARTER ACCESSORY
CONTROL CONT VALVE GEARBOX
SWITCHES ENGINE
IGNITION AND
START CONT
PANEL (P5)
IGNITION
STARTING/ EXCITER 1
IGNITION IGNITER
PLUG 1
(4:00)
L FUEL CONTROL R
RUN
IGNITION
EXCITER 2
CUTOFF
IGNITER
CHANNEL A PLUG 2
(3:00)
FUEL CONTROL SWITCHES (P10)
CHANNEL B
(SAME AS
CHANNEL A)
EEC
ENGINE STARTING AND IGNITION SYSTEM

ENGINE IGNITION SYSTEM - IGNITION ELECTRICAL POWER and slat position. The EEC actually selects the ignition plug to fire in the
SINGLE position. The EEC alternates Igniter plugs every other engine start in
SUPPLY SYSTEM this position. In the BOTH position the EEC selects igniter plugs One and Two
to fire together.
Power
Power is supplied to ignition exciter 1 from the 115 volt ac left main bus or Displays and Indications
alternately from the 115 volt ac standby bus. Power for ignition exciter 2 is
supplied from the 115 volt ac right main bus or the 115 volt ac standby bus. If the left or right AC bus is unpowered, the associated power sense relay No. 1
allows standby bus power to the system. The power sense relay No. 2 provides
a ground signal to EICAS. This causes the maintenance message IGN 1(2)
Ignition Select and Start Control Switches STBY BUS to appear.
The engine ignition and start control panel located on the pilots' P-5 overhead
panel contains the ignition select switch and the Ignition / Start switches for the
left and right engines. The switch allows Single or Both exciters to be selected.
The switch allows power to the exciters as follows:
• GND: ignition is enabled for the EEC selected igniter

• AUTO: ignition is enabled for the EEC selected igniter when thermal
anti-ice is "ON" or if the slats are extended
• OFF: no ignition
• CONT: ignition is enabled continuously for the EEC selected igniter
• FLT: ignition is enabled for both igniters bypassing the ignition select
switch
In all cases the Fuel / Ignition control relay must be de-energized to enable
ignition. This requires the fire handles be in the NORM position and the fuel
control switch in RUN.
Ignition Exciters
The two independent exciter units are mounted on the engine fan case, left side
at 7:00 o'clock. They are electrical capacitors that are enclosed in welded steel
cases.
Control and Operation
Ignition is controlled as a function of the ignition select switch, the ignition / start
control switches, the fuel / ignition control relay, engine thermal anti-ice relay
RUN
NORM L ENG
L AC BUS 28V DC
IGNITER
L ENG IGN 1 BAT BUS
PLUG 1
L AC BUS CUTOFF L ENG FUEL L ENG IGN
FIRE CONT VALVE
L ENG BUS FUEL/IGN EXCITER 1
FUEL CONT
PWR SEN CONT 2 FIRE SW P11
K158 SW (P10)
(P36) (P8)
(P11)
L ENG
CHANNEL A IGNITER
PLUG 2
R AC BUS IGN SELECT LOGIC
L ENG IGN
L ENG IGN 2 EXCITER 2
IGN SELECT LOGIC
R AC BUS
CHANNEL B
R ENG BUS FUEL/IGN
PWR SEN CONT 1
K608 L ENGINE EEC ECS/MSG
(P36)
(P11) IGN 2 STBY BUS
IGN 1 STBY BUS
STBY BUS
STBY IGN 1 CHANNEL A
R ENG
IGN SELECT LOGIC EICAS
IGNITER
L AC BUS
PLUG 2
R ENG IGN 1 IGN SELECT LOGIC
R ENG IGN
CHANNEL B EXCITER 2
K607 FUEL/IGN
(P11) CONT 2
(P36) R ENGINE EEC
STBY BUS
STBY IGN 2 R ENG IGN
RUN EXCITER 1
NORM
R AC BUS 28V DC R ENG
R ENG IGN 2 BAT BUS IGNITER
PLUG 1
CUTOFF R ENG FUEL
FIRE CONT VALVE
FUEL/IGN FUEL CONT
CONT 1 SW (P10) FIRE SW P11
K159
(P36) (P8)
(P11)
IGNITION SYSTEM POWER
THRUST REVERSER - THRUST REVERSER SYSTEM
The thrust reverser, when deployed, redirects fan air forward to decelerate the
airplane. The thrust reverser is normally deployed during landing rollout or
during a rejected takeoff.
Each engine has two thrust reverser halves. Each half includes a translating
cowl, six blocker doors with drag links, 16 deflectors, and a Center Drive Unit
(CDU) with three actuators, two of which are driven through flexible drive shafts
and angle gearboxes. The two translating cowls operate independently.
When the thrust reverser is stowed, the translating cowl fairs with the fan cowl
and the blocker doors are retracted. In the stowed position, the thrust reverser
directs fan air aft for forward thrust.
When the thrust reverser is deployed, the translating cowl slides aft to expose
the deflectors and to block the fan air path with the blocker doors. This directs
fan air forward, reversing the direction of thrust.
Turbine exhaust air is not reversed. While the fan air is deflected forward to
provide deceleration, turbine exhaust is still providing some forward thrust.
FLEXIBLE
DRIVE SHAFT
FAN TURBINE
EXHAUST EXHAUST
ANGLE GEARBOX
BALLSCREW TRANSLATING
ACTUATOR (2) COWL
CDU/
ACTUATOR
FORWARD THRUST CONFIGURATION THRUST REVERSER - STOWED
FAN EXHAUST
OUTER DEFLECTORS
FAN DUCT
INNER
FAN DUCT
TURBINE
EXHAUST
BLOCKER DOOR
DRAG LINKS (6)
BLOCKER
DOORS (6)
REVERSE THRUST CONFIGURATION FAN DUCT THRUST REVERSER - DEPLOYED

THRUST REVERSER SYSTEM
THRUST REVERSER - DEFLECTORS
General
There are 16 deflectors on each thrust reverser half that direct fan air forward
when the thrust reverser is deployed. When the reverser is stowed, the
translating cowls cover the deflectors. When the reverser is deployed, the
blocker doors direct fan air through the deflectors.
The deflectors are made of cast aluminum. The front and rear edges of the
deflectors are bolted to the thrust reverser fixed structure. There are gang
channels between the deflectors to interconnect the deflectors. The gang
channels are screwed to the deflectors. The top deflector has two gang
channels.
Five different types of deflectors are mounted on each thrust reverser half.
Each type directs the air differently. Deflectors are also called cascade
segments or cascade vane segments.
Maintenance Practices
Thrust reverser deflectors are not interchangeable because of the different flow
angles. Exact deflector position is found in the maintenance manual.
Deflectors must be inspected periodically for cracks, corrosion, and impact

damage.
CAUTION: DO NOT OPERATE ENGINE IN REVERSE THRUST WITH

DEFLECTORS MISSING. DAMAGE TO THE REVERSER MAY
RESULT.
SPRING (4) SPRING
BLOCKER RETAINER
DOOR CLIP
DRAG LINK
BLOCK
DEFLECTOR QTY
TYPE (R ENG) DESCRIPTION
A 15 RADIAL -43 |5 FWD

