EF G C F M 5 6

ENGINE SYSTEMS

CFM56-7B

February 2002
ATA level 3
CTC-224
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CFM56-7B TRAINING MANUAL

ENGINE SYSTEMS

Published by CFMI

CFMI Customer Training Center CFMI Customer Training Services

Snecma Services - Snecma Group GE Aircraft Engines
Direction de l’Après-Vente Civile Customer Technical Education Center
MELUN-MONTEREAU 123 Merchant Street
Aérodrome de Villaroche B.P. 1936 Mail Drop Y2
77019 - MELUN-MONTEREAU Cedex Cincinnati, Ohio 45246
FRANCE USA

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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.

In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or
disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.

COPYRIGHT 1998 CFM INTERNATIONAL

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TABLE OF CONTENTS

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Chapter Section Page

Table of Contents 1 to 4

Lexis 1 to 8

Intro FADEC system introduction 1 to 12

EEC
73-21-60 Electronic Engine Control (EEC) 1 to 18

Sensors 1 to 30

Harness
73-21-50 Engine electrical wiring harnesses 1 to 6

Starting & Ignition

80-00-00 Start system 1 to 8
80-11-79 Starter 1 to 6
74-00-00 Ignition 1 to 10

Powerplant
71-00-00 Power management & Fuel control 1 to 8

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Chapter Section Page

Fuel
73-11-00 Fuel distribution 1 to 8
73-11-10 Fuel pump 1 to 14
73-11-64 IDG oil cooler 1 to 6
79-21-20 Main oil / fuel heat exchanger 1 to 6
73-11-20 Servo fuel heater 1 to 4
73-21-18 Hydromechanical unit 1 to 10
73-30-11 Fuel flow transmitter 1 to 4
73-11-45 Fuel nozzle filter 1 to 4
73-11-40 Fuel nozzle 1 to 10

Geometry control
75-30-00 Variable geometry control system 1 to 4
75-31-00 Variable bleed valve 1 to 10
75-32-00 Variable stator vane 1 to 10
75-26-00 Transient bleed valve 1 to 4

Clearance control
75-21-00 High pressure turbine active clearance control 1 to 6
75-22-00 Low pressure turbine active clearance control 1 to 6

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Chapter Section Page

Oil
79-00-00 Oil general 1 to 8
79-11-00 Oil tank 1 to 4
79-21-43 Anti-leakage valve 1 to 4
79-21-10 Lubrication unit 1 to 10
79-21-50 Debris monitoring system (optional) 1 to 4
79-21-42 Oil scavenge filter assembly 1 to 4
79-30-00 Oil indicating components 1 to 4
79-31-00 Oil quantity transmitter 1 to 4
79-32-10 Oil pressure transmitter 1 to 4
79-31-40 Oil temperature sensor 1 to 4
79-20-00 Oil filter bypass switch 1 to 4

Powerplant drains
71-70-00 Powerplant drains 1 to 4

Thrust reverser
78-30-00 Thrust reverser 1 to 4

Engine indicating system

77-00-00 Engine indicating system panels 1 to 14
77-00-00 Common Display System (CDS) 1 to 20

Aircraft Vibration Monitoring (AVM) system

77-31-00 Vibration monitoring and indicating 1 to 10

Aircraft Condition Monitoring System (ACMS)

77-00-00 Aircraft condition monitoring system 1 to 4

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ABBREVIATIONS & ACRONYMS

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

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cm.g CENTIMETER X GRAMS E

CHATV CHANNEL ACTIVE EBU ENGINE BUILDUP UNIT
CIP(HP) COMPRESSOR INLET PRESSURE ECA ELECTRICAL CHASSIS ASSEMBLY
CIT(HP) COMPRESSOR INLET TEMPERATURE ECAM ELECTRONIC CENTRALIZED
CODEP HIGH TEMPERATURE COATING AIRCRAFT MONITORING
CPU CENTRAL PROCESSING UNIT ECS ENVIRONMENTAL CONTROL SYSTEM
CRT CATHODE RAY TUBE EEC ELECTRONIC ENGINE CONTROL
CSD CONSTANT SPEED DRIVE EPROM ERASABLE PROGRAMMABLE READ
CSI CYCLES SINCE INSTALLATION ONLY MEMORY
CTAI COWL THERMAL ANTI-ICING EFH ENGINE FLIGHT HOURS
CSN CYCLES SINCE NEW EFIS ELECTRONIC FLIGHT INSTRUMENT
Cu.Ni.In CUPPER.NICKEL.INDIUM SYSTEM
CW CLOCK WISE EGT EXHAUST GAS TEMPERATURE
EICAS ENGINE INDICATING AND CREW
D ALERTING SYSTEM
DC DIRECT CURRENT EHSV ELECTRO-HYDRAULIC SERVO VALVE
DCU DATA CONVERSION UNIT EIS ELECTRONIC INSTRUMENT SYSTEM
DEU DISPLAY ELECTRONIC UNIT EIU ENGINE INTERFACE UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM EMF ELECTROMOTIVE FORCE
DFDAU DIGITAL FLIGHT DATA ACQUISITION UNIT EMI ELECTRO MAGNETIC INTERFERENCE
DISC DISCRETE EMU ENGINE MAINTENANCE UNIT
DIU DIGITAL INTERFACE UNIT ESN ENGINE SERIAL NUMBER
DMC DISPLAY MANAGEMENT COMPUTER EIU ENGINE INTERFACE UNIT
DMU DATA MANAGEMENT UNIT
DMS DEBRIS MONITORING SYSTEM F
DPU DIGITAL PROCESSING MODULE FAA FEDERAL AVIATION AGENCY

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FADEC FULL AUTHORITY DIGITAL g.in GRAM X INCHES

ENGINE CONTROL GMT GREENWICH MEAN TIME
FAR FUEL AIR RATIO GPU GROUND PPOWER UNIT
FDAMS FLIGHT DATA ACQUISITION & GSE GROUND SUPPORT EQUIPMENT
MANAGEMENT SYSTEM
FDRS FLIGHT DATA RECORDING SYSTEM H
FEIM FIELD ENGINEERING INVESTIGATION HCF HIGH CYCLE FATIGUE
MEMO HMU HYDROMECHANICAL UNIT
FFCCV FAN FRAME/COMPRESSOR CASE HP HIGH PRESSURE
VERTICAL (VIBRATION SENSOR) HPC HIGH PRESSURE COMPRESSOR
FI FLIGHT IDLE (F/I) HPCR HIGH PRESSURE COMPRESSOR
FLA FORWARD LOOKING AFT ROTOR
FLX TO FLEXIBLE TAKE OFF HPSOV HIGH PRESSURE SHUTOFF VALVE
FMC FLIGHT MANAGEMENT COMPUTER HPT HIGH PRESSURE TURBINE
FMGC FLIGHT MANAGEMENT AND GUIDANCE HPTC HIGH PRESSURE TURBINE
COMPUTER CLEARANCE
FMS FLIGHT MANAGEMENT SYSTEM HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
FMV FUEL METERING VALVE CLEARANCE CONTROL
FOD FOREIGN OBJECT DAMAGE HPTCCV HIGH PRESSURE TURBINE
FPA FRONT PANEL ASSEMBLY CLEARANCE CONTROL VALVE
FPI FLUORESCENT PENETRANT HPTR HIGH PRESSURE TURBINE ROTOR
INSPECTION Hz HERTZ (CYCLE PER SECOND)
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER I
FWD FORWARD IDG INTEGRATED DRIVE GENERATOR
ID PLUG IDENTIFICATION PLUG
G IFSD IN FLIGHT SHUT DOWN
GE GENERAL ELECTRIC IGB INLET GEARBOX
GEM GROUND-BASED ENGINE MONITORING IGN IGNITION
GI GROUND IDLE (G/I) IGV INLET GUIDE VANE

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in. INCH mm. MILLIMETERS

I/O INPUT/OUTPUT MMEL MAIN MINIMUM EQUIPMENT LIST
IOM INPUT OUTPUT MODULE MTBF MEAN TIME BETWEEN FAILURES
IR INFRA RED MTBR MEAN TIME BETWEEN REMOVALS

K N
K 1000 X N1 (NL) LOW PRESSURE ROTOR
L ROTATIONAL SPEED
lbs. POUNDS, WEIGHT N1ACT ACTUAL N1
LCF LOW CYCLE FATIGUE N1DMD DEMANDED N1
LE (L/E) LEADING EDGE N1CMD COMMANDED N1
L/H LEFT HAND N1TARGET TARGETED FAN SPEED
LP LOW PRESSURE N2 (NH) HIGH PRESSURE ROTOR
LPC LOW PRESSURE COMPRESSOR ROTATIONAL SPEED
LPT LOW PRESSURE TURBINE N2ACT ACTUAL N2
LPTC LOW PRESSURE TURBINE CLEARANCE NVM NON VOLATILE MEMORY
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL O
LPTR LOW PRESSURE TURBINE ROTOR OAT OUTSIDE AIR TEMPERATURE
LRU LINE REPLACEABLE UNIT OGV OUTLET GUIDE VANE
LVDT LINEAR VARIABLE DIFFERENTIAL OSG OVERSPEED GOVERNOR
TRANSFORMER
M P
MO AIRCRAFT SPEED MACH NUMBER P0 AMBIENT STATIC PRESSURE
MCD MAGNETIC CHIP DETECTOR P25 HP COMPRESSOR INLET TOTAL AIR
MCDU MULTIPURPOSE CONTROL AND TEMPERATURE
DISPLAY UNIT PCU PRESSURE CONVERTER UNIT
MCL MAXIMUM CLIMB
MCT MAXIMUM CONTINUOUS
MDDU MULTIPURPOSE DISK DRIVE UNIT

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PLA POWER LEVER ANGLE RTV ROOM TEMPERATURE VULCANIZING

PMC POWER MANAGEMENT CONTROL (MATERIAL)
PMUX PROPULSION MULTIPLEXER RVDT ROTARY VARIABLE DIFFERENTIAL
PS12 FAN INLET STATIC AIR PRESSURE TRANSFORMER
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP COMPRESSOR DISCHARGE STATIC AIR S
PRESSURE SAV STARTER AIR VALVE
PSI POUND PER SQUARE INCH SB SERVICE BULLETIN
PSIA POUND PER SQUARE INCH ABSOLUTE SCU SIGNAL CONDITIONING UNIT
PSID POUND PER SQUARE INCH SDI SOURCE/DESTINATION IDENTIFIER
DIFFERENTIAL (BITS) (CF ARINC SPEC)
PSM POWER SUPPLY MODULE SDU SOLENOID DRIVER UNIT
PSS PRESSURE SUB-SYSTEM SER SERVICE EVALUATION REQUEST
PSU POWER SUPPLY UNIT SFC SPECIFIC FUEL CONSUMPTION
PT TOTAL PRESSURE SG SPECIFIC GRAVITY
PT2 FAN INLET TOTAL AIR PRESSURE SLS SEA LEVEL STANDARD
(PRIMARY FLOW) (CONDITIONS : 29.92 in. Hg/59 F)
SMM STATUS MATRIX
Q SMP SOFTWARE MANAGEMENT PLAN
QAD QUICK ATTACH DETACH S/N SERIAL NUMBER
QTY QUANTITY SNECMA SOCIETE NATIONALE D’ETUDE ET DE
QWR QUICK WINDMILL RELIGHT CONSTRUCTION DE MOTEURS
D’AVIATION
R SOL SOLENOID
RACC ROTOR ACTIVE CLEARANCE CONTROL S/R SERVICE REQUEST
RAM RANDOM ACCESS MEMORY S/V SHOP VISIT
R/H RIGHT HAND SVR SHOP VISIT RATE
RPM REVOLUTION PER MINUTE SW SOFTWARE
RTD RESISTIVE THERMAL DEVICE

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T TPU TRANSIENT PROTECTION UNIT

T12 FAN INLET TOTAL AIR TEMPERATURE T/R THRUST REVERSER
T25 HP COMPRESSOR INLET AIR TRA THROTTLE RESOLVER ANGLE
TEMPERATURE TRDV THRUST REVERSER DIRECTIONAL
T3 HP COMPRESSOR DISCHARGE AIR VALVE
TEMPERATURE TRPV THRUST REVERSER PRESSURIZING
T49.5 EXHAUST GAS TEMPERATURE VALVE
T5 LOW PRESSURE TURBINE DISCHARGE TSI TIME SINCE INSTALLATION (HOURS)
TOTAL AIR TEMPERATURE TSN TIME SINCE NEW (HOURS)
TAT TOTAL AIR TEMPERATURE TTL TRANSISTOR TRANSISTOR LOGIC
TBD TO BE DETERMINED
TBV TRANSIENT BLEED VALVE U
T/E TRAILING EDGE UER UNSCHEDULED ENGINE REMOVAL
T/C THERMOCOUPLE
TC HP TURBINE CASE TEMPERATURE V
TCase HP TURBINE CASE TEMPERATURE VAC VOLTAGE, ALTERNATING CURRENT
TCC TURBINE CLEARANCE CONTROL VBV VARIABLE BLEED VALVE
TCJ TEMPERATURE COLD JUNCTION VDC VOLTAGE, DIRECT CURRENT
TEO ENGINE OIL TEMPERATURE VDT VARIABLE DIFFERENTIAL
TGB TRANSFER GEARBOX TRANSFORMER
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE VSV VARIABLE STATOR VANE
TM TORQUE MOTOR
TMC TORQUE MOTOR CURRENT W
TO/GA TAKE OFF/GO AROUND WDM WATCHDOG MONITOR
T/O TAKE OFF WFM WEIGHT OF FUEL METERED
T oil OIL TEMPERATURE WOW WEIGHT ON WHEEL
WTAI WING THERMAL ANTI-ICING

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ENGLISH/METRIC CONVERSIONS
METRIC/ENGLISH CONVERSIONS

1 mile = 1.609 km 1 lb. = 0.454 kg

1 km = 0.621 mile 1 kg =2.205 lbs

1 foot = 0.3048 m or 30.48 cm 1 psi. = 6.890 kPa or 6.89 10-2 bar

1 m = 3.281 ft. or 39.37 in. 1 Pa = 1.45 10-4 psi.
1 kPa = 0.145 psi or 0.01 bar
1 in. = 0.0254 m or 2.54 cm 1 bar = 14.5 psi
1 cm = 0.3937 in.
°F = 1.8 x °C + 32
1 mil. = 25.4 10-6 m or 25.4mm °C = ( °F - 32 ) /1.8
1 mm = 39.37 mils.

1 sq.in. = 6.45 cm²

1 m² = 10.76 sq. ft.

1 USG = 3.785 l ( dm³ )

1 cm² = 0.155 sq.in.

1 cu.in. = 16.39 cm³

1 m³ = 35.31 cu. ft.
1 dm³ = 0.264 USA gallon
1 cm³ = 0.061 cu.in.

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FADEC SYSTEM INTRODUCTION

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FADEC SYSTEM INTRODUCTION

FADEC purpose.

The CFM56-7B operates through a system known as

FADEC (Full Authority Digital Engine Control).

It takes complete control of engine systems in response

to command inputs from the aircraft. It also provides
information to the aircraft for flight deck indications,
engine condition monitoring, maintenance reporting and
troubleshooting.

- It performs fuel control and provides limit protections

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

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POWER MANAGEMENT ACTIVE CLEARANCE

CONTROL CONTROL

FADEC
STARTING / SHUTDOWN / VARIABLE GEOMETRY
IGNITION CONTROL CONTROL

THRUST REVERSER
FUEL CONTROL
CONTROL

CTC-224-001-00
FADEC PURPOSE

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FADEC SYSTEM INTRODUCTION

FADEC components.

The FADEC system consists of :

-an Electronic Engine Control (EEC) containing two

identical computers, designated channel A and
channel B. The EEC electronically performs
engine control calculations and monitors the
engine’s condition.