INNER 3
FAN B SKEWED -25 |5 FWD, 45 LH
DUCT C 1 SKEWED -25 |5 FWD, 45 RH
D 2 BLANK
BLOCKER INNER FAN E 2 CURVED STRONGBACK -45 |5 FWD, LH
DOOR DRAG DUCT COWL F 4 CURVED STRONGBACK -45 |5 FWD, RH
LINK HINGE G 5 SPOILED RADIAL 0-10 FWD
TRANSLATING
COWL
FWD
LINK
LINK SUPPORT A A
PIN A 1 A
32
DEFLECTOR A 2 31 A
3 30 A
BOLT A
4 29 A
C
5 28
F 6 A
27
F 7
AFT LOOKING FORWARD 26 A
GANG F 8 25 E
TRI- CHANNEL
WING F 9 24 E
INBD
SCREW 23 A
G 10
11 22
G A
12 21
THRUST REVERSER G 13 20 A
FIXED STRUCTURE G 14 19 A
G 15 16 17 18 B
D B
D B
RIGHT ENGINE SHOWN - LEFT ENGINE SIMILAR
DEFLECTOR INSTALLATION
(TYPICAL)
THRUST REVERSER - DEFLECTORS
THRUST REVERSER DEFLECTORS

THRUST REVERSER - THRUST REVERSER SYSTEM OPERA- does neither, after 5 seconds the engine will decelerate to ground (low) idle and
the crew will use the airplane brakes to slow down.
TION
Thrust Reverser Indications
General
When both halves of a thrust reverser are fully deployed, a green REV
Thrust reversers are used by the flight crew to decelerate the airplane indication will appear on the upper EICAS display just above the N1 digital
immediately after landing or during a refused takeoff. Normal thrust reverser display. When both of the translating sleeves are fully stowed there is no REV
operation requires that the airplane be on the ground, engine running, fire message shown. When either or both of the translating sleeves are between
switch in normal, and both pneumatic pressure and electrical power be the fully stowed and fully deployed position, a yellow REV indication appears
available. above the N1 indication. No thrust reverser messages are shown to the flight
crew in flight unless there is an actual abnormal in-flight deployment of a thrust
Deploy reverser. Then the yellow or green REV indication could be observed.
When reverser deployment is commanded, switch and relay logic provide After the airplane has been on the ground for 60 seconds, faults in the thrust
power to unlock the electro-mechanical brake, to energize the directional pilot reverser system detected in-flight will illuminate the REV ISLN light and cause
valve and to open the Thrust Reverser Pressure Regulating and Shut Off Valve the EICAS advisory and latched maintenance message "L (R) REV ISLN VAL"
(T/R PRSOV). Air from the T/R PRSOV flows to the left and right CDUs and to to be displayed.
the DPV. An air signal from the DPV to the CDU arms the CDU to the deploy
mode. Air motors in the CDUs drive ballscrew actuators attached to the
translating cowls. Angle gearbox and ballscrew actuators are attached to the Thrust Reverser Relay Module
upper and lower ends of the translating cowls. Flexible drive shafts
mechanically connect the angle gearbox and ballscrew actuators to the CDUs. The thrust reverser relay module (M1987) (located in the main equipment
center) monitors operation of the thrust reverser system. If in-flight faults
The air motors in the CDUs drive the center ballscrew actuators and the upper lasting more than 5 seconds occur, magnetically latched relays will illuminate
and lower flexible drive shafts. The flexible drive shafts then drive the upper light emitting diode indication lights on the module's front panel. The thrust
and lower angle gearbox and ballscrew actuators. The ballscrews move the reverser relay module provides fault indications for both engines. It
translating cowls aft. Blocker doors, pulled by the drag links, rotate from a flush incorporates a self test and a lamp test capability.
position against the inside of the translating cowl to a position blocking the fan
air discharge path. The fan air discharge is redirected forward through the
deflectors. Electronic position feedback on each half of the thrust reverser, Stow
provided to the EEC allows the throttle interlock solenoid to operate. The crew
can then move the reverse thrust levers to the high power position. When the thrust reverser is commanded to stow, air from the T/R PRSOV flows
to the left and right CDUs and the DPV. Now the DPV remains closed, blocking
the air signal to the CDUs. This arms the CDUs to the stow mode. The air
Engine Operation motors reverse direction, driving the actuators and translating cowl forward to
the stow position. The blocker doors (pushed by the drag links) rotate back to a
During the approach to landing, the engine is not permitted to decelerate below flush position with the inner translating cowl. When fully stowed, the system de-
flight idle. After touchdown, the engine speed is maintained at flight (high) idle energizes the solenoids on the electro-mechanical brakes. The system is now
for 5 seconds by a time delay relay on the engine discrete’s card. This allows 5 locked in the stowed position by the CDU cone brakes and by the electro-
seconds for the pilot to decide to go around or to use reverse thrust. If the pilot mechanical brakes.
AIR/GND FIRE
28V DC SWITCH SWITCH
ITCH
10 DEGREE SW
FIRE T/R CONTROL
28V DC SWITCH SWITCH
T/R DPV 29 DEGREE SWITCH
SWITCH W ITCH
G REE S
T/R AUTOSTOW 29 D E
AIR/GND
28V DC RELAY LOCK SWITCH
AIR/GND RELAY LOGIC

RELAY THRU SEQUENCING REV
ELECTRO- RELAY K2184 AND ISLN
MECHANICAL TRAS LOCK RELEASE
DISK BRAKE P10
RELAY K2188
REV
PRESSURE T/R PRSOV
10
26.1 SWITCH L(R) REV ISLN VAL (C)
CDU POSITION INDICATION
2
6 SWITCH MODULE LOGIC AND
N1 PRSOV BITE RELAY
BLEED MODULE
AIR L(R) REV ISLN VAL (M)
EICAS DISPLAY
EICAS
YELLOW DIRECTIONAL
PILOT VALVE (DPV)
GREEN CENTER DRIVE
CDU POSITION UNIT (CDU) INTERLOCK
FEEDBACK EEC ACTUATOR
FLEXIBLE
TRANSDUCER
DRIVE SHAFT
ANGLE GEARBOX
AND BALLSCREW
ACTUATOR
TRANSLATING COWL
THRUST REVERSER OPERATION
THRUST REVERSER THRUST REVERSER CONTROL

SWITCHES
Three thrust reverser control switches control the electrical signals to deploy or
stow the thrust reverser. The control switches are in the pilot's control stand
(P8). One switch, in the forward thrust lever handle, controls the signal to the
T/R PRSOV. The other two switches, in the micro-switch pack assembly,
control the signals to the electro-mechanical 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 above 29 degrees. This signals the directional pilot valve to open,
directing air to the DEPLOY side of the CDU air motor. At 29 degrees the TRAS
lock switch closes, providing power to several relays which unlock the electro-
mechanical brakes and signal the T/R PRSOV to open.
REVERSE
THRUST LEVER
T/R CONTROL
SWITCH (OPERATES
AT 10 DEG)
FWD
REVERSE
THRUST LEVER
FORWARD FORWARD
DRUM (REF) THRUST LEVER
T/R TRAS T/R DIRECTIONAL

LOCK SWITCH PILOT VALVE SWITCH
(OPERATES (OPERATES AT 29 DEG) T/R CONTROL
AT 29 DEG) SWITCH COVERS
THRUST REVERSER CONTROL SWITCHES
THRUST REVERSER - ELECTRO-MECHANICAL (TRAS)

BRAKE
General
The electro-mechanical brakes (also called the thrust reverser actuation system
or "TRAS" brake) provide a third level of safety to prevent uncommanded
deployment of the thrust reversers in flight. (The auto stow system, the locking
center drive units, and the TRAS brakes provide three levels of safety.) The
brake mechanism has a separate, dedicated electrical circuit for its control that
is independent of other thrust reverser components.
Description
There are two electro-mechanical brakes installed on each engine, one on each
thrust reverser half. The brakes are mounted on brackets attached to the fan
reverser torque boxes. Each brake is connected to its upper angle gearbox by a
flexible drive shaft. The electro-mechanical brakes are solenoid activated disk
brakes. When 28VDC is applied to the brake solenoids, the brakes will release
to permit thrust reverser operation. These brakes lock their reverser half by
locking the flex drive cable at the upper actuator.
Operation
The electro-mechanical brake (TRAS lock) is spring loaded to the fully braked
position. Dual rotors contacting stators provide the braking force friction. To
release the brake, the solenoid is energized by electrical current from the thrust
reverser actuation system relays and switches. This solenoid force acts against
the springs to reduce the rotor/stator friction force, thus releasing the brake.
A manual lockout lever is mounted to the upper surface of the brake. Lifting of
this lever will cause an internal cam to act against the springs to reduce the
rotor/stator friction force, thus releasing 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 will automatically be
returned to the brake position when the fan cowl is closed.
ELECTRICAL
CONNECTOR
MANUAL
RELEASE
HANDLE
ELECTRO-MECHANICAL
BRAKE
BRACKET
FLEXSHAFT
ANGLE GEARBOX
DRIVE PAD
CENTER
DRIVE
UNIT
ELECTRO-MECHANICAL (TRAS) BRAKE

THRUST REVERSER PRESSURE REGULATING VALVE
Pressure Regulating and Shutoff Valve (T/R PRSOV)
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 strut at the entrance to the reverser supply duct
downstream of the pre-cooler. Access is through a pressure relief door on the
right side of the strut. The T/R PRSOV has a steel valve body with a poppet
valve, a solenoid valve, a pressure regulator, and a relief valve.
T/R PRSOV Operation
The poppet valve is 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 inlet pressure is higher
than 70 psig. This modulates the poppet valve, regulating downstream
pressure. Normally, the air supply pressure is not high enough to require valve
regulation. However, the engine may develop enough 8th stage bleed pressure
to open the regulator during a rejected takeoff. The relief valve opens if actuator
pressure exceeds 150 psig.
SOLENOID
VALVE
RELIEF
VALVE
PRESSURE (150 PSI)
REGULATOR
(70 PSI)
SOLENOID
PNEUMATIC
INLET ACTUATOR
POPPET
VALVE
INLET OUTLET
OUTLET
THRUST REVERSER PRESSURE REGULATING VALVE

DIRECTIONAL PILOT VALVE the T/R PRSOV. Its position is independent of the directional pilot valve position.
There is an indication in the flight compartment if the pressure switch position
disagrees with the T/R PRSOV position. This indication is discussed later.
General
The directional pilot 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 air pressure to both halves of the thrust
reverser for that engine. This air pressure, called signal air, 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 air from the T/R PRSOV into the air
motor is determined by the position of the DCV. The air 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 air motor rotation moves the sleeves to the stow position. The
operation of the air motor and the DCV is discussed later.
The DPV pressure switch completes a circuit for thrust reverser indication.
The DPV and pressure switch are on the torque box of the left reverser half.
There is one on each engine. Access is through the left fan cowl panel.
The DPV is spring-loaded closed. It has a ball and poppet valve on a common
shaft, a solenoid, and a cleanable air filter. The pressure switch is a two-
position microswitch.
Operation
When reverse thrust is selected, the solenoid is energized and the ball valve
moves down and closes the vent. The poppet valve opens to let air pressure
from the T/R PRSOV go to the directional control valve.
When the thrust reverser system is in the stow position, the solenoid is de-
energized. Air pressure from the T/R PRSOV is blocked. The signal air lines to
both CDU directional control valves are vented through the DPV ball valve to
ambient.
The pressure switch senses air pressure to the DPV. It is open when the T/R
PRSOV is closed. The pressure switch closes when it senses pressure from
SOLENOID
AMBIENT
VENT
BALL VALVE
PRESSURE ASSEMBLY
SWITCH
OUTLET
TO CDU
DCV
POPPET
VALVE
DPV
FILTER
PRESSURE
SOLENOID
SWITCH
THRUST
FWD REVERSER AIR IN FROM
TORQUE BOX T/R PRSOV
DPV
VALVE
BODY
OUTLET TO
RIGHT CDU DCV
DPV
INLET FILTER
OUTLET TO
LEFT CDU DCV
DIRECTIONAL PILOT VALVE