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

electrical signals from the EEC into hydraulic
pressures to drive the engine’s valves and
actuators.

-peripheral components such as valves, actuators and

sensors used for control and monitoring.

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CONTROL SIGNALS

T3 T49.5 TCASE Ps3 P0 N1 N2

T25

T12
FEEDBACK SIGNALS
ARINC
115V DATA
ANALOG
400Hz BUSES
DISCRETE
SIGNALS
IGNITION

VBV VSV TBV HPT LPT

EEC ALTERNATOR CC CC

WF
FUEL HYDRO- METER
MECHANICAL
UNIT (HMU)

P25 Ps13 T5
FUEL T P (PMUX (PMUX (PMUX
THRUST REVERSER FLOW OIL OIL OPTION) OPTION) OPTION)
TRANSLATING SLEEVE
LVDT

CTC-224-002-00
FADEC COMPONENTS

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FADEC SYSTEM INTRODUCTION

FADEC interfaces.

To perform all its tasks, the FADEC system

communicates with the aircraft computers through the
EEC.

The EEC receives operational commands through the

Common Display System (CDS) Display Electronic Unit
(DEU), which is an interface between the EEC and
aircraft systems. Both CDS-DEU 1 and 2 provide the
following data from the two Air Data and Inertial
Reference Units (ADIRU) and the Flight Management
Computer (FMC) :

- Air data parameters (altitude, total air temperature,

total pressure and mach number) for thrust
calculation.

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AIRCRAFT

ADIRU 1 FMC ADIRU 2

CDS/DEU1 CDS/DEU2
CHANNEL

CHANNEL

CHANNEL

CHANNEL
A

B
EEC ENGINE 1 EEC ENGINE 2

CTC-224-003-00
FADEC INTERFACES

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FADEC SYSTEM INTRODUCTION

FADEC Design.

Dual channels: Channel selection and fault strategy:

The FADEC system is a Built In Test Equipment (BITE) Active and Stand-by channel selection is performed at
system. It performs tests and detects its own internal EEC power-up and during operation.
faults and also external faults.
It is fully redundant and built around the two-channel The BITE system detects and isolates failures, or
EEC. combinations of failures, in order to determine the health
All control inputs are dual and the valves and actuators status of the channels and to transmit maintenance data
are fitted with dual sensors to provide the EEC with to the aircraft.
feedback signals.
Some indicating parameters are shared and all Active and Stand-by selection is based upon the health of
monitoring parameters are single. the channels and each channel determines its own health
status. The healthiest is selected as the Active channel.
CCDL:
To enhance system reliability, all inputs to one channel When both channels have an equal health status,
are made available to the other, through a Cross Channel Active / Stand-by channel selection alternates with every
Data Link (CCDL). This allows both channels to remain engine start, if N2 was greater than 10990 RPM during
operational even if important inputs to one of them fail. the previous run.

Active / Stand-by: Failsafe control:

The two channels, A and B, are identical and If a channel is faulty and the Active channel is unable to
permanently operational, but they operate independently ensure an engine control function, this function is moved
from each other. Both channels always receive inputs to a position which protects the engine, and is known as
and process them, but only the channel in control, called the failsafe position.
the Active channel, delivers output commands. The other
is called the Stand-by channel.

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SINGLE SENSORS

EEC
CHANNEL
A ACTIVE
EEC
DUAL CONTROL SENSORS CHANNEL
A
C
C
D
L
EEC
SHARED SENSORS CHANNEL STAND BY
B
EEC
CHANNEL
B

SINGLE SENSORS

CTC-224-004-00
FADEC DESIGN

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FADEC SYSTEM INTRODUCTION

Closed loop control operation.

In order to properly control the various engine systems,

the EEC uses an operation known as closed loop control.

The EEC calculates a position for a system component :

- the Command.

The EEC then compares the Command with the actual

position of the component (feedback) and calculates a
position difference :
- the Demand.

The EEC, through the Electro-Hydraulic Servo Valve

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

With the movement of the system valve or actuator, the

EEC is provided with a feedback of the component’s
position.

The process is repeated until there is no longer a position

difference.

The result completes the loop and enables the EEC to

precisely control a system component on the engine.

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CONTROL
SENSORS

DEMAND
CALCULATOR

COMMAND FEEDBACK POSITION

+ - SENSOR

CONTROL LAW DEMAND

EHSV HMU ACTUATOR

EEC

CTC-224-005-00
CLOSED LOOP CONTROL PHILOSOPHY

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ELECTRONIC ENGINE CONTROL (EEC)

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ELECTRONIC ENGINE CONTROL

EEC Location.

The EEC is a dual channel computer housed in an

aluminium chassis, which is secured on the right hand
side of the fan case at the 2 o’clock position (Aft Looking
Forward).

Four mounting bolts, with shock absorbers, provide

isolation from shocks and vibrations.

Two metal straps ensure ground connection.

EEC Cooling System.

To operate correctly, the EEC requires cooling to

maintain internal temperatures within acceptable limits.

Ambient air is picked up by an air scoop, located on the

right hand side (ALF), of the fan inlet cowl. This cooling
air is routed up to the EEC internal chamber and then
exits through a cooling air outlet.

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COOLING
DUCT INLET

EEC

FWD

COOLING AIR
INLET

FAN INLET
COWL

MOUNTING
BOLT

COOLING AIR
OUTLET

CTC-224-006-00
ELECTRONIC ENGINE CONTROL

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ELECTRONIC ENGINE CONTROL

EEC architecture.

The EEC has an Electrical Chassis Assembly (ECA) and

a Pressure Subsystem (PSS).

The ECA consists of the aluminium chassis, a Front

Panel Assembly (FPA) and a Side Interface Assembly
(SIA), which provide a path for input and output signals.

The rear cover of the EEC permits access to channel A

and channel B circuit boards, which are identical in both
channels.

The PSS, enclosed in the aluminium chassis, consists of

a manifold, a series of pressure transducers, and related
mechanical and electrical connections.

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MOTHERBOARD ASSEMBLY

FRONT PANEL AIR INLET

ASSEMBLY

ELECTRICAL
CONNECTOR

ELECTRICAL
CONNECTOR

REAR COVER
PRESSURE TRANSDUCER

PRESSURE SUB-SYSTEM

CTC-224-007-00
EEC ARCHITECTURE

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ELECTRONIC ENGINE CONTROL

Electrical Connectors.

There are 11 threaded electrical connectors located on

the front panel and the side interface assembly.

Each connector features a unique key pattern which only

accepts the correct corresponding cable plug.

The connectors are identified through numbers from J1 to

J8 marked on the front panel and J9, J10 and P11 marked
on the side interface assembly.

All engine input and command output signals are routed

to and from channels A and B, through separate cables
and connectors.

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FRONT PANEL SIDE INTERFACE

ASSEMBLY ASSEMBLY

J1 P11

J3 J10

J9
J7
J5
J2
J4 J8

J6

CHANNEL A CHANNEL B
CONNECTOR CONNECTOR FUNCTION
(ODD) (EVEN)

J1 J2 IGNITION POWER (115V)

J3 J4 THRUST REVERSER
J5 J6 HMU, N2, FUEL FLOW METER, OIL TEMP.
J7 J8 N1, T12, EEC ALT., OIL & FUEL FILTER CLOGGED, OIL P. SENSOR, DMS (OPT.)
J9 J10 T25, LPTACC, HPTACC, VSV, VBV, TBV, T3, T49.5, T5, TCC
P11 SHARED ENGINE IDENTIFICATION PLUG, TEST INTERFACE

CTC-224-008-00
ELECTRICAL CONNECTORS

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ELECTRONIC ENGINE CONTROL

Engine Rating / Identification Plug.

The engine rating/identification plug provides the EEC

with engine configuration information for proper engine
operation.

It is plugged into connector P11 and attached to the fan

case by a metal strap. It remains with the engine even
after EEC replacement.

The plug includes a coding circuit, soldered to the plug

connector pins. It is equipped with fuse links and push-
pull links, which either ensure, or prohibit connections
between the different plug connector pins.

The EEC stores schedules, in its Non-Volatile Memory

(NVM), for all available engine configurations.
During initialization, it reads the plug and selects a
specific schedule.

In the case of a missing, or invalid ID plug, the EEC uses

the value stored in the NVM for the previous plug
configuration.

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SAFETY WIRE

PUSH-PULL LINK

CODING CIRCUIT

O-RING

SHEATHED
CABLE

BOLTED ON THE
FAN CASE

CTC-224-009-00
IDENTIFICATION PLUG DESCRIPTION

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ELECTRONIC ENGINE CONTROL

Pressure sub-system.

The individual pressure lines enter the pressure sub-

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

There are two versions of manifold used in the pressure

sub-system. The standard manifold (non-PMUX) has just
2 connectors. The PMUX manifold has 6 connectors, of
which only 4 are used. The 2 connectors at either end are
dummy connectors and are blanked off.

Behind the manifold, the connectors are attached to

pressure transducers that transform the pressure inputs
into 16-bit digital words.

If the PMUX option is not installed, the two pressures

used for engine control (P0, PS3) are supplied to both
channels, through the standard manifold.

If the PMUX option is installed (manifold with 6

connectors), P0 and PS3 are still supplied to both
channels and the two optional monitoring pressures are
supplied to a single channel :
- PS13 is dedicated to channel A.
- P25 is dedicated to channel B.

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MANIFOLD

UNUSED PORT

P25 (PMUX OPTION)

P0

PS13 (PMUX OPTION)

PS3
UNUSED PORT

CTC-224-010-00
PRESSURE SUB-SYSTEM

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ELECTRONIC ENGINE CONTROL

EEC power supply. Control Alternator.

The EEC is provided with redundant power sources to The control alternator provides two separate power
ensure an uninterrupted and failsafe power supply. sources from two independent windings.

A logic circuit within the EEC, automatically selects the One is hardwired to channel A, the other to channel B.
correct power source.
The alternator is capable of supplying the necessary
A/C power supply. power above an engine speed of approximately 12% N2.

The power sources are the aircraft 115 VAC 400 Hz

transfer busses 1 and 2.

One is hardwired to channel A, the other to channel B.

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A/C
115 V AC
400 Hz

CHANNEL A CHANNEL B
J1 J2

EEC

J7 J8

CHANNEL A CHANNEL B

ALTERNATOR

96-134
VAC

CTC-224-011-00
EEC POWER SUPPLY

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ELECTRONIC ENGINE CONTROL

EEC Power Supply Logic.

EEC logic in each control channel connects and

disconnects the alternate power to the EEC power supply
unit as defined below, using the EEC internal switches :
- if N2< 12% : the switch is closed and the power
comes from the A/C 28 volts.
- if N2 between 12% and 15%: no change of switch
current state.
- if N2 > 15% : the switch is open and the power
comes from the control alternator.

For normal operation, the EEC receives its primary

operating electrical power from the EEC alternator that is
driven by the engine accessory gearbox. Separate sets of
alternator windings supply power signals to each of the
two EEC control channels.

Airplane electrical power is supplied to the EEC when the

control alternator is not operating or is faulty. Two circuits
per engine are used to connect airplane 115 VAC 400 Hz
power to each EEC channel.

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AIRFRAME ENGINE
115- VAC
TRANSFER
BUS ENG ALTN CHANNEL A
POWER CH A
EEC POWER
CONNECT/DISCONNECT
SOFTWARE CONTROL

115- VAC
TRANSFER
BUS ENG ALTN CHANNEL B
POWER CH B
EEC POWER
28- VDC CONNECT/DISCONNECT
BUS SOFTWARE CONTROL

ENG RUN/POWER CONT

ALTERNATE ELECTRONIC
POWER ENGINE
RELAY CONTROL

EEC POWER
CONNECT/DISCONNECT
SOFTWARE CONTROL

CDS DEU No.1 EEC

ALTERNATOR

EEC POWER
CONNECT/DISCONNECT
SOFTWARE CONTROL

CDS DEU No.2

CTC-224-012-00
EEC POWER SUPPLY LOGIC

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ELECTRONIC ENGINE CONTROL

EEC Control Alternator.

The control alternator supplies primary electrical power

source for the EEC.

The EEC alternator is mounted on the top forward side of

the accessory gearbox (AGB).

It consists of :
- A stator housing, secured on the attachment pad by
means of three bolts.
- Two electrical connectors, one for each EEC
channel.
- A rotor, secured on the AGB gearshaft by a nut.

This control alternator is a “wet” type alternator, lubricated

with AGB engine oil.

Two separate stator windings provide electrical voltage.

If one winding fails, the other winding will continue to

send power to the EEC.
If both windings fail, the supply of power is switched back
to the aircraft transfer bus.

EFFECTIVITY
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ROTOR AGB
GEARSHAFT
O-RING
AGB

STATOR

J8 HARNESS
CONNECTOR
(CHANNEL B) NUT

J7 HARNESS
CONNECTOR
(CHANNEL A)

CTC-224-013-00
EEC CONTROL ALTERNATOR DESIGN

EFFECTIVITY
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ENGINE SENSORS

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ENGINE SENSORS

Aerodynamic stations.

The EEC requires information on the engine gas path and

operational parameters in order to control the engine
during all flight phases.

Sensors are installed at aerodynamic stations and various

engine locations, to measure engine parameters and
provide them to the EEC subsystems.

Sensors located at aerodynamic stations have the same

number as the station. e.g. T25.

Sensors placed at other engine locations have a particular

name. e.g. T case sensor.

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ENGINE STATION IDENTIFICATION

0 FREE STREAM AMBIENT CONDITIONS 23 BOOSTER DISCHARGE
2 FAN INLET FRONT FRAME HUB SECTION 24 BOOSTER VARIABLE BLEED VALVE DISCHARGE
3 HP COMPRESSOR DISCHARGE 25 HP COMPRESSOR INLET

4 COMBUSTOR DISCHARGE 27 HP COMPRESSOR 5TH STG. BLEED EXT. STATION

5 LOW PRESSURE TURBINE DISCHARGE 41 HP TURBINE ROTOR INLET
8 PRIMARY EXHAUST NOZZLE THROAT 42 HP TURBINE DISCHARGE
9 PRIMARY EXHAUST NOZZLE DISCHARGE 48 LOW PRESSURE TURBINE INLET
12 FAN INLET FRONT FLANGE TIP SECTION 49 LOW PRESSURE TURBINE ROTOR INLET
13 FAN OGV DISCHARGE 55 LP TURBINE FRAME EXIT
15 FAN FRAME DISCHARGE 495 EXHAUST GAS TEMPERATURE MEASURING PLANE
18 BYPASS EXHAUST NOZZLE THROAT

CTC-224-014-00
ENGINE SENSORS

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ENGINE SENSORS

Speed sensors. Pressures.

LP rotating system speed, N1. Ambient static pressure, P0.

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

Thermocouples. The Aircraft Vibration Monitoring (AVM) system consists of

an AVM signal conditioner and two vibration sensors :
Compressor discharge temperature, T3. - No. 1 bearing vibration accelerometer.
Exhaust Gas Temperature, EGT or T49.5. - Fan Frame Compressor Case Vertical (FFCCV)
LPT discharge temperature, T5 (optional). accelerometer.
HPT shroud support temperature, TCC.

EFFECTIVITY
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T5
T49.5 (EGT)

T3

PS13

T12

TCC

FFCCV
ACCELEROMETER PO
(TAKEN ON EEC
ITSELF)
T3, PS3

N1 SPEED SENSOR
PT25
(P25 AND T25)
No.1 BRG
VIB SENSOR
N2 SPEED SENSOR
(FWD FACE OF AGB)

CTC-224-015-00
ENGINE SENSORS

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ENGINE SYSTEMS
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ENGINE SENSORS

N1 speed sensor.

The N1 speed sensor is mounted through the 4 o’clock fan

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

The receptacle has three electrical connectors.

Two connectors provide the EEC with output signals.
The third is connected to the DEU/AVM signal conditioner.

The N1 sensor ring has one tooth which is thicker than the
others and this generates a stronger pulse in the sensor
and is used as a phase reference in engine vibration
analysis.

Internally, a spring keeps correct installation of the sensor

probe, regardless of any dimensional changes due to
thermal effects.

Externally, there are two damping rings to isolate the probe

from vibration.

EFFECTIVITY
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N1 SPEED
SENSOR PROBE
POLE PIECES BODY

RECEPTACLE

DAMPING
RINGS

TENSION SPRING

PROBE HOUSING

A/C CH A

CH B

CTC-224-016-00
N1 SPEED SENSOR

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ENGINE SENSORS

N2 speed sensor.

The N2 speed sensor is installed on the front face of the

AGB at 9 o’clock and secured with 2 bolts.

The housing has three connectors :

- EEC channel A.
- EEC channel B.
- DEU/AVM signal conditioner.

EFFECTIVITY
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POLAR PIECES

A/C

MAGNETIC
HEAD
RIGID
METAL CH B CH A
TUBE

A/C

RECEPTACLE

CH A CH B
2 EEC
DEU / AVM
CONNECTORS SECURING
CONNECTORS
FLANGE

CTC-224-017-00
N2 SPEED SENSOR

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ENGINE SENSORS

T12 sensor.

The T12 temperature sensor is a Resistive Thermal

Device (RTD).

It is installed through the fan inlet case, at the 2:30 clock

position.
It measures the fan inlet temperature and transmits this
data to the EEC for thrust management calculations.

The T12 sensor consists of a housing, two platinum

elements and two electrical connectors for connection to
the EEC.

EFFECTIVITY
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T12 ACCESS PANEL

INLET COWL

T12 SENSOR

ELECTRICAL FWD
CONNECTORS

CHANNEL B

CHANNEL A

FLANGE DAMPER
GROUND STUD

HOUSING

CTC-224-018-00
T12 SENSOR

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ENGINE SENSORS

PT 25 sensor.

The PT25 sensor consists of a housing, two platinum

elements and two electrical connectors for connection to
the EEC. A ram air pressure tube is also included as part
of the sensor probe.

It is installed in the fan frame mid-box structure, at

approximately the 7 o’clock position.

Temperature sensor.

The T25 temperature sensor, part of the PT25 sensor,

supplies the High Pressure Compressor inlet temperature
to the EEC.

Pressure sensor.

As an option P25 ram air pressure is supplied to the EEC

for condition monitoring purposes.

The air pressure measurement is a direct input to the EEC

and is converted from a pressure signal to an electrical
signal by the EEC.

EFFECTIVITY
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DUST EXHAUST
OUTLET

AIR OUTLET
AIRFLOW

PRESSURE
TAPPING PORT
EEC CONNECTOR
CHANNEL A

AIR PRESSURE
PORT P25

EEC CONNECTOR
FWD CHANNEL B

CTC-224-019-00
PT25 SENSOR

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ENGINE SENSORS

Compressor discharge temperature T3.

The T3 sensor is a thermocouple located at the 12 o’clock

position on the combustion case, just aft of the fuel
nozzles.

It consists of two probes enclosed in the same housing,

which send their electrical signal through a rigid lead to a
junction box, accomodating 2 connectors, one per EEC
channel.

The T3 sensor measures the temperature of 9th stage air

(compressor discharge) and sends the data to the EEC.

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T3 SENSOR
THERMOCOUPLE

CONNECTOR BOX

CTC-224-020-00
T3 TEMPERATURE SENSOR

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ENGINE SENSORS

Exhaust Gas Temperature.

The Exhaust Gas Temperature (EGT) sensing system is

located at aerodynamic station 49.5.

This EGT value is used to monitor the engine’s condition.

The system includes eight probes, secured on the LPT

case, and the sensing elements are immersed in the LPT
nozzle stage 2.

Each thermocouple produces an electrical output signal

proportional to the temperature at the sensing probe. The
eight sensors are combined into pairs, by parallel-wiring
adjacent probes.

Measurements from the four pairs are sent to the EEC.

The two measurements from the right side of the engine
(ALF) go to channel A and the two measurements from
the left side go to channel B.

EFFECTIVITY
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TUBE

THERMOCOUPLE

JUNCTION BOX

WIRE HARNESS

THERMOCOUPLE
T49.5 THERMOCOUPLE HARNESS

ENGINE TURBINE CASE

(RIGHT SIDE)
ENGINE TURBINE CASE
(LEFT SIDE)

CTC-224-021-00
EGT THERMOCOUPLES AND HARNESSES

EFFECTIVITY
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ENGINE SENSORS

LPT discharge temperature T5.

The T5 temperature sensor is located at the 4 o’clock

position, on the LPTrear frame .

This sensor is part of the optional monitoring kit, available

upon customer request.

It consists of a metal body, which has two thermocouple

probes and a flange for attachment to the engine.

A rigid lead carries the signal from the probe to a main

junction box with a connector that allows connection with a
harness.

The two thermocouples are parallel-wired in the box and a

single signal is sent to the EEC channel A.

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FWD
3 O`CLOCK

T5 SENSOR
ASSEMBLY

T5 SENSOR

CTC-224-022-00
T5 TEMPERATURE SENSOR

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ENGINE SENSORS

TCC sensor.

The TCC sensor measures the High Pressure Turbine

(HPT) shroud support temperature.

The temperature value is used by the EEC in the HPT

Active Clearance Control system logic.

The sensor is installed on the combustion case at the 3

o’clock position, and consists of :

- a housing, which provides a mounting flange and an

electrical connector.

- a sensing element, fitted inside the housing and in

contact with the shroud support.

Note : The probe is spring-loaded to ensure permanent

contact with the shroud support and a gasket ensures
correct sealing.

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THERMOCOUPLE
PAD
VIEW B
FWD

HOUSING GASKET

ELECTRICAL
CONNECTION

ELECTRICAL
CONNECTOR

SENSING
ELEMENT

CTC-224-023-00
TCC SENSOR

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ENGINE SENSORS

Ambient static pressure P0. HPC discharge pressure PS3.

The P0 sensor is used by the EEC as an input of ambient The PS3 sensor provides HPC discharge pressure to the
static pressure. EEC for use in fuel and engine control.

The P0 air pressure is measured through a vent plug, The PS3 static pressure pick-up is located on the
installed on the EEC pressure plate. combustion case, at the 9 o’clock position, between two
fuel nozzles.

The lower part of the line is drained through a weep hole.

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FWD
EEC PS3

CDP
LINE

PS3

P0

CTC-224-024-00
P0 AND PS3 PRESSURE SENSORS

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ENGINE SENSORS

Fan discharge static pressure PS13. HPC inlet total pressure P25.

PS13 is part of the optional monitoring kit, available upon P25 is part of the optional monitoring kit, available upon
customer request. customer request.

The PS13 pick-up is located at approximately 1 o’clock, The P25 probe is installed in the fan frame mid-box
downstream from the fan Outlet Guide Vanes (OGV). structure, at approximately the 7 o’clock position.

This signal is processed by channel A only. The pressure line exits the 12-strut hub on its rear wall
through a nipple.

The signal is processed by channel B only.

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PS13

PS13

P25

PS13
TRANSDUCER EEC CHANNEL A

EEC CHANNEL B
P25
TRANSDUCER

AIR PRESSURE TUBE

CTC-224-025-00
PS13 AND P25 SENSORS

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ENGINE SENSORS

N° 1 bearing accelerometer.

The assembly is made up of a vibration sensor, which is

secured at the 9 o’clock position on the N°1 bearing
support front flange.

A semi-rigid cable, routed in the engine fan frame, links

the vibration sensor to an electrical output connector,
located at the 3 o’clock position (ALF) on the fan frame
outer barrel.

The cable is protected by the installation of shock

absorbers which damp out any parasite vibration.

The N°1 bearing accelerometer permanently monitors the

engine vibration and due to its position, is more sensitive
to fan and booster vibration. However, this sensor also
reads N2 and LPT vibrations.

The data is used to perform fan trim balance. This sensor is

not a Line Replaceable Unit (LRU).

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FAN FRAME
OUTER
SURFACE SELF-SEALING
CONNECTOR
SHOCK
ABSORBERS

ELECTRICAL SENSITIVE
OUTPUT AXIS
CONNECTOR

CABLE
FORWARD
VIBRATION SENSOR
VIBRATION STATIONARY
(ACCELEROMETER)
SENSING AIR SEAL
ELEMENT
AFT LOOKING FORWARD (ALF)

CTC-224-026-00
NO.1 BEARING ACCELEROMETER

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ENGINE SENSORS

FFCCV accelerometer.

The fan frame compressor case vertical (FFCCV)

accelerometer is a solid state assembly which is attached
to the mid box structure at the 3 o’clock position.

The sensor lead extends rearward to a bracket at the

11:00 o’clock position on the HPC upper stator case.

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SENSOR
RECEPTACLE

ELECTRICAL
CONNECTOR

FFCCV VIBRATION
SENSOR

FAN FRAME

FFCCV VIBRATION
SENSOR
FWD

CTC-224-027-00
FAN FRAME COMPRESSOR CASE VERTICAL (FFCCV) ACCELEROMETER

EFFECTIVITY
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ENGINE WIRING HARNESSES

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ENGINE WIRING HARNESSES

Two types of harnesses are used, depending on where

they are installed on the engine.

Fan section.

Harnesses that run on the fan inlet case and the fan
frame, have a conventional design.

Cold section harnesses are designated :

- J5, J6, J7, J8, J9 and J10

Core engine section.

Harnesses routed along the core engine section have a

special design that can withstand high temperatures.

Hot section harnesses are designated :

- CJ9 and CJ10

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J5, J6, J7,

CJ9, CJ10.
J8, J9, & J10.

CTC-224-028-00
ELECTRICAL ENGINE HARNESSES

EFFECTIVITY
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ENGINE WIRING HARNESSES

The electrical harnesses ensure the connections between

the various electrical, electronic and electro-mechanical
components, mounted on the engine.

They are all screened against high frequency electrical

interferences, and each individual cable within a harness is
screened against low frequency electrical interferences.

They are also constructed with fireproof materials and

sealed to avoid any fluid penetration.

The odd numbered harnesses are Channel A.

The even numbered harnesses are Channel B.

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CHANNEL A J5

J7
FUEL FLOW N2 EEC
HMU
METER SENSOR
J8 N1
OIL J6 SENSOR
TEMP. CHANNEL B
T12
CH. B CH. A
EEC
ALTERNATOR

J9 J10 OIL FILTER

CLOGGED
T49,5 (S1)
OIL PRESSURE
T49,5 (S2) SENSOR
CJ9
T49,5 (S3) FUEL FILTER
CLOGGED
JUNCTION CHANNEL A
T49,5 (S4)
DMS CHIPS
T5 DETECTORS
BOX
(OPTIONAL)
T3 TBV VBV VSV HPTACC LPTACC T25
TCC
JUNCTION

CJ10 CHANNEL B
BOX

CTC-224-029-00
HARNESSES INTERFACES

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EFG

START SYSTEM

EFFECTIVITY
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EFG
START SYSTEM

The engine start system uses pneumatic power to turn the The engine start system is used to provide sufficient
engine’s N2 rotor during start or motoring procedures. torque to accelerate the high pressure system to a speed
at which a combustion light off and self sustained RPM
It is located underneath the left hand side engine occur.
cowlings (ALF) and consists of :
- One upper air duct. The EEC controls the engine parameters during starting,
- One starter valve. cranking and ignition.
- One lower air duct.
- One starter. For this purpose, the EEC commands :
- positioning of the Fuel Metering Valve (FMV).
When the starter valve is energized, air pressure is - energizing of the ignitors.
delivered to the starter.
It also detects abnormal operation and delivers specific
The starter provides the necessary torque to drive the HP messages.
rotor, through the AGB, TGB and IGB.

The necessary air pressure for the starter comes from :

- The APU.
- The opposite running engine.
- A ground power unit.

EFFECTIVITY
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EFG
PRESSURIZED AIR FROM A/C
AIR BLEED SYSTEM

UPPER
AIR DUCT

CDS/DEU

START VALVE
START VALVE

LOWER AIR
DUCT

STARTER

STARTER

CTC-224-030-00
START SYSTEM

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EFG
START SYSTEM

Starting is controlled from the following cockpit interfaces:

- The engine start panel (P5) on the overhead panel,

which has two engine start switches, one for each
engine, and an ignition selector switch.

- The two start levers (one per engine), located on the

control stand, under the thrust levers.

- The Common Display System (CDS) display unit.

Electrical power for engine starting control comes from

the transfer bus.

EFFECTIVITY
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EFG
ENGINE START ENGINE START
OFF OFF
SWITCH GRD CONT BOTH GRD CONT
FLT IGN IGN FLT
L R

1 2

P5
IGNITION
SELECTOR
SWITCH
FLIGHT COMPARTMENT
THRUST
LEVERS

A/T LIM CRZ TAT - 19C

REVERSER UNLOCKED 96.0 START VLV OPEN

0.0 0.0
10
8
2
0
10
8
2
0
LOW OIL PRESS LOW OIL PRESS
ENGINE
6 4 6 4 100 100
TAI N1 TAI 50
0
50
0 START
15 18 OIL P

EGT 200 200 LEVERS

100 100
X-BLD START
0 0
10 0.0 10 16.8 OIL T
8 0 8 0 96 OIL Q% 90
6 4 2 N2 6 4 2
2 3 4 2 3 4
12 12 1 1
0.00 0.00 0
5
0
5
0 0 VIB
8 8
4 FF/FU 4 A B
LB X 1000 3 4 3 4

1
CTR
2 2 1 0
HYD P
2 1 0 FWD
2800
8500 8500 RF 100 HYD Q% 100 RF
FUEL LB

CDS DISPLAY UNIT CONTROL STAND

CTC-224-031-00
START SYSTEM INTERFACES

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EFG
START SYSTEM

Engine start procedure summary.

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

Move the engine start lever to the idle position at a

recommended 25% N2, or greater.

- Ignition goes ON, according to the selected igniter(s).

-Fuel is delivered.
The ‘ENG VALVE CLOSED’ light extinguishes.
Fuel flow increases.
EGT increases.

Note : A minimum 20% N2 is required to attempt starting.

EFFECTIVITY
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 CFM56-7B TRAINING MANUAL
EFG
ENGINE START
1 GRD
OFF
CONT BOTH GRD
OFF
CONT 5 TAT - 19C 8 N2 6 4
FLT IGN IGN FLT START VLV OPEN
L R 6
0 1.85
LOW OIL PRESS LOW OIL PRESS 0
4
FF/FU 2
1 2
100 100 LB X 1000
50 50
0 0
OIL P
FUEL FLOW
ENGINE START SWITCHES (P5) IN LIMITS
2 OFF ENGINE START OFF
GRD CONT BOTH GRD CONT
FLT IGN IGN FLT 6 GROUND PERSONNEL : 9
L R

N1 TURNS CCW (FLA)

1 2
188
7 EGT

3
TAT - 19C
START VLV OPEN ENGINE 10 11
0.0 LOW OIL PRESS LOW OIL PRESS
START
0 LEVERS OFF
EGT GRD CONT
100 100 FLT
TAI 50 50 START
0 0
10 55.0
MOVED TO 8 0
UPPER CENTER DISPLAY UNIT (P2) 6 4 2
CONTROL STAND 20% N2 MINI N2
2
4
EGT BUT
X-BLD START EGT
10 0.0 10 16.8 RECOMMENDED
0 0 START
TO 25 % N2 OR 12
8 8
6 4 2 6 4 2 10 20.1
N2 8 0 MORE MONITOR ALL ENGINE PARAMETERS
N2 6 4 2 UNTIL IDLE ENGINE SPEED

CTC-224-032-00
ENGINE START PROCEDURE SUMMARY

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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EFG

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STARTER

EFFECTIVITY
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Page 1
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STARTER

The engine starter is used to accelerate the High Starter servicing.