THRUST REVERSER - CENTER DRIVE UNIT The stop rod then moves the DCV to the neutral position to stop airflow to the
air motor, and engage the cone brake. The stop rod also activates the switches
in the CDU position indicating switch module. This causes the T/R PRSOV to
General
close and controls indication of thrust reverser position.
The center drive unit (CDU) is a pneumatic motor with a ballscrew actuator for
deploying and stowing the thrust reverser. The CDU has a position switch
Stow Operation
module, a gearbox and a position feedback rod assembly. The gearbox has two
flexible drive shaft output drives and a manual drive pad. A Directional Control
The air signal from the DPV stops when the stow mode is selected. The spring
Valve (DCV) includes a directional valve, a helix rod and spring, and a valve
in the DCV assembly drives the valve actuator piston and moves the DCV to the
actuator piston. The DCV is spring-loaded in the stow position. The actuator
stow direction. The directional valve override linkage lets the valve turn without
cone brake has a spring-loaded friction cone and rotating mating cone mounted
the stop rod moving. Air is admitted to the air motor. The ballscrew turns and
on the air motor shaft. The valve actuator piston moves a pivoted lever to
the ballnut and ballscrew actuator begin moving toward stow. When the
release the brake. When the brake is engaged, the air motor can rotate in the
actuator is about .25 inch from fully stowed, the stop rod moves the DCV toward
stow direction, but not in the deploy direction.
neutral. When closed, the DCV has bleed air holes which allows air to drive the
CDU to the full stow stop to pre-load the actuation system.
The ballscrew and ballnut actuator is one assembly. The air motor turns the
ballscrew. The ballscrew is free to rotate, but can not translate. It engages the
ballnut actuator. The ballnut actuator is free to translate but can not rotate
Removal
because it is attached to the translating cowl.
Remove middle actuator access panel. Manually deploy the thrust reverser half
The stop rod is linked to the DCV assembly on one end and has a mushroom
about 6-8 inches until the ballscrew actuator clevis pin is exposed. Deactivate
shaped head on the other. It turns the DCV through an override linkage,
the thrust reverser by reversing the lockout plate. Loosen the retaining clip bolt.
operates the CDU position indicating switch assembly, and keeps the cone
Rotate clip and remove clevis pin using a pin extracting tool.
brake from engaging until the cowl is completely stowed. The CDU position
indicating switch assembly has stow and deploy limit switches to indicate thrust
CAUTION: DO NOT REMOVE CLEVIS PIN RETAINING CLIP BOLT. BACK
reverser position. The switches also control electrical power to the T/R PRSOV.
BOLT OUT ENOUGH TO ROTATE RETAINING CLIP. REMOVAL
They are operated by the stop rod.
OF BOLT WILL DAMAGE NUTPLATE.
Disconnect the feedback cable and the rotary flexible drive shafts. Remove the
Deploy Operation
4 CDU flange bolts. Ensure that the CDU upper flexible drive shaft does not
slide out of the sheath. Pull CDU and ballscrew actuator from torque box noting
Air from the DPV moves the valve actuator piston to the DEPLOY position. The
shim installation details. Mark the position of the actuator on the ballscrew to
helix rod turns the DCV as the valve actuator piston moves. The piston and
aid CDU installation.
pivoted lever release the cone brake, and the air motor rotates turning the
ballscrew in the deploy direction. The ballnut and ballscrew actuator move the
Note: Be sure to reference the aircraft M/M when ever you perform any
translating cowl to the deploy position. The stop rod is pulled toward the deploy
maintenance operation.
stop as the actuator approaches fully deployed. At about 1.5 inches from full
deploy, the stop rod touches the ballnut.
SIGNAL AIR CDU POSITION
FROM DPV FEEDBACK TRANSDUCER
STOW MANUAL
BRAKE
VALVE RELEASE
ACTUATOR HANDLE
IN PISTON
DEPLOY HELIX
AIR ROD PIVOTED
MOTOR LEVER
DIRECTIONAL CONTROL VALVE
(STOW POSITION) ACTUATOR
(CONE) BRAKE
DCV (NEUTRAL AIR MOTOR

POSITION) TORQUE
TO POSITION AIR TUBE
INDICATING INLET DEPLOY STOP
SWITCHES STOP ROD
OVERRIDE STOW
LINKAGE STOP
STOP ROD
MECHANICAL
SWITCH INPUT BALLNUT BALLSCREW
STOP
ROD ELECTRICAL
CONNECTOR
(BACK SIDE)
TO FLEXIBLE
CDU POSITION DRIVE SHAFT
DCV GEARBOX
INDICATING OUTPUT DRIVES
SWITCH MODULE
LOCKOUT SQUARE
PLATE DRIVE
CENTER DRIVE UNIT OPERATION

THRUST REVERSER - ANGLE GEARBOX AND BALLSCREW

ACTUATOR
General
Three ballscrew actuators move the translating cowl. One of the ballscrew
actuators is driven directly by the CDU. The other two ballscrew actuators are
driven by the angle gearboxes. The gearboxes are driven by the CDU through
the flexible drive shafts. Access is through the fan cowl. Each gearbox has two
square input drives to connect a rotary flexible drive shaft and to permit manual
operation, and a splined output for the ballscrew actuator connection. The
square drive opposite the drive shaft end is capped. This end may also be used
to lock the actuator or for rigging. The 0.2 inch drive requires a special tool to fit
the hole.
The ballscrew actuator is coupled to the gearbox spline. A stop collar (not
shown) is pinned to the end of the ballscrew to limit actuation length. The
ballnut and actuator tube translates as the ballscrew turns.
Removal
The angle gearbox and ballscrew actuator must be removed as a unit. The
angle gearbox can be separated from the ballscrew actuator after removal. To
remove, deploy the translating cowl 6-8 inches to access the ballscrew actuator
clevis pin. Remove the flexible drive shaft, then the clevis pin, and finally the
gearbox and actuator.
CAUTION: ENSURE THAT THE DRIVE SHAFT CORE DOES NOT SLIDE
OUT OF OUTER CASE WHEN REMOVING THE ROTARY
FLEXIBLE DRIVE SHAFT.
CAUTION: 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 installing a gearbox and actuator the side plate on the
gearbox must be facing inward.
SPLINED ACTUATOR ROD END
OUTPUT DRIVE TUBE BALLSCREW BEARING
BALLSCREW ACTUATOR
BALLNUT
ANGLE GEARBOX
THRUST
REVERSER
TORQUE BOX
RETAINING
FLEXIBLE CLIP AND
DRIVE SHAFT BOLT
ANGLE GEARBOX
AND BALLSCREW CLEVIS
ACTUATOR PIN
FACEPLATE
(INWARD FACING
NOT SHOWN)
TRANSLATING
COWL
CAPPED
END
FWD
ANGLE GEARBOX AND BALLSCREW ACTUATOR