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

A drain/fill port is provided with a magnetic plug to collect

metallic particles in the lubricant.

Installation of a new starter requires the addition of a

small quantity of oil (300cc).

EFFECTIVITY
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SAFETY CABLE

MAGNETIC HORIZONTAL DRIVE SHAFT

PLUG HOUSING
PACKING

MAGNETIC PLUG

TEDECO
SERVICING TOOL ADAPTER

LOWER PNEUMATIC COUPLING

DUCT ASSEMBLY

COUPLING OUTPUT
SHAFT
ENGINE
ACCESSORY
GEARBOX
STARTER (AGB)

FWD
DRAIN/FILL PORT
(MAGNETIC PLUG)

CTC-224-033-00
STARTER

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
80-11-79
ENGINE SYSTEMS
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CFMI PROPRIETARY INFORMATION
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STARTER

The pneumatic starter has an air inlet and a stator

housing assembly, which contains the following main
elements :

- a turbine wheel stator and rotor.

- a reduction gear set.
- a clutch assembly.
- an output shaft.

Pressurized air enters the air starter and reaches the

turbine section, which transforms the air’s kinetic energy
into mechanical power.

This high speed power output is transformed into low

speed and high torque motion, through a reduction gear
set.

A clutch system, installed between the gear set and the

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

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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ENGINE SYSTEMS
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Feb 02
CFMI PROPRIETARY INFORMATION

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CFM56-7B TRAINING MANUAL

A = TURBINE
B = REDUCTION GEAR SET
C = CLUTCH
D = OUTPUT SHAFT

EXHAUST

AIR PRESSURE
FROM A/C
AIR SYSTEM

A B C D

CTC-224-034-00
AIR STARTER OPERATION

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
80-11-79
ENGINE SYSTEMS
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EFFECTIVITY
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80-11-79
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EFG

IGNITION

EFFECTIVITY
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EFG
IGNITION

The engine is equipped with a dual ignition system to

ignite the air/fuel mixture within the combustion chamber.

It is located on the right-hand side of the containment

case at the 5:00 position and on both sides of the core
engine.

The ignition system has two independent circuits

consisting of :
- 2 high energy ignition exciters.
- 2 ignition lead assemblies.
- 2 igniters.

Ignition 1 assembly, located on the left hand side is

connected to the lower ignition exciter.
Ignition 2 assembly, located on the right hand side, is
connected to the upper ignition exciter.

Electrical power is supplied to the ignition exciters and

transformed into high voltage pulses. These pulses are
sent, through ignition leads, to the tip of the igniter plugs,
producing sparks unside the combustion chamber.

EFFECTIVITY
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 CFM56-7B TRAINING MANUAL
EFG

IGNITER (2)

2 IGNITION LEAD
ASSEMBLIES 2 EXCITERS

CTC-224-035-00
IGNITION GENERAL

EFFECTIVITY
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 CFM56-7B TRAINING MANUAL
EFG
IGNITION

Exciters.

The ignition exciters, which are capacitor discharge type,

use 115 VAC to produce high voltage pulses to energize
the spark igniters .

The ignition exciters transform this low voltage input into

repeated 18 KV high voltage output pulses.

The 2 ignition exciters are installed on the fan case, at 5

o’clock.

An aluminium protective housing, mounted on shock

absorbers and grounded, encloses the electrical exciter
components.

The housing is hermetically sealed, ensuring proper

operation, whatever the environmental conditions.

The components are secured mechanically, or with

silicon cement, for protection against engine vibration.

EFFECTIVITY
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 CFM56-7B TRAINING MANUAL
EFG

UPPER
IGNITION
EXCITER

ENGINE RIGHT SIDE IGNITION 2

TO RIGHT
IGNITER

TO LEFT
IGNITER

IGNITION 1

SHOCKMOUNT
GROUND
LOWER
STRAP
IGNITION
EXCITER

CTC-224-036-00
IGNITION EXCITERS

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
74-00-00
ENGINE SYSTEMS
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Feb 02
CFMI PROPRIETARY INFORMATION
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CFM56-7B TRAINING MANUAL

IGNITION

Ignition leads.

The leads are routed from the ignition exciters, down to

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

The portion of lead running along the core, as well as the

outer portion of the igniter, is air cooled.

Booster air is introduced at the air inlet adapter, into the

cooled section of the braided conduit, and exits at the
connection with the igniter.

The two ignition lead assemblies are identical and

interchangeable and each connects one ignition exciter to
one igniter.

EFFECTIVITY
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Feb 02
CFMI PROPRIETARY INFORMATION

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CFM56-7B TRAINING MANUAL

BOOSTER NON-COOLED SECTION

AIR
IGNITION
INTRODUCTION
EXCITER
SIDE

AIR INLET
ADAPTER

BRAIDED
BOOSTER
COOLED CONDUIT
AIR
SECTION

ELBOW
ASSEMBLY

IGNITER
PLUG
SIDE

COOLING
AIR EXIT

6 O'CLOCK
STRUT

IGNITION
LEADS

CTC-224-037-00
IGNITION LEAD

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CFM56-7B TRAINING MANUAL

IGNITION

Igniter plugs.

The igniter plugs are located on the combustion case at

the 4 and 8 o’clock positions.
They provide electrical sparks required to start or
maintain combustion.

The installed plug is protected from compartment heat by

the attachment of a two piece shroud. Booster air flows
over the plug and under the shrouds, exiting against the
engine case. The shroud halves are attached to the plug
by means of a single hose clamp.

Before installing the igniter, a small amount of graphite

grease should be applied to the threads that connect with
the igniter bushing in the combustion case boss.

Note : Do not apply grease or any lubricant to the threads

of the connector on the ignition lead as this will cause
damage to the igniter and lead.

If the igniter has been removed for maintenance or repair,

the white chamfered silicone seal must be replaced.

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EFG

SHROUD CLAMP

COMBUSTION
CASE COOLING
SHROUD

COUPLING
NUT
IGNITER
BUSHING
IGNITION
LEAD
ELECTRODE
ASSEMBLY
IGNITER PLUG

CAPTIVE
WASHER

OUTER
SILICONE
SEAL COOLING
SHROUD

CTC-224-038-00
IGNITER PLUG

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EFG

POWER MANAGEMENT & FUEL CONTROL

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POWER MANAGEMENT & FUEL CONTROL

Power management controls the engine thrust levels by

means of throttle lever inputs.

The throttle lever is positioned either manually by the

crew, or automatically, through the autothrottle system.

Power management uses fan speed (N1) as the thrust-

setting parameter.

The EEC calculates five reference fan speeds for the

appropriate engine rating (ID plug) and based upon
ambient conditions, Mach number and engine bleeds.

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EFG

THROTTLE
RESOLVER ANGLE

AMBIENT
CONDITIONS
PWR
N1 COMMAND
MAN
ENGINE
BLEEDS

ID PLUG

CTC-224-039-00
POWER MANAGEMENT

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EFG
POWER MANAGEMENT & FUEL CONTROL

For the current flight conditions, the FADEC calculates Each N1 is calculated according to the following flight
the power setting for each of the different ratings defined conditions :
in terms of N1. When the throttle is set between detents,
the FADEC interpolates between them to set the power. - Temperature : the thrust delivered depends on
outside air temperature (OAT). By design, the
The baseline thrust rating calculations are : engine provides a constant thrust up to a pre-
determined OAT value, known as “corner point”,
- EOB Emergency Reserve/Bump (Overboost). after which the thrust decreases proportionally to
- MTO Maximun Takeoff/Go Around. maintain a constant EGT value.
- MCT Maximun Continuous.
- MCL Maximun Climb. - Pressure : with an increase in altitude, thrust will
- IDLE Idle Reference. decrease when operating at a constant RPM due
- MREV Maximun Reserve. to the reduction in air density, which reduces the
mass flow and fuel flow requirements.

- Mach : when mach number increases, the velocity of

the mass of air entering the engine changes,
decreasing thrust. To determine the fan speed, the
EEC calculates M0 from the static pressure, the
total pressure and the TAT values.

- Bleed : ECS bleed and anti-ice bleed are taken into

account in order to maintain the same EGT level
with and without bleeds.

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EFG
THRUST THRUST P0

EGT

N1

N1
command
ALTITUDE EFFECTS OAT
CORNER OAT EOB, 82.0˚
POINT
TEMPERATURE EFFECTS MTO and MCT, 78.0˚

MREV,8.0˚ MCL, 72.0˚

75% MREV,10.3˚

IDLEREF, 24˚ to 38˚

THRUST
THROTTLE-LEVER
BLEED OFF RESOLVER ANGLE (DEGREES)
THRUST
BLEED ON EGT

STD SEA LEVEL

BLEED EFFECTS OAT 0,1 0,2 0,3 0,4 0,5

MACH EFFECTS

CTC-224-040-00
PWR - COMPUTATION

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EFG
POWER MANAGEMENT & FUEL CONTROL

To enable longer engine conservation two different

methods to reduce thrust are available.

Derate.

Different engines with different thrust ratings may be

installed on a particular aircraft type. The pilot can select
a lower thrust rating according to the BOEING reference
table.

Reduced Take-off.

Reduced T/O is calculated by the Flight Management

Computer (FMC) using the assumed temperature method.
A calculated OAT, greater than the corner point, must be
entered through the CDU T/O page. The FMC calculates
the N1 for reduced T/O and sets the N1 bug accordingly.
The OAT entered for reduced T/O is displayed on the
CDU.
The FMC transmits the N1 target to the ATC.
Reduced T/O can be set in either manual or aututhrottle
mode.

The two methods can be cumulated.

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CFM56-7B TRAINING MANUAL

0
80 DERATE FUNCTION
3 7-
B7
REDUCED TAKE-OFF

CFM56
N1
B27

B27 CDU
B26
T 45˚
B24
ATC

OR/AND FMC

THRUST
20˚
THRUST
CDU
B27
B26
B24

20˚ 45˚ OAT

OAT

CTC-224-041-00
THRUST REDUCTION

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FUEL DISTRIBUTION

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FUEL DISTRIBUTION

The purpose of the fuel distribution system is :

- to deliver fuel to the engine combustion chamber.

- to supply clean and ice-free fuel to various servo-

mechanisms of the fuel system.

- to cool down engine oil and Integrated Drive

Generator (IDG) oil.

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EFG

FUEL DISTRIBUTION

FUEL
FUEL CLEANING ENGINE OIL
DELIVERY TO
ICE PROTECTION TO AND
COMBUSTION
SERVO MECHANISMS IDG OIL COOLING
CHAMBER

VALVE ACTUATOR

CTC-224-042-00
FUEL DISTRIBUTION

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EFG
FUEL DISTRIBUTION

The fuel distribution components consist of :

- fuel supply and return lines (not shown).

- a fuel pump and filter assembly.
- an IDG oil cooler.
- a main oil/fuel heat exchanger.
- a servo fuel heater.
- a Hydro-Mechanical Unit (HMU).
- a fuel flow transmitter
- a fuel nozzle filter
- one fuel manifold.
- twenty fuel nozzles.

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EFG
FWD

FUEL FLOW
TRANSMITTER

FUEL MANIFOLD
(PARTIAL)

FUEL NOZZLE FILTER

MAIN OIL/FUEL
HEAT EXCHANGER FUEL NOZZLE

SERVO
FUEL
HEATER

FUEL FUEL PUMP

HMU IDG OIL COOLER
FILTER ASSEMBLY

CTC-224-043-00
FUEL DISTRIBUTION COMPONENTS

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FUEL DISTRIBUTION

Fuel from the A/C tank enters the engine fuel pump, The other fuel flow goes to the servo fuel heater, which
through a fuel supply line. warms up the fuel to prevent any ice particles entering
sensitive servo systems.
After passing through the pump, the pressurized fuel goes
to the IDG oil cooler and to the main oil/fuel heat The heated fuel flow enters the HMU servo-mechanism
exchanger in order to cool down the IDG and engine and is then directed to the various fuel-actuated
scavenge oil. components.

It then goes back to the fuel pump, where it is filtered, A line brings unused fuel, from the HMU, back to the inlet
pressurized and split into two fuel flows. of the main oil/fuel heat exchanger.

The main fuel flow goes through the HMU metering

system, the fuel flow transmitter and fuel nozzle filter and
is then directed to the 20 fuel nozzles.

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EFG

FROM A/C

FUEL
PUMP IDG MAIN
LP STAGE OIL OIL/FUEL
COOLER HEAT
EXCHANGER

FUEL
FILTER

HMU
HP STAGE METERING
SYSTEM FUEL
FUEL FLOW 2O FUEL
NOZZLE
TRANSMITTER NOZZLES
FILTER

HMU
SERVO
SERVO VALVES
FUEL
MECHANISMS ACTUATORS
HEATER

CTC-224-044-00
FUEL DISTRIBUTION

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EFG

FUEL PUMP

EFFECTIVITY
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EFG
FUEL PUMP

The purpose of the engine fuel pump is :

- to increase the pressure of the fuel from the A/C fuel

tanks, and to deliver this fuel in two different flows.
- to deliver pressurized fuel to the IDG oil cooler.
- to filter the fuel before it is delivered to the fuel control
system.
- to drive the HMU.

The engine fuel pump is located on the accessory

gearbox aft face, on the left side of the engine fan case.

The fuel supply line is routed from a hydraulic junction

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

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EFG
AIRPLANE FUEL SUPPLY
OIL/FUEL HEAT LINE ATTACH FLANGE
EXCHANGER
ATTACH FLANGE

QAD ATTACH FLANGE

DRIVE SHAFT

FWD
FWD

SERVO WASH FILTER

INSIDE ASSEMBLY
FUEL FILTER

FUEL PUMP
AND FILTER
ASSEMBLY

CTC-224-045-00
FUEL PUMP

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EFG
FUEL PUMP

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

A by-pass valve is installed, in parallel with the filter, to

by-pass the fuel in case of filter clogging.

At the filter outlet, the fuel passes through the HP stage

pump.

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EFG
IDG
FUEL N2 OIL COOLER
PUMP

LP MAIN FUEL/OIL
FUEL HEAT EXCHANGER
STAGE

DEU P SW SERVO
FUEL
HEATER
MAIN FUEL FILTER

FILTER
BY-PASS

HP
STAGE PRESSURE
RELIEF
BY-PASS VALVE
WF FOR
WASH SERVOS
FILTER N2 WF FOR FMV APPLICATION

H M U

CTC-224-046-00
FUEL PUMP OPERATION

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EFG
FUEL PUMP

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

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EFG
GEAR STAGE PRESSURE
FILTER OUTLET (PSF) PORT
RELIEF VALVE
(NOT SHOWN)
MAIN FILTER BY-PASS
VALVE COVER
FUEL INLET PORT

MOUNTING
FLANGE DISCHARGE PORT TO
ASSEMBLY HMU (NOT SHOWN)

SHAFT SEAL
CARRIER
SUPPLY TO SERVO
MAIN HEAT EXCHANGER
DRIVE SHAFT (PF)

FILTER COVER RETURN FROM MAIN

HEAT EXCHANGER

GEAR STAGE DISCHARGE

FILTER
OU
T PRESSURE PORT (PHP)
DRAIN
PORT
BOOST STAGE DISCHARGE
PORT (LP)

CTC-224-047-00
FUEL PUMP HOUSING

EFFECTIVITY
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EFG
FUEL PUMP

Fuel pump drive system.

The fuel pump is fuel lubricated, and the necessary

rotative motion is provided by a drive system consisting of
concentric shafts :

The main drive shaft is driven by the AGB, and drives the
HP stage drive spur gear through splines.

The HP stage drive spur gear, through splines, drives the

LP stage drive shaft, which in turn drives :

- the HMU, through the HMU drive shaft.

- the LP stage.

The fuel pump drive system is equipped with shear neck

sections to provide :

- protection of the AGB against any excessive torque

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

EFFECTIVITY
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EFG
LP PUMP DRIVE SHAFT
SPLINES
SHEAR NECK
DRIVE SPUR GEAR

SEAL ROTARY PART

MAIN DRIVE SHAFT

HMU DRIVE SHAFT

SHEAR NECK

SPLINES

DRIVEN GEAR
HP STAGE LP STAGE

CTC-224-048-00
FUEL PUMP DRIVE SYSTEM

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FUEL PUMP

Fuel filter. Maintenance practices.

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

The cartridge has a filtering capability of 38 microns

absolute.

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EFG

O-RING
FUEL FILTER
HOUSING
CARTRIDGE

FUEL FILTER
A CARTRIDGE
PLEATS
FOLDED
BACK

O-RING

O-RING

FUEL FILTER
COVER

VIEW A
CONTAMINANTS

CTC-224-049-00
VISUAL INSPECTION OF THE FUEL FILTER CARTRIDGE

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FUEL PUMP

Maintenance practices.

Visual inspection of impeller rotation.

This inspection must be done during troubleshooting

when the procedure calls for it, or when a broken shaft is
suspected and the rotation of the LP impeller has to be
checked.

The lubrication flow screen is removed, and the engine is

cranked through the handcranking pad.

If the impeller turns freely, and if the surface of the

impeller has no visible damage, the check is positive.

If the impeller does not turn, or there is damage, replace

the fuel pump and continue the troubleshooting procedure
to determine if there is any further engine damage.

After fuel pump replacement, perform an idle leak check

and FADEC ground test with motoring.

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EFG

IMPELLER LIGHT GREY COLOR

MACHINED COATED SURFACE

PACKING

DARK GREY
ROUGH SURFACE

LUBRICATION
FLOW SCREEN

FUEL PUMP

CTC-224-050-00
VISUAL INSTECTION OF IMPELLER

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EFG

IDG OIL COOLER

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IDG OIL COOLER

The Integrated Drive Generator (IDG) oil cooler cools the

IDG oil.

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

7 o’clock position.

The interfaces are :

- The fuel supply and return lines.

- The oil supply and return lines.

After the heat exchange, the fuel returns to the inlet of the
main oil/fuel heat exchanger, and the oil goes back to the
IDG.

The unit consists of a matrix providing the heat exchange

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

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EFG

HOUSING
FUEL PUMP
FUEL IN
MATRIX
(INSIDE)

COVER

OIL OUT

MAIN OIL/FUEL
HEAT INTEGRATED
EXCHANGER FUEL OUT BYPASS VALVE OIL IN DRIVE
GENERATOR

CTC-224-051-00
IDG OIL COOLER DESIGN

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EFG
IDG OIL COOLER

There are two different flows within the unit, the fuel flow and
the oil flow.

The fuel flows inside a tube bundle and the oil circulates
around the tube bundle to transfer heat to the fuel.

If the pressure drop is greater than 24 psid inside the

matrix, a valve opens and by-passes the matrix.

There is also a bypass valve on the IDG oil circuit, which

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

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EFG

IDG

OIL OUT FUEL

IDG OIL
COOLER
OIL IN

HIGH PRESSURE
BYPASS VALVE
ENGINE FAN OIL TEMP
AIR

AIR/OIL COOLER

CTC-224-052-00
IDG OIL COOLER OPERATION

EFFECTIVITY
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MAIN OIL/FUEL HEAT EXCHANGER

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MAIN OIL/FUEL HEAT EXCHANGER

The purpose of the main oil/fuel heat exchanger is to cool

the scavenged oil with cold fuel, through conduction and
convection, inside the exchanger where both fluids
circulate.

The exchanger is installed at the 9 o’clock position (ALF),

on the fuel pump housing. It is attached to the servo fuel
heater.

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MAIN OIL/FUEL
HEAT EXCHANGER

HMU

AGB

FWD

CTC-224-053-00
MAIN OIL/FUEL HEAT EXCHANGER

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MAIN OIL FUEL HEAT EXCHANGER

The connections with the other systems are: Heat exchanger housing.

- an oil IN port from the servo fuel heater. The housing encloses the core, and the following items
- an oil OUT port to the oil tank, through the servo fuel are located on its outer portion :
heater body.
- a fuel IN tube from the IDG oil cooler. - An oil pressure relief valve, which by-passes the oil
- a fuel OUT port connected to the fuel pump. when the differential pressure across the oil portion
of the exchanger is too high.
The mechanical interfaces are the mating flanges with the - A fuel pressure relief valve, which by-passes the fuel
fuel pump, the servo fuel heater, plus one other with the when the differential pressure across the fuel
supply fuel tube. portion of the exchanger is too high.
- A drain port, for fuel leak collection from inter-seal
Heat exchanger core. cavities, that prevent oil cavity contamination. A
plug blanks off the drain port during shipping or
The heat exchanger is a tubular design consisting of a storage.
removeable core, a housing and a cover. - An optional fuel-out temperature probe port.
- Two attachment flanges; one with the fuel pump
The core has two end plates, fuel tubes and two baffles. which also provides fuel OUT passages, and one
with the servo fuel heater which also provides oil
The fuel tubes are attached to the end plates and the IN and OUT tubes.
baffles inside lengthen the oil circulation path around the - One fuel IN port for fuel from the main fuel pump, via
fuel inlet tubes. the IDG oil cooler.

Sealing rings installed on the core provide insulation Maintenance practices.

between the oil and fuel areas.
If there is contamination in the fuel, both the servo fuel
heater and main oil/fuel exchanger must be replaced.

EFFECTIVITY
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COVER

FUEL CIRCULATION

END PLATE

SEALING
RINGS BAFFLES

FUEL TUBES
OIL-IN IF CORE OIL PRESSURE
SERVO FUEL
CLOGGED RELIEF VALVE
HEATER
ATTACHING
FLANGE FUEL FLOW WHEN
CORE CLOGGED

FUEL PRESSURE
RELIEF VALVE

OIL-IN TO CORE

FUEL PUMP
DRAIN PORT ATTACHING
FLANGE
FUEL-OUT PORT OIL-OUT PORT
FUEL-IN PORT
CTC-224-054-00
MAIN OIL/FUEL HEAT EXCHANGER OPERATION

EFFECTIVITY
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SERVO FUEL HEATER

EFFECTIVITY
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73-11-20
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SERVO FUEL HEATER

The servo fuel heater is a heat exchanger which uses Oil from the lubrication unit enters the case, is filtered, and
engine scavenge oil as the heat source to warm up fuel in then passes into the matrix where it circulates around the
the fuel control system. This prevents ice particles fuel tubes.
entering sensitive servo mechanisms.
At the matrix outlet, the oil is directed to the main oil/fuel
Heat exchange between oil and fuel is by conduction and heat exchanger. If the filter is clogged, or if the differential
convection inside the unit, which consists of : pressure across the filter is too great, a by-pass valve,
installed in the main oil/fuel heat exchanger, will open.
- a case, enclosing the exchanger core and supporting
the unit and oil lines. Oil will then be directed to the main oil/fuel heat exhanger
- the exchanger core, or matrix, where heat is oil outlet port, pass through the servo fuel heater and go
transferred. back to the engine oil tank.
- the cover, which supports the fuel lines.
- a screen, which catches particles in suspension in Servo fuel heater casing.
the oil circuit.
At the flanged end of the case, facing outward, there are
Fuel from the pump wash filter enters the unit and passes two square oil inlet/outlet mounting pads.
through aluminium alloy, ‘U’-shaped tubes immersed in
the oil flow. The tubes are mechanically bonded to a tube The flange has threaded inserts to allow the installation of
plate, which is profiled to the housing and end cover the cover attachment screws.The mounting flange is part
flanges. The fuel then exits the unit and is directed to the of the housing casting, and has 6 holes to accommodate
HMU servo mechanism area. the main oil/fuel heat exchanger securing studs.

A side port chamber is provided to run the oil by-pass flow

from the main oil/fuel heat exchanger to the oil outlet line
connected to the engine oil tank.

EFFECTIVITY
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FUEL OUT
OIL IN FROM
LUBE UNIT
OIL OUT FUEL IN
TO OIL TANK
OIL IN FROM
THE MAIN
OIL/FUEL
HEAT EXCHANGER

TO OIL FILTER
BY PASS VALVE

OIL OUT

OIL OUT FUEL IN FROM FUEL OUT

FUEL PUMP TO HMU OIL IN
TO MAIN OIL/FUEL
HEAT EXCHANGER

CTC-224-055-01
SERVO FUEL HEATER

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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HYDROMECHANICAL UNIT

EFFECTIVITY
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73-21-18
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HYDROMECHANICAL UNIT

The Hydro-Mechanical Unit (HMU) transforms electrical

signals sent from the EEC into hydraulic pressures in order
to actuate various actuators used in engine control.

The HMU is at the 8 o’clock position and is attached to

the aft side of the fuel pump assembly.

EFFECTIVITY
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LPTACC

HPTACC
TBV
VSV HEAD

FWD VSV ROD

AIRFRAME SHUT-OFF
VALVE SOLENOID

VBV CLOSED
HMU

CH B VBV OPEN

AIRFRAME SHUT-OFF INDICATOR

PCR
SWITCH CONNECTOR

CH A OVERBOARD DRAIN

CTC-224-056-00
HYDROMECHANICAL UNIT LOCATION

EFFECTIVITY
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HYDROMECHANICAL UNIT

The HMU has different functions :

- It provides internal calibration of fuel pressures.

- It meters the fuel flow for combustion.
- It provides the fuel shut-off and fuel manifold minimum
pressurization levels.
- It bypasses unused fuel.
- It provides mechanical N2 overspeed protection.
- It delivers the correct hydraulic power source to
various engine fuel equipment.

The HMU has :

- two electrical connectors to EEC channels A and B.

- an electrical connection between the airframe shut-off
indicator switch and the A/C.
- an electrical connection between the airframe shut-off
solenoid valve and the A/C.

EFFECTIVITY
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AIRFRAME SHUT-OFF AIRFRAME SHUT-OFF FUEL PRESSURES CALIBRATION

SOLENOID VALVE INDICATOR SWITCH
CONNECTOR CONNECTOR

METERED FUEL FLOW

FOR COMBUSTION

CHANNEL A
CONNECTOR - FUEL SHUT-OFF
- FUEL MANIFOLD PRESSURIZATION

HMU

EXCESS FUEL FLOW

BYPASS
CHANNEL B
CONNECTOR
MECHANICAL
N2 OVERSPEED PROTECTION

FUEL EQUIPMENT POWER

SOURCE SUPPLY

CTC-224-057-00
HYDROMECHANICAL UNIT PURPOSES

EFFECTIVITY
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HYDROMECHANICAL UNIT

To manage and control the engine systems and

equipment, the HMU houses two different internal
subsystems, which are :

- The servo-mechanism area, including the pressure

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

- The fuel metering system, including the fuel metering

valve, the head sensor, the pressurization valve, the
by-pass valve, and the overspeed governor system.

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
73-21-18
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SERVO MECHANISMS
AREA

PRESSURE REGULATION SYSTEM

SERVO FLOW REGULATION

ACTUATORS
VALVES
SOLENOID
EEC
ELECTRO HYDRAULIC
SERVO VALVES

FUEL METERING SYSTEM

FUEL METERING VALVE

HEAD SENSOR
COMBUSTION
PRESSURIZATION VALVE
CHAMBER
BY-PASS VALVE

OVERSPEED GOVERNOR SYSTEM

CTC-224-058-00
HYDROMECHANICAL UNIT DESIGN

EFFECTIVITY
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HYDROMECHANICAL UNIT

General description.

To achieve all the different engine functions, the HMU is

fitted with :

- 6 Electro-Hydraulic Servo Valves (EHSV) for the

control of :
- FMV.
- VSV.
- VBV.
- TBV.
- HPTACC.
- LPTACC.

- 1 solenoid (S) for airframe shut-off solenoid valve

signal generation (this solenoid is not controlled by
the EEC, but by the A/C Master Lever).

- 1 resolver (R), to track the FMV position.

- 2 sets of switches (one set for the overspeed

governor, one for the pressurizing and shut-off
valve).

EFFECTIVITY
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EEC
CHANNEL
A
CHANNEL F/B

EHSV LPTACC
EHSV HPTACC
EHSV TBV
EHSV VSV
EHSV VBV

FROM SERVO
FUEL HEATER
EHSV AIRFRAME SHUT-OFF
S FROM A/C
SOLENOID VALVE
R
FROM ENGINE PRESSURIZING TO FUEL
FMV AND
FUEL PUMP SHUT-OFF NOZZLES
VALVE SW
BY-
PASS HEAD SENSOR
VALVE

RETURN TO IDG OIL COOLER

AND FUEL PUMP
OVERSPEED GOVERNOR
N2 SW
N2 > 106%
HMU

CTC-224-059-00
HMU DESCRIPTION

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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FUEL FLOW TRANSMITTER

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
73-30-11
ENGINE SYSTEMS
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FUEL FLOW TRANSMITTER

The purpose of the fuel flow transmitter is to provide the

EEC with information, for indicating purposes, on the
weight of fuel used for combustion.

The fuel flow transmitter is on the fan case at the 10 o’clock

position. It is located in the fuel flow path, between the HMU
metered fuel discharge port and the fuel nozzle filter.

It consists of an aluminium body with a cylindrical bore

and an electrical connector installed on the outside of the
body for connection to the EEC.

The interfaces are :

- a fuel supply hose, connected from the HMU.

-a fuel discharge tube, connected to the fuel nozzle
filter.
- an electrical wiring harness, connected to the EEC.

EFFECTIVITY
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FUEL FLOW ELECTRICAL
TRANSMITTER CONNECTOR
TO THE EEC

TO FUEL NOZZLE
FILTER, FUEL
MANIFOLD, AND
NOZZLES

FROM HMU

CTC-224-060-00
FUEL FLOW TRANSMITTER

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
73-30-11
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73-30-11
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FUEL NOZZLE FILTER

EFFECTIVITY
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FUEL NOZZLE FILTER

The fuel nozzle filter is installed near the top of the engine
fan case at 10 o’clock and attached to the fuel flow
transmitter outlet.

The fuel nozzle filter collects any contaminants that may still
be left in the fuel before it goes to the fuel nozzle supply
manifold.

Inside the fuel nozzle filter, a bypass valve can open to

allow the filter to continue supplying fuel to the fuel
nozzles, if the filter becomes clogged.

EFFECTIVITY
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FROM FUEL FLOW

TRANSMITTER

FUEL NOZZLE
FILTER

TO FUEL NOZZLE
SUPPLY MANIFOLD

CTC-224-061-00
FUEL NOZZLE FILTER

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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FUEL NOZZLE

EFFECTIVITY
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FUEL NOZZLE

The fuel nozzles spray fuel into the combustion chamber

and ensure good light-off capability and efficient burning at
all engine power settings.

There are twenty fuel nozzles, which are installed all around
the combustion case area, in the forward section.

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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FUEL MANIFOLD

FUEL NOZZLE

COMBUSTION CASE

COMBUSTION
CHAMBER

CTC-224-062-00
FUEL NOZZLE

EFFECTIVITY
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73-11-40
ENGINE SYSTEMS
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FUEL NOZZLE

The fuel nozzle is a welded assembly which delivers fuel

through two independent flows, and consists of :

- a cover, where the nozzle fuel inlet connector is

located.

- a cartridge assembly, which encloses a check valve

and a metering valve.

- a support, used to secure the fuel nozzle onto the

combustion case.

- a metering set, to calibrate primary and secondary fuel

flow sprays.

EFFECTIVITY
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CARTRIDGE
CHECK VALVE
VALVE ASSEMBLY

INLET
CONNECTOR

COLOR BAND
(BLUE OR NATURAL)

SUPPORT

METERING SET

CTC-224-063-00
FUEL NOZZLE DESIGN

EFFECTIVITY
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FUEL NOZZLE

Basically, all fuel nozzle models are similar, provide the

same operational performances, and are mounted and
connected to the engine in an identical manner.