THRUST REVERSER - ELECTRICAL OPERATION Stow Mode
During stow operations, the reverse thrust levers are moved forward and down.
Operational Description - Electrical Circuits
There is no stop position between deployed and stowed. The 29× switches
open first and then the 10× switch opens. The DPV closes. The T/R PRSOV
The electrical control system consists of four switches, four solenoids, two
opens to drive the translating sleeves to the stow position. Position switches
position switches, and eight relays for each thrust reverser. Operation of the left
signal the T/R PRSOV to close, removing air from the CDUs. Two seconds
engine thrust reverse will be explained. The operation of the right engine thrust
after removal of the pneumatic operating pressure from the thrust reverser
reverser is the same, but the components have different numbers and locations.
system, the 28 VDC power is removed from the electro-mechanical brake
solenoids and the brakes engage again.
Deploy Mode
For an engine thrust reverser deployment the T/R PRSOV, DPV and the two
TRAS solenoids all must be energized. To energize the four solenoids, the
airplane must be on the ground. With the forward thrust levers at the forward
idle position the pilot rotates the reverse thrust lever aft. Rotation of the reverse
thrust lever to the rear sequentially closes three switches:
• T/R control switch (S5)

• T/R DPV control switch (S11)
• TRAS lock switch (S21).
The T/R control switch (S5) is the first to close at approximately 10 degrees of
reverse thrust lever rotation.
At approximately 29 degrees of reverse thrust lever rotation the T/R DPV control
and the TRAS lock switches close. The DPV solenoid, T/R sequence relay
(K2184), and TRAS lock release relay (K2182) are energized; followed by the T/
R PRSOV solenoid (V360), the left and right TRAS solenoids, and the T/R
unstow relay (K26); and finally the TRAS lock release control relay (K2188).
The proper sequencing of the four controlling solenoids is critical. The DPV
solenoid is the first to be energized even though it is controlled by one of the
29× switches. The T/R PRSOV solenoid and the left and right TRAS solenoid
are essentially energized simultaneously, however, the TRAS brakes are
released prior to pneumatics being available to drive the CDUs. There is
approximately a 160 millisecond window between the TRAS brake release and
the CDUs spinning up to speed thereby insuring that the TRAS brakes are not
released under load. With proper sequencing, the engine thrust reverser, driven
by the CDUs, translates to the fully deployed position.
POWER TO COIL OF K10234
L ENG T/R DISAGREE
AIR NORM STOW
28V DC
STBY BUS
C1491
L ENG T/R STOWED
GND DEPLOY
CONT ALT (11D5) L T/R DPV
K895 SYS 1 S11 (29 DEG) (L ENG)
AIR/GND (P36) L T/R
DPV CONT UNSTOW
C1482 NOT DEPLOY

28V DC L ENG T/R FIRE
L BUS CONT (11L6) STOW AIR
S37 L ENG FIRE DEPLOYED

C1487 SWITCH (P8)
RH T/R LOGIC SW
28V DC L BUS DEPLOY GND (R CDU-L ENGINE)
PWR SENSE (11M3)
K897 28V DC S5(10 DEG) K895 SYS 1
L BUS PWR L T/R CONT AIR/GND (P36) NOT DEPLOY
SENSE (P11)
DEPLOYED
POWER TO COIL OF K1025 L T/R
DEPLOY IDLE (APP IDLE CMD) STOWED
NOT POWER TO COIL
DEPLOY OF K1034 L T/R
VALVE RELAY
28V DC (APP IDLE CMD)
STBY BUS UNSTOW
C1576 FULLY
L ENG T/R LH T/R LOGIC SW
DEPLOYED (R CDU-L ENGINE)
TRAS LK
CONTROL (11D18)
K1023 L T/R STOWED
P11 CB PANEL ASSY DEPLOY (P36)
ONE SEC
T/D ON
FAULT STOWED OR RELEASE POWER TO COIL OF K1021
LATCHING DEPLOY AFTER L T/R PNEU VLV V360 L ENG
GND STOWED T/R PRSOV
FOR TRRM (L STRUT)
L ENG
RESTOW UNLATCH
2 SEC
COMMAND
LAMP DEPLOY TD-L TRAS
UNLATCH (P33)
T/D K2184 RLY-L
T/R SEQ (P33)
UNSTOW UNSTOW
OR NOT R702 DIO - LH
DEPLOY TRAS LK RLY (P33)
K2182 L TRAS
LK REL (P33) POWER TO COIL
K26 RLY-L OF K2186 L T/R
T/R UNSTOW (P36) TRAS UNLK
LH TRAS SOL
AIR STOW
RH TRAS SOL
GND DEPLOY M
LATCH R704 DIO - RH
K2157 RLY S21 (29 DEG)
LEFT TRAS LK K2188 L TRAS TRAS LK RLY (P33)
AIR/GND (P37) LK REL CONT (P33)
THRUST REVERSER ELECTRICAL OPERATION
THRUST REVERSER - THRUST REVERSER INDICATING SYS- reverser relay module provides fault indications for both engines. It
incorporates a self test and a lamp test capability.
TEM OPERATION
The thrust reverser relay module only monitors the reverser system while the
General airplane is in the air mode. It is inhibited on the ground. However, the TRRM
can be utilized to monitor the reverser system on the ground to aide
This system gives indications of thrust reverser position and malfunctions. No troubleshooting by pushing the test enable switch located on the front panel. A
thrust reverser messages are shown to the flight crew in flight unless there is an reset switch releases the magnetically latched relays to turn off the fault lights.
actual abnormal in-flight deployment of a thrust reverser. Then the yellow or A lamp test switch illuminates all light emitting diodes while pressed.
green REV indication could be observed.
The thrust reverser relay module will latch a fault if any of the following
conditions exist for more than 5 seconds while the airplane is in-flight:
T/R Position Indication
• An unstowed sleeve is detected by the limit switches on the center drive
When both halves of a thrust reverser are fully deployed, a green REV unit. The LED labeled RESTOW COMMAND will be illuminated.
indication will appear on the upper EICAS display just above the N1 digital • The electro-mechanical brake solenoids are being commanded to release
display. When both of the translating sleeves are fully stowed there is no REV the brakes due to power being present at the thrust reverser activation
indication shown. When either or both of the translating sleeves are between system (TRAS) lock release control relay (K2188). The LED labeled
the fully stowed and fully deployed position, a yellow REV indication appears TRAS UNLOCK will be illuminated.
above the N1 indication. • Pneumatic pressure is present downstream of the T/R PROSOV as
indicated by the pressure switch mounted on the directional pilot valve.
The LED labeled PRSOV PRESSURE will be illuminated.
T/R Malfunction Indications
After the airplane has been on the ground for 60 seconds, faults in the thrust
reverser system detected in-flight will illuminate REV ISLN light and cause the
EICAS advisory and latched maintenance message "L (R) REV ISLN VAL" to be
displayed. Appearance of these indications on the ground (the messages and
the light are inhibited in-flight by air/ground logic) mean either:
• that the reverser may not deploy when commanded on the ground, or
• that the thrust reverser relay module (TRRM) detected and latched an in-
flight fault in the reverser system
Thrust Reverser Relay Module (TRRM)
The thrust reverser relay module (M1987) (located in the main equipment
center) monitors operation of the thrust reverser system. If in-flight faults lasting
more than 5 seconds should occur, magnetically latched relays will illuminate
light emitting diode indication lights on the module's front panel. The thrust
REV (YELLOW L T/R IN TRANSIT STOWED
MUX L T/R DEPLOYED AIR
REV (GREEN)
L REV ISLN VLV NVM

LATCH UNSTOW
(LEVEL M) GND TEST
SOFTWARE NOT DEPLOY S1 L TEST ENABLE
K2175 AIR/GND
FAULT LOGIC SYS 1 (P36)
L REV ISLN VLV 2 SEC R3
(LEVEL C) GND REQ'D L3 L ENG
RESTOW UNLATCH
SOFTWARE DEPLOYED COMMAND
R T/R LOGIC SW
L OR R EICAS COMPUTER (E6) (R CDU-L ENG) RESET
S3 L RESET
CR3
A A
MD&TR10117 L T/R
IND (P37)
L5 REV ISLN
FUEL CONT PNL LATCH
FAULT
(P10)
FAULT STOWED K3 L ENG
RESTOW
5 SEC LATCH COMMAND
NOT DEPLOY LATCH
M10440 L T/R ISN K7 L T/R
UNSTOW FAULT LATCH
VLV DELAY (P36)
BYPASS OF UNLATCH
NOT DEPLOY
K26 TO KEEP
TRAS LK
SOLENOIDS CR1
28V DC ENERGIZED
DURING STOW DEPLOYED
STBY BUS
C1480 L T/R LOGIC SW R1
L ENG T/R NORMAL (L CDU-L ENG) L1 L ENG
IND (11D13) TRAS UNLOCK
K10358 L T/R DEPLOY
P11 CB PNL ASSY ISLN DET (P33) 60 SEC
K1023 L T/R T
AIR DEPLOY (P36) / LATCH
D
K1 L ENG
NORMAL TRAS UNLOCK
K9 L ENG FAULT DET LATCH
GND STOW K11 L T/R

FAULT DELAY
K2175 AIR/GND 5 SEC UNLATCH
SYS 1 (P36)
M3 TD L T/R
UNSTOW RESTOW COMMAND
LAMP TEST
LOCK K26 L T/R
UNSTOW (P36)
LEFT ENG RIGHT ENG
PSEU STOWED 5 SEC

RESTOW
OR M1 TD L ENG R5
AIR DEPLOYED L5 L ENG
RESTOW
PRESSURE
TRAS UNLOCK PRSOV PRESS
AIR
HIV
PRESSURE 5 SEC
LATCH
M7 TD L
5 PSI T/R FAULT K5 L ENG
RESET
GND PRSOV PRESS
CR5 LATCH
GROUND MODE
GND UNLOCK PRSOV PRESS
TEST
ENABLE K178 SYS 1 NOT SWITCH (LEFT TEST
PRESS AND HOLD FOR DEPLOYED PC CARD
TEN (10)SECONDS AIR/GND K2186 L T/R STRUT) S5 LAMP
(P36) K10234 L ENG TEST
T/R DISAGREE TRAS UNLOCK
K1021 L T/R (P33)
(P36) PNEU VLV (P36) 5 SEC
R700 L PRSOV M5 TD L ENG
FIRE SWITCH PNEUMATICS TRAS SOLENOID PRESS (P33) PRSOV PRESS
NORMAL AND COMMANDED POWER IS
ON GROUND FOR DEPLOY APPLIED THRUST REVERSER RELAY MODULE (E2-6 OR E1-4)
THRUST REVERSER INDICATING SYSTEM OPERATION

THRUST REVERSER - TRANSLATING COWL MANUAL Deploy

DEPLOY/STOW Open the applicable circuit breakers on the P11 panel to remove power from the
thrust reverser actuation system; install DO-NOT-CLOSE identifiers on the
General circuit breakers. Deactivate the spoiler/speed brake control system. Insure that
the reverse thrust levers are fully forward, and attach a DO-NOT-OPERATE tag.
This procedure covers manual cowl translation (deploy or stow) of the Make sure that a pneumatic source is not connected to the thrust reverser.
translating cowl using either a manual speed wrench or an air-powered wrench. Open the fan cowl panels. Make sure that the D-shaped pressure relief door is
Each cowl is operated independently of the other using this procedure. Do not closed and latched. If the thrust reverser is opened to the 34-degree (first stick)
extend either translating cowl if the thrust reverser is opened more than the 34- position, make sure that the leading edge slats are fully retracted. Pull up on
degree (first stick) position. the manual release handle to unlock the electro-mechanical (TRAS lock) brake.
Pull the cone brake release handle out and away from the CDU until the detent
WARNING: YOU MUST CAREFULLY FOLLOW THE INSTRUCTIONS IN is felt. Remove the two bolts that attach the lockout plate to the manual drive
THIS TASK. IF YOU DO NOT, THE THRUST REVERSER pad on the bottom of the CDU. Put a 1/4-inch square-drive into the CDU
CAN ACCIDENTLY OPERATE AND CAUSE INJURY TO manual drive. Turn the square-drive on the CDU to extend the translating cowl.
PERSONS AND DAMAGE TO EQUIPMENT. Less than 10 pound-inches of torque should be applied. Open the other thrust
reverser half if it is necessary.
WARNING: DO THE DEACTIVATION PROCEDURE FOR THE SPOILER/
SPEED BRAKE SYSTEM OR REMOVE ALL PERSONS AND CAUTION: IF YOU USE AN AIR WRENCH TO EXTEND/RETRACT THE
EQUIPMENT AWAY FROM THE SPOILERS. THE SPOILERS TRANSLATING COWL, LOOK FOR MOVEMENT OF THE
CAN RETRACT QUICKLY AND CAUSE INJURIES TO FEEDBACK ROD WHEN THE TRANSLATING COWL IS
PERSONS AND DAMAGE TO EQUIPMENT. (REF AMM 27- ALMOST FULLY EXTENDED/RETRACT. WHEN YOU SEE
61-00/201) MOVEMENT, REMOVE THE AIR WRENCH AND FULLY
EXTEND/RETRACT THE TRANSLATING COWL WITH A
CAUTION: DO NOT OPEN THE THRUST REVERSER HALF TO MORE MANUAL WRENCH. THE CDU WILL LOCK IF THE STOPS ARE
THAN THE 34-DEGREE (FIRST STICK) POSITION IF THE ENGAGED, AND DAMAGE TO THE CDU CAN OCCUR.
TRANSLATING COWL IS EXTENDED. DAMAGE TO THE
TRANSLATING COWL OR THE STRUT CAN OCCUR.
Stow
CAUTION: MAKE SURE THAT THERE IS NO EQUIPMENT IN THE AREA
AFT OF THE THRUST REVERSER. DAMAGE CAN OCCUR IF Prepare the thrust reverser for stowing the thrust reverser as you did for
THE THRUST REVERSER HITS THE EQUIPMENT. deploying the translating cowl. Put a 1/4-inch square-drive into the CDU
manual drive. Turn the square-drive on the CDU to retract the translating cowl.
CAUTION: WHEN YOU MANUALLY MOVE THE THRUST REVERSER, Less than 10 pound-inches of torque should be applied. When the translating
LOOK FOR THE TOP AND BOTTOM BALLSCREW ACTUATORS cowl is about one inch from the fully retracted position, push the stow rig button
TO TURN. IF YOU DO NOT SEE THESE BALLSCREW on the CDU. Stop turning the CDU when the stow rig pin moves and then starts
ACTUATORS TURN, DO A CHECK FOR FLEXSHAFTS THAT to move out again. Turn the wrench in the direction that aligns the rig pin
ARE BROKEN OR GONE. plunger with the groove in the CDU actuator. Measure to make sure that the
clearance between the torque box and the translating cowl is between 0.060-
0.150 inch (1.5-3.8 mm). Restore the airplane to normal.
MANUAL BRAKE
RELEASE HANDLE
CDU STOW RIG