However, four nozzles located on either side of the spark

plugs, have a wider primary spray angle.

The wider spray angle is incorporated to improve altitude

re-light capability.

To facilitate identification of the nozzle type, a colour band

is installed on the nozzle body. The colours are also
engraved on the band :

- Blue colour band on the 16 regular fuel nozzles.

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

EFFECTIVITY
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PRIMARY
FLOW
64˚
(BLUE BAND)

PRIMARY
FLOW

89˚
SPARK PLUGS

WIDER
FUEL NOZZLES
(NATURAL BAND)
8 O'CLOCK
4 O'CLOCK

WIDER
FUEL NOZZLES
(NATURAL BAND)

CTC-224-064-00
FUEL NOZZLE IDENTIFICATION

EFFECTIVITY
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73-11-40
ENGINE SYSTEMS
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FUEL NOZZLE

From the nozzle inlet, fuel passes through the inlet filter and
accumulates within the cartridge assembly.

At 15 psig, the fuel opens the check valve. It is sent to the

central area of the metering set which calibrates the spray
pattern of the primary fuel flow (narrow angle).

When the fuel pressure reaches 120 psig, it opens the flow
divider metering valve and the fuel goes through the outer
tube of the support to another port in the metering set.

This ports calibrates the spray pattern of the secondary fuel

flow (wider angle of 125°).

EFFECTIVITY
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METERING
SET

LOW PRESSURE PRIMARY

FUEL FLOW FUEL FLOW
CHECK
VALVE

FUEL 125˚
INLET CARTRIDGE
FILTER ASSEMBLY 64˚/89˚

METERING
VALVE
HIGH PRESSURE SECONDARY
FUEL FLOW FUEL FLOW

PRIMARY SECONDARY
FUEL FLOW FUEL FLOW

CTC-224-065-00
FUEL NOZZLE OPERATION

EFFECTIVITY
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VARIABLE GEOMETRY CONTROL SYSTEM

EFFECTIVITY
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VARIABLE GEOMETRY CONTROL SYSTEM

The variable geometry control system is designed to VBV.

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

VSV.

The HPC is equipped with one Inlet Guide Vane (IGV)

stage and three VSV stages.

An actuation system changes the orientation of the vanes

to provide the correct angle of incidence to the air stream
at the blades leading edge, improving HPC stall margins.

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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VARIABLE BLEED VALVES

(VBV)
INLET GUIDE VANES
(IGV)

VARIABLE STATOR VANES

(VSV)

CTC-224-066-00
COMPRESSOR CONTROL DESIGN

EFFECTIVITY
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VARIABLE BLEED VALVE

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VARIABLE BLEED VALVE

The purpose of the Variable Bleed Valve (VBV) system is

to regulate the amount of air discharged from the booster
into the inlet of the HPC.

To eliminate the risk of booster stall during transient

conditions, the VBV system by-passes air from the primary
airflow into the secondary airflow.

The system is located around the 12-strut hub and consists

of the following components :

- Two VBV actuators, including LVDT’s.

- An actuation ring.
- Twelve bellcranks.
- Twelve bleed doors.

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EFG

STRUT 1

BLEED DOOR
(QTY12)
VBV
ACTUATORS
(QTY2)

BELLCRANK
(QTY12)

FWD
ACTUATION
RING

CTC-224-067-00
VBV SYSTEM

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VARIABLE BLEED VALVE

VBV acutators.

The two VBV actuators are interchangeable and provide

the hydraulic force required to move the actuation ring and
the twelve bleed doors located around the fan frame.

They are mounted to brackets attached to the rear face of

the fan frame inner diameter at the 4 and 10 o’clock
positions.

Fuel pressure from the HMU is delivered to both the head

and rod ports of each double acting actuator.

The port that receives the greater pressure will determine

the direction of movement. The amount of fuel will
determine the travel distance.

Fuel pressure to the head side of the actuator will cause

the system bleed doors to move towards the closed, or
high-power position.

Each actuator has an LVDT to provide actual position

feedback to the EEC.

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EFG

CYLINDER
PISTON ROD

SENSOR HOUSING
SLIDE ROD

CLEVIS

SENSOR
CONNECTOR

DRAIN

ROD PORT
HEAD PORT

CTC-224-068-00
VBV ACTUATOR

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VARIABLE BLEED VALVE

All 12 bleed doors are connected to the actuation ring

through a bellcrank assembly.

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

connected to the clevis of the actuator.

When the actuators move, the actuation ring opens or

closes the bleed doors to control the quantity of LPC air
discharged into the secondary airflow.

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EFG

SHORT
BELLCRANK

VBV DOOR
(12)

CLEVIS ROD

ACTUATION
RING

LONG
BELLCRANK

CTC-224-069-00
VBV DOORS

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VARIABLE BLEED VALVE

The EEC uses airplane and engine data to schedule a

position for the VBV door actuators.

When the EEC has established the position of the VBV

door actuators, it sends a command signal to move a
servo valve inside the HMU, which sends servo fuel
pressure to move the pistons in the two VBV actuators.

Each actuator has an LVDT and the EEC uses feedback

from these sensors to monitor the position of the actuators.
One LVDT on the right handside VBV actuator sends an
electrical signal to channel A and the other on the left
handside sends an electrical signal to channel B.

The VBV’s start closing as N1 speed increases and are

fully closed above 80% N1 speed.

The EEC commands the VBV doors to be more open

during :
- Rapid engine deceleration.
- Thrust reverser operation.
- Potential icing conditions.

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CHANNEL B
LEFT VBV ACTUATOR
CHANNEL A

EEC

HMU
RIGHT VBV ACTUATOR

CTC-224-070-00
VBV SYSTEM

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VARIABLE STATOR VANE

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VARIABLE STATOR VANE

The Variable Stator Vane (VSV) system positions the The system consists of :
HPC stator vanes to the appropriate angle to optimize
HPC efficiency. It also improves the stall margin during A series of actuators and bellcrank assemblies, on both
transient engine operations. sides of the HPC case :

The VSV position is calculated by the EEC using various - two hydraulic actuators.
engine parameters, and the necessary fuel pressure is - two feedback sensors, installed in the actuators.
delivered by the HMU dedicated servo valve. - two bellcrank assemblies.
- four actuation rings (made in 2 halves).
The VSV system is located at the front of the HP
compressor. Variable stator stages, located inside the HPC case :

- Inlet Guide Vane (IGV).

- Variable Stator Vane (VSV) stages1-2-3.

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EFG

VARIABLE STATOR
VANE ACTUATOR

ACTUATION
RINGS

HP COMPRESSOR
CASE
BELLCRANK
ASSEMBLIES

CTC-224-071-00
VSV SYSTEM LOCATION

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VARIABLE STATOR VANE

VSV actuators.

The actuators provide an output force and motion to the

VSV system, in response to fuel pressure.

They are single ended, uncushioned, hydraulic cylinders,

able to apply force in both directions.

Piston stroke is controlled by internal stops.

The piston incorporates a capped, preformed packing to

prevent cross-piston leakage and a wiper is provided to
ensure the piston rod is dirt free.

The rod end features a dual-stage seal with a drain port

and, at the end of the piston, there is an extension, which
houses a bearing seat.

For cooling purposes, the head end of the piston has an

orifice that allows the passage of fuel.

The VSV actuator is self-purging.

Each actuator has an LVDT to provide actual position

feedback to the EEC.

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SENSOR
CONNECTOR

PISTON DRAIN PORT

COOLING SEAL
ORIFICE

HEAD PORT ROD PORT

(VSV CLOSED) (VSV OPEN)

CTC-224-072-00
VSV ACTUATOR

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VARIABLE STATOR VANE

VSV linkage system.

Each VSV actuator is connected through a clevis link and

a bellcrank assembly to a master rod.

The vane actuation rings are linked to the master rod in

the bellcrank assembly, through slave rods.

The actuation ring halves, which are connected at the

splitline of the compressor casing, rotate circumferentially
about the horizontal axis of the compressor.

Movement of the rings is transmitted to the individual

vanes, through vane actuating levers.

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ACTUATION RINGS (x4)

FWD

SLAVE RODS (x4)

MASTER ROD

VSV ACTUATOR

CTC-224-073-00
VSV LINKAGE SYSTEM

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VARIABLE STATOR VANE

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

The right handside feedback sensor is connected to

channel A and the left handside feedback sensor to
channel B.

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EEC

VSV
LVDT FEEDBACK
SUPPLY
VSV
EHSV

ROD (OPEN)

HMU

HEAD
VSV (CLOSED)
ACTUATING LVDT
RING

VSV
ACTUATOR

BELLCRANK

CTC-224-074-00
VSV SYSTEM DESIGN

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TRANSIENT BLEED VALVE

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TRANSIENT BLEED VALVE

The Transient Bleed Valve (TBV) system improves the

HPC stall margin during engine starting and rapid
acceleration.

Using engine input parameters, the EEC logic calculates

when to open or close the TBV to duct HPC 9th stage
bleed air to the LPT stage 1 nozzle through the TBV
manifold.

The EEC, working through the HMU, controls the position

of the TBV.

The TBV system consists of :

- The TBV, located at the 6 o’clock position on the

HPC case.
- The TBV manifold.

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EFG

TRANSIENT
BLEED VALVE
(TBV)
TBV MANIFOLD

CTC-224-075-00
TRANSIENT BLEED VALVE SYSTEM

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EFG

HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL

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HIGH PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL

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

The EEC uses various engine and aircraft sensor

information to take into account the engine operating
range and establish a schedule.

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EFG

9 TH STAGE HPTACC
VALVE

DISCHARGE
MANIFOLD
4 TH STAGE FWD

CTC-224-076-00
HPTACC SYSTEM LOCATION

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HIGH PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL

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

The HPTACC valve has integrated dual butterfly valves,

driven by a single actuator which receives the fuel
pressure from the HMU servo valve.

Each butterfly valve controls its own dedicated

compressor stage air pick-up.

The two airflows are mixed downstream of the valve and

sent through the HPTACC discharge manifold to the high
pressure (HPT) shroud support, at the 6 and 12 o’clock
positions.

The fuel pressure command from the HMU, Pc or Pcb,

enters the valve at the Turbine Clearance Control (TCC)
supply port.

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9 TH STAGE
VISUAL POSITION
INDICATOR 9 TH STAGE
AIR VALVE
9 TH STAGE
INLET

LVDT CONNECTORS

ACTUATOR
ASSEMBLY
Pcr SUPPLY PORT

DRAIN PORT

TCC SUPPLY
PORT (Pc / Pcb)

FUEL MANIFOLD
4 TH STAGE MOUNT FLANGE
4 TH STAGE AIR INLET DUCT
VISUAL POSITION 4 TH STAGE
INDICATOR AIR VALVE

CTC-224-077-00
HPTACC VALVE

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EFG

LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL

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EFG
LOW PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL

The Low Pressure Turbine Active Clearance Control

(LPTACC) system uses fan discharge air to cool the LPT
case during engine operation and controls the LPT rotor to
stator clearances.

It also protects the turbine case from over-temperature by

monitoring the EGT.

This ensures the best performance of the LPT at all engine

ratings.

The LPTACC system is a closed loop system, which

regulates the cooling airflow sent to the LPT case, through
a valve and a manifold.

The LPTACC valve is located on the engine core section at

the 4 o’clock position.

The LPTACC system consists of :

- An air scoop (not shown).

- The LPTACC valve.
- An air duct and manifold.
- Six LPT case cooling tubes.

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LPTACC
MANIFOLD

LPTACC
AIR DUCT

LPTACC
VALVE

CTC-224-078-00
LPT ACTIVE CLEARANCE CONTROL

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CFM56-7B TRAINING MANUAL

LOW PRESSURE TURBINE ACTIVE CLEARANCE

CONTROL

According to a schedule from the EEC, an electrical

order, proportional to a valve position demand, is first
sent to the EHSV within the HMU.

The servo valve changes the electrical information into

fuel pressure and sends it to the LPTACC valve.

Within the LPTACC valve, an actuator drives a butterfly,

installed in the airflow.

The butterfly valve position determines the amount of fan

discharge air entering the manifold and cooling tube
assembly.

RVDT sensors, built in the valve, send the valve position

to the EEC as feedback, to be compared with the
position demand.

If the valve position does not match the demand, the

EEC sends an order, through the HMU, to change the
valve state until both terms are equal.

The expansion or contraction of the case positions the

LPT rotor shrouds in relationship to the LPT rotor. The
tighter the clearances between shroud and rotor, the
greater the improvement in specific fuel consumption
(SFC).

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ELECTRICAL HYDRAULIC
ORDER PRESSURE LPTACC

HMU
EEC

REGULATED
POSITION FAN AIR FLOW
FEEDBACK

LPT
FAN AIR COOLING
MANIFOLDS

CTC-224-079-00
LPTACC

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OIL GENERAL

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OIL GENERAL

Sump philosophy.

The engine has 2 sumps; the forward and aft.

The forward sump is located in the cavity provided by the

fan frame and the aft sump is located in the cavity
provided by the turbine frame.

The sumps are sealed with labyrinth type oil seals, which
must be pressurized in order to ensure that the oil is
retained within the oil circuit and, therefore, minimize oil
consumption.

Pressurization air is extracted from the primary airflow

(booster discharge) and injected between the two
labyrinth seals. The air, looking for the path with the least
resistance, flows across the oil seal, thus preventing oil
from escaping.

Any oil that might cross the oil seal is collected in a cavity
between the two seals and routed to drain pipes.

Once inside the oil sump cavity, the pressurization air

becomes vent air and is directed to an air/oil rotating
separator and then, out of the engine through the center
vent tube, the rear extension duct and the flame arrestor.

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PRESSURIZING
PORT

OIL JET

AIR TO
AIR SEAL CENTER
VENT

OIL SEAL

DRAIN

ROTATING SCAVENGE
AIR/OIL
SEPARATOR

CTC-224-080-00
SEALS PRESSURIZATION PRINCIPLE

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OIL GENERAL

The purpose of the oil system is to provide lubrication and

cooling for gears and bearings located in the engine
sumps and gearboxes.

It includes the following major components :

- an oil tank, located on the right handside (aft looking

forward) of the containment case,
- an anti-leakage valve, located at the bottom of the
containment case,
- a lubrication unit assembly, installed on the
accessory gearbox,
- a main oil/fuel heat exchanger, secured on the
engine fuel pump.
- an oil scavenge filter assembly, located on the rear
face of the AGB at the 7 o’clock position.

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MAIN OIL/FUEL
HEAT EXCHANGER

LUBRICATION
UNIT
ANTI-LEAKAGE
VALVE OIL TANK

OIL SCAVENGE
FILTER

CTC-224-081-00
OIL DISTRIBUTION LOCATION

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OIL GENERAL

The oil system is self contained and may be split into 3 The threaded inserts are for the installation of magnetic
different circuits : rods except if a DMS option is intalled. These magnetic
rods serve as metal chip detectors during
- Oil supply circuit. troubleshooting. They enable maintenance staff to identify
- Oil scavenge circuit. a particular scavenge circuit that may have particles in
- Oil circuit venting. suspension in the oil.

Oil supply circuit. Then the oil goes through a scavenge filter and through
the servo fuel heater. Then oil passes into the main oil/
The oil is pumped from the oil tank, through an anti- fuel heat exchanger, before returning to the oil tank.
leakage valve, by a pressure pump within the lube unit.
Oil circuit venting.
The oil then passes through the supply oil filter to be
distributed to the engine sumps and gearboxes. A venting system links the oil tank, the engine sumps and
gearboxes and its purpose is to vent the air from the
Oil scavenge circuit. scavenge pumps.

The oil is drawn from the forward sump, from the aft sump A center vent tube connects the forward and aft sumps for
and from the AGB/TGB by three scavenge pumps, pressure balancing and venting, through the turbine
installed within the lube unit. exhaust plug at the rear of the engine.

The oil passes through hollow scavenge screens, which

have threaded inserts inside.

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4
5
7
AIR/OIL
6 MIXTURE
VENTING 1 - OIL TANK
THROUGH
EXHAUST
3 PLUG
2 - ANTI-LEAKAGE VALVE
TGB
8 3 - OIL QUANTITY TRANSMITTER
12 AGB
4 - OIL PRESSURE TRANSMITTER
2 1
5 - OIL TEMPERATURE TRANSMITTER
11
9
6 - FORWARD SUMP

10 7 - CENTER VENT TUBE

8 - AFT SUMP

9 - LUBRICATION UNIT

SUPPLY CIRCUIT 10 - OIL SUPPLY FILTER

AGB
11 - SCAVENGE OIL FILTER
DRIVE SCAVENGE CIRCUIT
12 - OIL-FUEL HEAT EXCHANGERS
CIRCUIT VENTING

FRONT SCAV. IN
AGB/TGB SCAV. IN
REAR SCAV. IN

CTC-224-082-00
OIL SYSTEM

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EFG

OIL TANK

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79-11-00
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OIL TANK

The oil tank stores the engine oil and is installed on the Between engine start and running conditions, the oil level
containment case and on the fan frame shroud, at the 3 drops, due to the gulping effect.
o’clock position, on one upper and two lower mounts with
shock absorbers. At engine start the oil level may decrease as much as 1
gallon (4 liters). At takeoff power the oil level can
The upper mount and the left lower mount are fixed on fan decrease as much as 0.5 gallons (2 liters) more. This oil
frame shroud flanges. The right lower mount is fixed on a is partially recovered during engine deceleration and
containment case flange. completely recovered (minus oil consumption) upon
engine shutdown.
The tank body is a machined light alloy weldment. Six
inner bulkheads add strength and reduce oil sloshing. Oil level checks must be done within five to thirty minutes,
after engine shutdown, due to oil volume changes.
The tank has an oil inlet tube from the servo fuel heater
and the main oil/fuel heater exchanger, an oil outlet to the To avoid serious injury, the oil filler cap must not be
lubrication unit and a vent tube. opened until a minimum of 5 minutes has elapsed after
engine shutdown.
To replenish the oil tank, there is a gravity filling port. The
remote filling and overflow ports are optional. Oil tank characteristics :

A scupper ducts any oil spillage to a drain line and a plug U.S. QUARTS LITERS
is provided at the bottom of the tank for draining purposes.
Min usable oil volume 10.89 10.3
Max oil total capacity 22.1 20.09
Total tank volume 23.26 22.01

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EFG

OIL QUANTITY
GRAVITY
TRANSMITTER
FILL PORT
OIL SCUPPER
UPPER
MOUNT

LOCKING
HANDLE

VENT TUBE DRAIN LINE

(TO FORWARD
SUMP)
PRESSURE
OIL IN FROM SERVICING
SCAVENGE PORTS
CIRCUIT)
OIL LEVEL
SIGHT GLASS

FWD
LOWER
MOUNT

DRAIN PORT

OIL OUT TO
ANTILEAKAGE
VALVE

CTC-224-083-00
OIL TANK

EFFECTIVITY
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ANTI-LEAKAGE VALVE

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ANTI-LEAKAGE VALVE

The anti-leakage valve prevents oil leakage when the oil

tube from the oil tank is removed and upon engine
shutdown to counter any siphon effect on the oil tank.

It is a pressure actuated, spring-loaded normally closed

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

During engine operation, oil pressure from the rear sump

supply line holds the anti-leakage valve open. When the
engine is shut down, spring tension closes the valve.

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EFG
INLET PORT COVER
(FROM OIL TANK)
FWD
SUMP
REAR
SUMP
MOLDED SEAL
TGB
A
G
B ˚C
LUBRICATION HELICAL SPRING
POPPET
UNIT

OIL TANK
PISTON
INLET PORT
FROM OIL TANK
ANTI-LEAKAGE
VALVE
BODY
ASSEMBLY

OIL-IN OUTLET
PORT PORT
(TO SUPPLY PUMP)

OUTLET
PORT OIL-IN PORT
TO LUBRICATION FROM REAR SUMP
UNIT

CTC-224-084-00
ANTI-LEAKAGE VALVE

EFFECTIVITY
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EFG

LUBRICATION UNIT

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EFG
LUBRICATION UNIT

The lubrication unit has two purposes:

- it pressurizes and filters the supply oil for lubrication

of the engine bearings and gears.
- it pumps in scavenge oil to return it to the tank.

The unit is mounted by a V-band clamp to the rear face of

the accessory gearbox, at the 6 o’clock position.

The lubrication unit has :

- a suction port (from the oil tank).

- three scavenge ports (aft sump, fwd sump, TGB/
AGB).
- three scavenge screen plugs.
- an oil out port.
- a supply oil filter.
- a clogging indicator.

Internally, it has 4 pumps driven by the AGB, through a

single shaft. One pump is dedicated to the supply circuit
and three pumps to the scavenge circuits.

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SCAVENGE
OIL FROM OIL OUT TO
SCAVENGE
OIL FILTER
AFT SUMP
OIL TO FWD SUMP
FWD SUMP
OIL TO AFT
AGB/TGB SUMP
OIL TO AGB
AND TGB CLOGGING
INDICATOR

DRIVE SHAFT
OIL IN FROM TANK HOUSING FOR
3 SCAVENGE SCREENS

SUPPLY FILTER
HOUSING

CHIP DETECTOR
HANDLING PLUGS
SUPPLY FILTER
DRAIN PLUG

CTC-224-085-00
LUBRICATION UNIT INTERFACE

EFFECTIVITY
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LUBRICATION UNIT

Supply circuit. Supply oil filter.

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

A pressure relief valve, installed downstream from the Clogging indicator.

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

When the filter is clogged, a pop-out indicator is activated

at approx 27psi, showing a red button in a sight glass.
This indication signals the need for a maintenance action
to change the filter.

At 34psi, the bypass valve opens to keep the engine

supplied with lubrication oil.

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TO FWD/AFT SUMPS RED BUTTON OUT
AND
AGB/TGB OIL JETS BUTTON IN

BY-PASS
VALVE

POP-OUT
INDICATOR

SCAVENGE SIGHT GLASS

OIL CIRCUIT

AGB
DRIVE
INPUT
SUPPLY OIL FILTER
RELIEF SUPPLY
(INSIDE THE HOUSING)
VALVE PUMP
FROM
OIL TANK

DRAIN PLUG

COVER

CTC-224-086-00
SUPPLY OIL FILTER AND CLOGGING INDICATOR

EFFECTIVITY
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LUBRICATION UNIT

Scavenge circuit.

In the scavenge circuit, the oil/air mixture is pumped from

each engine sump by a dedicated pump, and passes
through separate scavenge screens and magnetic chip
detectors, installed on plugs.

The scavenge pumps downstream oil flows to a common

outlet.

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TO AGB TO SUMP AND TO AFT SUMPS
OIL JETS TGB OIL JETS AND ANTI-LEAKAGE VALVE

BY-PASS
SUPPLY
VALVE
OIL FILTER
POP-OUT
INDICATOR

FROM FROM
AFT FWD FROM
SUMP SUMP AGB/TGB
SCAVENGE
SCREEN

MAGNETIC
CHIP DETECTOR
(OPTIONAL DMS) AGB
DRIVE
INPUT

SUPPLY
TO SCAVENGE PUMP
OIL FILTER RELIEF FROM
ASSEMBLY VALVE OIL TANK

CTC-224-087-00
LUBE UNIT OIL SCAVENGE CIRCUIT

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
79-21-10
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EFG
LUBRICATION UNIT

Chip detector.

The chip detectors trap and keep unwanted magnetic

particles suspended in the scavenge oil.

There are three chip detectors, one for each sump :

- Forward sump.
- Rear sump.
- AGB & TGB sump.

Each detector consists of a magnet and metallic-mesh

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

Scavenge oil flowing to the scavenge pumps flow over

the magnetic pole piece positioned in the center of the
detector. Ferrous particles are attracted to the metallic-
mesh screen surrounding the magnet.

EFFECTIVITY
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MAGNET

METALLIC-MESH SCREEN

BAYONET LOCK

REAR SUMP
CHIP DETECTOR

FWD
FORWARD SUMP
CHIP DETECTOR AGB/TGB SUMP
CHIP DETECTOR

CTC-224-088-00
CHIP DETECTOR

EFFECTIVITY
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DEBRIS MONITORING SYSTEM (OPTIONAL)

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DEBRIS MONITORING SYSTEM

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

Each electrical chip detector consists of two magnetic

pickups attached to a probe. The electrical chip detector
has a spring-loaded bayonet lock that mates into a
matching housing. A check valve in the housing prevents
oil loss when the chip detectors are removed.

EFFECTIVITY
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EFG

FWD MAGNETIC PICKUPS

SCREEN

TO THE DPM BOX

AGB/TGB SUMP ELECTRICAL CHIP DETECTOR

REAR SUMP FORWARD SUMP

ENGINE 1 BITE TEST

INPUT MONITORING 1/1
OIL SYSTEM

< PEO: 0.0 PSIG

J8-F < TEO: 50.0 C
< FILTER BYPASSED: NO
AB
DMS REQUIRES INSPECTION
J8-G < INDEX

CDU MESSAGE
DMS DETECTORS EEC

CTC-224-089-00
DEBRIS MONITORING SYSTEM

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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OIL SCAVENGE FILTER ASSEMBLY

EFFECTIVITY
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79-21-42
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OIL SCAVENGE FILTER ASSEMBLY

The scavenge oil filter is used to remove contaminants

from the engine oil before it returns to the oil tank.

The assembly consists of a disposable scavenge oil filter,

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

The scavenge oil filter is located on the rear face of the

accessory gearbox at the 7 o’clock position.

Should the filter element become clogged the oil bypass

valve will open. The differential pressure is monitored by
the bypass switch.

EFFECTIVITY
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OIL CLOGGING
INDICATOR
(TO ELECTRICAL
CIRCUIT)
OIL OUT

OIL FILTER
BYPASS SWITCH

BODY
OIL IN

FWD
LOCKING
RATCHET
LEVER

FILTER
BOWL

FWD

CTC-224-090-00
OIL SCAVENGE FILTER ASSEMBLY

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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EFG

OIL INDICATING COMPONENTS

EFFECTIVITY
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OIL INDICATING COMPONENTS

The oil indicating system supplies data, through the

common display system (CDS), for display on the upper
center display unit on the P2 panel.

The system consists of the following components :

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

The oil quantity transmitter sends data directly to the CDS

and the three other components send data to the CDS,
through the EEC.

EFFECTIVITY
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ENGINE SYSTEMS
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OIL QUANTITY
TRANSMITTER

OIL TANK

OIL PRESSURE
TRANSMITTER

OIL TEMPERATURE
SENSOR
CDS/
DEU

EEC

T/P SENSOR
OIL FILTER
BYPASS
SWITCH

DMS CHIP
DETECTOR
SCAVENGE OIL (OPTIONAL)
FILTER

CTC-224-091-00
OIL INDICATING COMPONENTS

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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OIL QUANTITY TRANSMITTER

EFFECTIVITY
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OIL QUANTITY TRANSMITTER

The transmitter measures and sends oil quantity data to the

flight deck.

It is an electrical resistance sensor that uses a floating

magnet and reed switches to show oil quantity. A single
connector transmits the data to the common display system
(CDS).

An excitation signal is received by the transmitter from the

CDS. As the floating magnet moves up or down with the oil
level, reed switches open or close resistor circuits.
The resistance value returned to the CDS is proportional to
oil quantity and is displayed on the common display unit in
percent.

EFFECTIVITY
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CDS/
DEU

OIL TANK

CTC-224-092-00
OIL QUANTITY TRANSMITTER

EFFECTIVITY
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OIL PRESSURE TRANSMITTER

EFFECTIVITY
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OIL PRESSURE TRANSMITTER

The transmitter measures the oil pressure at the outlet of

the lubrication unit and sends the data, through the EEC, to
the CDS for flight deck indication.

The transmitter consists of two sensing elements in a single

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

The oil pressure differential between the oil supply pump

outlet pressure and the TGB vent pressure, is compared
and sent as an electrical signal to the EEC.

The EEC converts the signal to an ARINC 429 format that

is used by the CDS to display the oil pressure on two
round analog dial indicators on the center upper display.

EFFECTIVITY
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EEC

CDS/
DEU

CHANNEL A

CHANNEL B

OIL VENT
PRESSURE
LINE TO TGB
OIL PRESSURE LINE

CTC-224-093-00
OIL PRESSURE TRANSMITTER

EFFECTIVITY
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL
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ENGINE SYSTEMS
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OIL TEMPERATURE SENSOR

EFFECTIVITY
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OIL TEMPERATURE SENSOR

The sensor measures the oil temperature at the outlet of the

lubrication unit and sends the data, through the EEC, to
the CDS for flight deck indication.

It consists of two sensing elements in a single housing and

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

The oil temperature sensor reads the temperature of the oil

sent to the forward sump and transfer gearbox (TGB) oil
supply line.

The sensor sends an electrical signal to the EEC, which

changes it into ARINC 429 format. The signal is then sent
to the CDS and displayed on the center upper display
unit.

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EEC

CDS/
DEU

CHANNEL A
CHANNEL B

CTC-224-094-00
OIL TEMPERATURE SENSOR

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OIL FILTER BYPASS SWITCH

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OIL FILTER BYPASS SWITCH

The oil filter bypass switch monitors the differential

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

When the switch closes, an electrical signal is sent to the

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

The oil filter bypass message flashes for 10 seconds, and

then shows continuously. This flashing feature is inhibited
during takeoff and landing.

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EEC

CDS/
DEU

OIL PRESSURE
INDICATION
OIL FILTER BYP OIL FILTER BYP
LOW OIL PRESS LOW OIL PRESS

50 100 50 100
0 0
OIL P

200 200
100 100
0 0
OIL T

85 OIL Q % 98

P2 PANEL

FWD

CTC-224-095-00
OIL FILTER BYPASS SWITCH

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POWERPLANT DRAINS

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POWERPLANT DRAINS

The engine drain system consists of lines collecting and The starter air discharge duct drains the following :
carrying waste fluids overboard from various points along - Service disconnect (strut).
the engine, from accessories, and from pylon drain - Main fuel/oil heat exchanger.
cavities. - Hydromechanical Unit (HMU).
- High Pressure Turbine Active Clearance Control
All of the drain lines migrate to the 6:00 o’clock position of valve (HPTACC).
the engine where the fluids are ejected directly - Variable Stator Vane (VSV) actuators.
overboard. - Variable Bleed Valve (VBV) actuators.
- Transient Bleed Valve (TBV).
The drain system is divided into three outputs : - Low Pressure Active Clearance Control valve
- the starter air discharge duct. (LPTACC).
- the right fan cowl hole. - Forward Sump Drain.
- the left fan cowl hole.