INDICATOR BUTTON
MANUAL
RELEASE
RIG INDICATOR HANDLE
PLUNGER
GROOVE
CDU RIG
WINDOW
CDU
CONNECTOR
CDU
MANUAL TRANSLATING
DRIVE PAD COWL SPRING
TORQUE WASHER
LOCKOUT BOX
PLATE
CDU POSITION
SWITCH MODULE
TRANSLATING COWL MANUAL DEPLOY / STOW
THRUST REVERSER - TRANSLATING COWL POWER

DEPLOY/STOW USING AIR APPLIED DIRECTLY TO THE CDU
General
This procedure covers power translation of the translating cowl using a ground
pneumatic air source connected directly to the CDU. Do not extend a
translating cowl with the thrust reverser open beyond the 34-degree (first stick)
position.
WARNING: BE SURE TO COMPLY WITH ALL MM WARNINGS,

CAUTIONS AND ADVISORIES. FAILURE TO DO SO MAY
RESULT IN PERSONAL INJURY OR DAMAGE TO
EQUIPMENT.
Deploy
Open the selected circuit breakers on the P11 panel and install DO-NOT-
CLOSE identifiers. (see MM) Deactivate the spoiler/speedbrake control
system, ensure the reverse thrust levers are in the forward (stow) position, and
ensure that the thrust reverser is not open beyond the 34-degree position,
ensure that the core cowl panels are removed or closed. Open the fan cowl.
Remove the blue cap opposite the CDU pneumatic supply and connect
pneumatic power from a ground air source. Slowly pressurize to 20-30 psig.
Remove the DO-NOT-CLOSE identifiers and close the T/R PRSOV circuit
breakers. Place the reverse thrust levers to the reverse idle position and allow
translating cowl to fully deploy.
Stow
Provide pneumatic power and place the reverse thrust lever to forward (stow)
position. Allow translating sleeve to fully stow. Reduce pneumatic pressure to
zero and disconnect ground pneumatic source. Install, tighten and lockwire the
blue cap on the CDU air connection. Ensure the thrust reverser is fully stowed
by checking that the gap between the torque box and the translating cowl is
0.060 - 0.150 inch at the center drive unit. Return the aircraft to normal.
MANUAL
RELEASE
HANDLE
ENGINE
AIR SUPPLY
BLUE CAP
COVERING
GROUND
CONNECTION
TRANSLATING
COWL
TORQUE
BOX
CENTER DRIVE UNIT
TRANSLATING COWL POWER DEPLOY / STOW SUPPLYING AIR THROUGH CDU
THRUST REVERSER - TRANSLATING COWL DEPLOY / STOW module on the P5 panel to the open position. Remove the “DO NOT CLOSE”
identifiers and close the T/R PRSOV circuit breakers. Place the reverse thrust
WITH GROUND SERVICE SWITCH levers to the reverse idle position. Lift the guard on the PRSOV ground service
switch. Push the switch to the up position and hold it. Allow the translating
General cowls to fully deploy before releasing the switch.
This procedure covers power translation of the thrust reverser translating sleeve
using air from the opposite engine, external pneumatics connection or the APU. Stow
This air in the pneumatic system normally can not back-flow through the Engine
PRSOV to the T/R PRSOV. This process electronically opens the PRSOV Provide pneumatic power. Push the applicable “L or R ENG OFF” switch light
using the ground service switch. This is a guarded switch, spring loaded to the on the air supply module on the P5 panel to the open position and place the
“OFF” position that is located next to the engine oil tank. reverse thrust lever to the forward position (stowed). Lift the guard on the
PRSOV ground service switch and push the switch up. Hold the switch until the
WARNING: BE SURE TO COMPLY WITH ALL M/M WARNINGS, T/R is fully stowed. Release the ground service switch. Ensure the T/R is fully
CAUTIONS, AND ADVISORIES. FAILURE TO DO SO MAY stowed by checking the gap between the torque box and the translating cowl is
RESULT IN PERSONAL INJURY OR DAMAGE TO between 0.060 and 0.150 inch at the CDU. Return the aircraft to normal
EQUIPMENT. configuration.
Refer to the applicable MM for Spoiler / Speedbrake deactivation. Inadvertent

spoiler movement caused by actuating thrust levers could result in serious injury
to personnel. Ensure reverse thrust levers are in the forward thrust (stowed)
position and thrust reverser control circuit breakers are opened. Injury to
personnel and or damage to equipment could occur when providing external
pneumatic power. Thrust reversers will move when the T/R lever is moved to
the reverse thrust position. Ensure area aft of the T/R is clear of personnel and
equipment before operating the thrust reverser.
Note: With pneumatic power provided, a deployed thrust reverser will

stow if electrical power is lost to the directional pilot valve.
WARNING: WHEN MAINTENANCE IS PERFORMED ON OR NEAR THE

T/R THE SYSTEM SHOULD BE LOCKED OUT PER THE
MM.
Deploy
Open the selected T/R circuit breakers on the P11 panel and install “DO NOT
CLOSE” identifiers. Deactivate the spoiler speed brakes. Ensure the thrust
reverser levers are in the forward thrust position (stowed). Ensure T/R is not
open beyond the 34 degree position, and that the core cowl panels are removed
or closed. Open the fan cowl panels. Provide pneumatic power to the airplane
per MM. Push the applicable L or R ENG OFF switch lights on the air supply
ENGINE OFF
DIRECTIONAL SWITCH-LIGHTS
PILOT VALVE
BLEED
REVERSE DL
TO FLOW OVHT UE ADP
OVHT
ELECTRO-MECHANICAL OTHER SOLENOID

CA
TK
a
BRAKE (TRAS LOCK) CDU FROM (PULL L ENG APU R ENG
V
PNEUMATIC TYPE) O
F
A
L
O
F
SOURCE F V
E
F
BLEED AIR SUPPLY

PRSOV PANEL (P5)
ELECTRICAL
HEX FOR
CONNECTOR
MANUAL
OPERATION
CDU
THRUST REVERSER OIL TANK GROUND

PRESSURE REGULATING (REF) SERVICE
AND SHUTOFF VALVE SWITCH
(T/R PRSOV)
PNEUMATICS
TRANSLATING COWL POWER DEPLOY / STOW WITH GROUND SERVICE SWITCH
THRUST REVERSER - DEACTIVATION AND LOCKOUT • Install three red deactivation plates
• Install both lockout plates on the CDU drive pad
• Verify T/R position on EICAS
General
• Close fan cowls
• Reset pulled CB’s
This procedure covers steps to deactivate the thrust reverser for ground
• Pull out and collar effected CB’s
maintenance and mechanically lock the reverser for flight dispatch.
CAUTION: DAMAGED OR BROKEN DRAG LINKS MUST BE REMOVED.
Deactivation
ANY EFFECTED BLOCKER DOORS MUST BE TAPED SHUT.
CAUTION: WITH PNEUMATIC POWER PROVIDED, 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 MAY OCCUR IF PROCEDURE IS
USED TO DEACTIVATE THRUST REVERSER FOR FLIGHT
DISPATCH.
Open the circuit breakers on the P12 panel to remove power from the T/R
PRSOV. Put DO-NOT-OPERATE identifiers on the reverse thrust levers.
Open the fan cowl panels. Remove, invert and reinstall the lockout plates on
both CDUs and attach REVERSER DEACTIVATED pennants.
Lockout
Note: When locking out a Thrust Reverser for dispatch be sure to

reference the MEL for specific instructions. Lockout and test
instructions must be complied with prior to aircraft dispatch.
The following steps are required to be performed to lockout a Thrust Reverser

(T/R) for flight dispatch:
• Remove the lockout plate from the CDU manual drive pad
• Check the running torque of the T/R system (<10 inch pounds)
• Check the electro mechanical brake (TRAS) holding torque and flex drive
integrity
• Retract the T/R
• Stow the T/R halves
BRACKET TRANSLATING
TORQUE BOX (3) COWL
FLANGE
LOCKING
BOLT
HOLES
LOCKOUT
PLATE
MANUAL FWD
DRIVE DO NOT OPERATE
DO NOT OPERATE
DO NOT OPERATE
ANGLE GEARBOX AND

BALLSCREW ACTUATOR
RED TORQUE LOCKING

WARNING BOX BOLTS (6)
PLATE
THRUST REVERSER DEACTIVATION AND LOCKOUT


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GE CF6-80C2F POWERPLANT

ATA 71 GE CF6-80 C2F TABLE OF CONTENTS FUEL FLOW INDICATION................................................................... 68

ABBREVIATIONS AND ACRONYMS

ACC - Active Clearance Control

GENERAL - POWER PLANT CF6-80C2F

• Rated Thrust Classification 60,000 Pounds

CORE COWL PANEL

POWER PLANT CF6-80C2F

GENERAL - ENGINE COWLING Fan Cowls

Constructed of aluminum structure, with nomex honeycomb and kevlar/graphite

Together with associated exhaust systems, powerplant cowling performs

Constructed of aluminum structure, with honeycomb core acoustical lining, and

HINGE HINGE (TYP)

INLET COWL NOTE: EXHAUST PLUG NOT SHOWN

WARNING: ADEQUATE SUPPORT OF FAN COWL PANEL MUST BE

WARNING: ENSURE THAT HOLD-OPEN ROD IS FULLY EXTENDED

FAN COWL PANELS

GENERAL - THRUST REVERSER

GENERAL - THRUST REVERSER LATCH ASSEMBLIES General

Location and Access Adjustment

Operations and Limitations

CAUTION: DO A VISUAL CHECK THAT THE LATCH RING HOOK HAS

THRUST R ING LATCH UPPER

THRUST REVERSER LATCH ASSEMBLIES

GENERAL - THRUST REVERSER OPENING SYSTEM

A hand pump can be connected to a quick disconnect to manually open the

Thrust Reverser Opening Actuator

The thrust reverser opening actuator is driven by hydraulic pressure to open

Each thrust reverser opening actuator is mounted to a bracket on each side of

The thrust reverser opening actuator inlet fitting incorporates a restrictor as a

Thrust Reverser Hold Open Rods

BALL LOCK HOLD

THRUST REVERSER OPENING SYSTEM

Characteristics WARNING: ADEQUATE SUPPORT OF CORE COWL PANEL MUST BE

WARNING: BE SURE FAN COWL PANELS ARE OPENED AS

HOLD OPEN ROD

BRACKET SLEEVE SLEEVE SECONDARY

CORE COWL PANELS

GENERAL - ENGINE MODULE CONSTRUCTION

Five modules make up the engine. Each module may be replaced as an

FAN MODULE CORE MODULE

ENGINE MODULE CONSTRUCTION

Gas turbine engine manufacturers adhere to Aerospace Recommended

Engine Instrument Sensor/Station Relationships

Temperature and pressure sensors are labeled with a T or a P, and a station

• T12: (Electrical) inlet temperature (2)

GENERAL - ENGINE CONFIGURATION

HIGH PRESSURE COMPRESSOR LOW PRESSURE TURBINE

FAN ROTOR #4 BALLBEARING

Fan Rotor Blades

CAUTION: ALL PARTS REMOVED, EXCEPT BOLTS AND NUTS, SHOULD

1ST STAGE BLADE FAN ROTOR

FAN ROTOR BLADE

FAN / ROTOR MAINTENANCE

GENERAL - ACCESSORY DRIVE MODULES

• Main engine control (Fuel Control Unit)

• Integrated Drive Generator (IDG)

GENERAL - ENGINE COMPONENTS • Variable stator vane system

Compressor Stator Case

• Accessory gearbox and heat shield

FAN ROTOR SPINNER

FAN ROTOR BLADES

ENGINE COMPONENT LOCATIONS