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DRAIN HOLE SCUPPER FOR DRAIN HOLE
THE FUEL PUMP PAD DRAIN SCUPPER
LEFT FAN
COWL PANEL STARTER AIR
DISCHARGE DUCT

RIGHT FAN
COWL PANEL
FWD DRAIN HOLE
SCUPPER FOR
THE OIL TANK
SCUPPER
DRAIN HOLE
BSV/LPTACC VALVE
SCUPPER FOR
THE HYDRAULIC
PUMP AND RIGHT VBV
IDG DRAIN
FORWARD
SUMP
LEFT VSV
SERVICE
DISCONNECT
(STRUT)

RIGHT VSV
MAIN FUEL/OIL HEAT
EXCHANGER PAD HPTACC VALVE
HMU PAD
TBV
LEFT VBV

CTC-224-096-00
POWERPLANT DRAINS

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THRUST REVERSER

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THRUST REVERSER

Thrust lever interlock. The interlock is operated by a solenoid. The interlock

solenoid receives power directly from an airplane 28Vdc
A thrust-lever interlock provides the crew with a tactile supply.
indication that the thrust reverser has, or has not
deployed. The interlock prevents the flight crew from The EEC completes the circuit to open the interlock by
moving the reverse-thrust lever beyond the reverse-idle grounding the low side of the solenoid based on
position, until the EEC detects that both thrust-reverser translating sleeve and TRA position. The EEC closes the
sleeves have deployed more than 60% of full deploy and circuit and energizes the interlock, allowing reverse-thrust
energizes the interlock solenoid, removing the interlock. lever motion to the full-reverse position, when the TRA is
at idle Rev and the position of both translating sleeves is
The thrust-lever interlock affects only the operation of the greater than 60% deployed.
reverse-thrust lever. Once the reverse-thrust lever is
returned to the normal, stowed position, the forward-thrust The EEC opens the circuit and de-energizes the interlock,
lever can be advanced, regardless of the thrust-reverser blocking reverse-thrust lever motion, when the TRA is in
position. However, the EEC constrains the thrust the forward thrust commanded position and both
command to idle until the thrust reverser is stowed. translating sleeves are less than 40% deployed.

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28V DC
BATTERY
BUS
T/R INLK RIGHT
60% SLEEVE
P6 CIRCUIT
DEPLOY LVDT
BREAKER PANEL
REVERSE THRUST LEVER
CHANNEL A
(IN THE STOW POSITION)

60% RIGHT
DEPLOY SLEEVE
LVDT

CHANNEL B
EEC THRUST
REVERSER

INTERLOCK
LATCH

THRUST LEVER
INTERLOCK SOLENOID

CTC-224-097-00
THRUST LEVER INTERLOCK SOLENOIDS

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ENGINE INDICATING SYSTEM PANELS

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ENGINE INDICATING SYSTEM PANELS

Common Display System.

The engine indicating system consists of the Common

Display System (CDS/DEU).

The engine is equipped with sensors that monitor :

- temperature.
- pressure.
- speed.
- vibration.
- fuel flow.

Messages are generated on display units and used to run

the engine under normal conditions throughout the
operating range, or to provide warning messages to the
crew and maintenance personnel.

Flight Compartment Panels.

The engine indicating system in the FCP consists of :

- The Center Instrument Panel : P2.
- The Lightshield Panel : P7.
- The Forward Electronics Panel : P9.
- The Control Stand.
- The Aft Electronics Panel : P8.
- The Aft Overhead Panel : P5.
- The Forward Overhead Panel : P5.

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P5 FORWARD
OVERHEAD
PANEL

P5 AFT P7 LIGHTSHIELD
OVERHEAD PANEL
PANEL
P2 CENTER
INSTRUMENT
PANEL
P9 FORWARD
ELECTRONICS
PANEL CONTROL
STAND

P8 AFT
ELECTRONICS
PANEL

CTC-224-098-00
FLIGHT COMPARTMENT PANELS

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ENGINE INDICATING SYSTEM PANELS

Center Instrument Panel (P2).

The engine indicating system on the Center Instrument

Panel consists of the upper center LCD display unit.

Forward Electronics Panel (P9).

The engine indicating system on the Forward Electronics

Panel consists of :

- The lower center LCD display unit.

- 2 control display units.

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FORWARD ELECTRONICS PANEL (P9)

CENTER INSTRUMENT PANEL (P2)

CTC-224-099-00
CENTER INSTRUMENT & FORWARD ELECTRONICS PANELS

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ENGINE INDICATING SYSTEM PANELS

The engine indicating displays consist of the following :

- Side by Side Engine Display.
- Compacted Engine Display.
- Over/Under Engine Display.
Primary - Upper.
Secondary - Lower.

The engine indicating displays interfaces with the engine

systems to provide the following data displays :
- N1.
- N2.
- EGT.
- Thermal Anti-Ice Indication.
- Fuel Flow.
- Fuel Used.
- Fuel Quantity.
- Oil Pressure.
- Oil Temperature.
- Oil Quantity.
- Engine Vibration.
- Hydraulic Pressure.
- Hydraulic Quantity.
- Crew Alert Messages.
- Autothrottle Limit Message.
- Thrust Mode.
- Total Air Temperature.

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A/T LIM CRZ TAT - C 12 TAT + 19C R - 70+22C ENG 1 ENG 2
REVERSER UNLOCKED 96.0 START VLV OPEN START VLV OPEN REV 75.0 START VALVE START VALVE
OPEN OPEN
OIL FILTER BYP OIL FILTER BYP
10 87.7 10 87.7 LOW OIL PRESS LOW OIL PRESS 10 21.0 10 65.0 OIL FILTER OIL FILTER
0 0 BYPASS BYPASS
8 8 0 0
8 8 LOW OIL LOW OIL
6 4 2 6 4 2 100 100 6 4 2 6 4 2 PRESSURE PRESSURE
TAI N1 TAI 50 50 N1
0 0
663 663 OIL P 100 500
ENG FAR 200 200 ENG FAIL
EGT

X-BLD START
100
0
100
0
ENGINE EGT

10 87.7 10 87.7 OIL T

SIDE BY SIDE
8 0 8 0 75 OIL Q% 75
6 4 2 N2 6 4 2
2 3 4 2 3 4
DISPLAY
12 12 1 1
11.27 11.27 0
5
0
5
0 0 VIB
8 8
4 FF/FU 4 A B CTR
LB X 1000 3 4 3 4
14890
1
CTR
2 2 1 0
HYD P
2 1 0 ENGINE PRIMARY 1
FUEL
LB 2
24000
7600
FUEL LB
7600 RF 70 HYD Q% 60 RF DISPLAY 2190 3290

ENGINE OVER / UNDER DISPLAYS

TAT + 19C R - 70+22C ENG 1 ENG 2

REV 75.0 START VALVE
OPEN
START VALVE
OPEN
55.0 55.0
10 71.0 10 65.0 OIL FILTER
BYPASS
OIL FILTER
BYPASS
0 0
8 8 LOW OIL LOW OIL N2
6 4 2 6 4 2 PRESSURE PRESSURE
N1
5.90 FF 5.99
430 500
OIL
EGT COMPACTED 2 PRESS 36
ENGINE
XD 55.0 N2 55.0 DISPLAY OIL
5.90 FF 5.99 129 TEMP 130
2 OIL PRESS 36
129 OIL TEMP 130 4 OIL QTY 20
LO OIL QTY 20 CTR
1.6 VIB
890
FUEL 1.6 VIB 4.5
1 LB 2
3190 3290 ENGINE SECONDARY DISPLAY

CTC-224-100-00
ENGINE INDICATING - ENGINE DISPLAYS

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ENGINE INDICATING SYSTEM PANELS

Lightshield Panel (P7).

The engine indicating system on the Lightshield Panel

consists of the master caution light.

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MASTER MASTER
CAUTION CAUTION
LIGHT LIGHT

FLT CONT ELEC ANTI-ICE ENG

FIRE MASTER MASTER FIRE
WARN CAUTION IRS APU HYD OVERHEAD CAUTION WARN
FUEL OVHT/DET DOORS AIR COND

LIGHTSHIELD PANEL (P7)

CTC-224-101-00
LIGHTSHIELD PANELS

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ENGINE INDICATING SYSTEM PANELS

Forward Overhead Panel (P5).

The engine indicating system on the Forward Overhead

Panel consists of :

- The engine lights :

* Engine valve closed light.
* Filter bypass light for fuel.

- The engine anti-ice system

- The engine start system :

* engine start switches.
* IGN switches-ignition control.

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P5 ENGINE ANTI-ICE

ENGINE START SWITCHES

ENG VALVE
CLOSED LIGHT IGNITION SWITCHES
ENGINE LIGHTS ENGINE START

FILTER
BYPASS
LIGHT

CTC-224-102-00
P5 FORWARD OVERHEAD PANEL

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ENGINE INDICATING SYSTEM PANELS

Aft Overhead Panel (P5).

The engine indicating system on the Aft Overhead Panel

consists of :

- EEC switches.
- Reverser fault lights.
- Engine control light.
- ALTN light.

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AFT OVERHEAD
PANEL (P5-68)

REVERSER
FAULT LIGHTS

1 ENGINE 2
REVERSER REVERSER

ENGINE EEC EEC

CONTROL
LIGHT
ENGINE ON ON ENGINE
CONTROL CONTROL
ALTN ALTN

EEC SWITCHES AND ALTN LIGHT

CTC-224-103-00
P5 AFT OVERHEAD PANEL

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COMMON DISPLAY SYSTEM (CDS)

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COMMON DISPLAY SYSTEM (CDS)

Engine display.

The engine display shows engine data. These are the

major indications that show :
- Autothrottle limit message, thrust mode and TAT.
- N1.
- EGT.
- N2.
- Fuel flow/fuel used, and fuel quantity.
- Crew alert messages.
- Oil pressure, temperature and quantity.
- Engine vibration.
- Hydraulic pressure and quantity.

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A/T LIM CRZ TAT - 12C

START VALVE START VALVE
REV 96.0 OPEN OPEN
OIL FILTER OIL FILTER
10 87.7 10 87.7 BYPASS
LOW OIL
BYPASS
LOW OIL
8 0 8 0 PRESSURE PRESSURE

6 4 2 6 4 2
TAI N1 TAI 100 100
50 50
663 663 0 0
OIL P
ENG FAR
EGT
200 200
X-BLD START 100 100
10 87.7 10 87.7 0 0
0 0 OIL T
8 8
6 4 2 6 4 2 75 OIL Q% 75
N2
12 12 2 3 4 2 3 4
11.27 11.27 1 1
0 0 5 5
8 8 0 VIB 0
4 FF/FU 4
LB X 1000 A B
3 4 3 4
CTR
1 2
24000 2 1 0 2 1 0
7600 7600 HYD P
FUEL LB RF 70 HYD Q% 60 RF

CTC-224-104-00
ENGINE DISPLAY

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COMMON DISPLAY SYSTEM (CDS)

Miscellaneous indications.

The autothrottle (A/T) limit message shows when the

autothrottle computer sets the N1 reference.

The seven thrust modes are the following :

- TO (take off).
- R-TO (reduced thrust take off).
- CLB (climb).
- R-CLB (reduced thrust climb).
- CON (continuous).
- CRZ (cruise).
- GA (go-around).

The total air temperature (TAT) shows as a digital

indication.

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THRUST MODE

AUTOTHROTTLE TOTAL AIR

LIMIT MESSAGE TEMPERATURE

A/T LIM CRZ TAT - 12C

CTC-224-105-00
MISCELLANEOUS INDICATIONS

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COMMON DISPLAY SYSTEM (CDS)

Crew Alert Messages.

These are three crew alert messages for each engine :

- START VALVE OPEN.

- OIL FILTER BYPASS.
- LOW OIL PRESSURE.

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LEFT ENGINE RIGHT ENGINE

ALERT MESSAGES ALERT MESSAGES

START VALVE START VALVE

OPEN OPEN
OIL FILTER OIL FILTER
BYPASS BYPASS
LOW OIL LOW OIL
PRESSURE PRESSURE

CTC-224-106-00
CREW ALERT MESSAGES

EFFECTIVITY
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COMMON DISPLAY SYSTEM (CDS)

N1 Indication. REVERSER lights.

The N1 value is displayed with both a digital indication The REVERSER lights come on for 10.5 seconds during
and an analog indication. a normal T/R stow operation. A REVERSER light stays
on if a T/R control system component fails during the
In the normal operation range, the digital and analog stow. The light stays on until the stow failure goes away.
indications are white. If the N1 value gets to the redline The REVERSER light comes on immediately during a
limit, the digital and analog indications are red. deploy if a T/R control system component fails. The light
stays on until the deploy problem is fixed and the engine
The N1 command sector shows on the analog scale. It accessory unit (EAU) is reset.
shows the difference between the commanded thrust and
the actual thrust. REV Messages.

The reference N1 readout shows above the N1 indication. The REV messages show just above the engine N1
The reference N1 bug also shows on the N1 analog indicators on the CDS. One message shows for each T/R.
scale. The message shows in amber when both sleeves of a T/
The reference N1 value can be set with the N1 set R are between 10 and 90 percent of the travel to the
controls. deploy position.
The message shows in green when both sleeves of a T/
The thrust reverser message appears when the thrust R are more than 90 percent of the travel to the deploy
reverse operates. If the thrust reverser message is shown, position.
it replaces the reference N1 readout for that engine.
ENGINE CONTROL light.
If the thermal anti-ice (TAI) system is on, the TAI
indication shows. Each engine has an amber ENGINE CONTROL light on
the P5-68 panel. This light comes on to indicate a serious
engine, or T/R LVDT failure.

EFFECTIVITY
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1 ENGINE 2
N1 SET REVERSER REVERSER
AUTO
1 BOTH
EEC EEC
2

ENGINE ON ON ENGINE
CONTROL CONTROL
ALTN ALTN

N1 SET CONTROLS
AFT OVERHEAD PANEL (P5-68)

THRUST
REVERSER N1 DIGITAL
MESSAGE INDICATION

THERMAL
ANTI-ICE REFERENCE N1
READOUT
INDICATION
A/T LIM CRZ TAT - 12C
N1 REDLINE LIMIT REV 96.0
TAI TAI

10 87.7 10 87.7
REFERENCE N1 BUG 0 0
8 8
6 4 2 6 4 2
N1
N1 COMMAND SECTOR

N1 ANALOG
INDICATION

CTC-224-107-00
N1 AND T/R INDICATION

EFFECTIVITY
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COMMON DISPLAY SYSTEM (CDS)

EGT Indication.

The engine exhaust gas temperature (EGT) indication is

displayed with both a digital and an analog indication.

In the normal operation range, the digital and analog

indications are white.

If an EGT value gets to the amber band limit, the digital

and analog indications are amber.

If the EGT value gets to the redline limit, the digital and
analog indications are red.

The EGT hot start limit shows when the following

conditions exist :
- Airplane is on the ground.
- Engines are off.
- Fire switch is not on.

In case of an engine failure, a message is displayed on

the EGT indication.The message is amber.

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EGT AMBER BAND EGT REDLINE

EGT DIGITAL
INDICATION
EGT HOT
START LIMIT
100 500
ENG FAIL
EGT

EGT ANALOG
INDICATION
ENGINE FAILURE
MESSAGE

CTC-224-108-00
EGT INDICATION

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COMMON DISPLAY SYSTEM (CDS)

N2 Indication.

The N2 value is displayed with both a digital and an

analog indication.

In the normal operation range, the digital and analog

indications are white. If an N2 value gets to the redline
limit, the digital and analog indication are red.

Cross bleed Start Message.

The cross bleed start message is displayed above the N2

digital indication.

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CROSS BLEED
START MESSAGE N2 REDLINE LIMIT

N2 DIGITAL
X-BLD START INDICATION
10 87.7 10 87.7
8 0 8 0
6 4 2 6 4 2
N2

N2 ANALOG
INDICATION

CTC-224-109-00
N2 INDICATION

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COMMON DISPLAY SYSTEM (CDS)

Fuel Indications.

The fuel flow is displayed with both an analog and digital

indication.

The fuel used shows as only a digital indication. Normally

the fuel flow is displayed. To show the fuel used, select
the USED position on the fuel flow switch.

To reset fuel used to zero, select the RESET position on

the fuel flow switch.

The scales, pointers, and digital readouts are white.

Note : The fuel quantity is displayed in an analog and

digital form, below the fuel flow indications.

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FUEL FLOW
RESET

RATE

USED

FUEL FLOW SWITCH

FUEL FLOW
ANALOG FUEL FLOW DIGITAL FUEL USED DIGITAL
INDICATION INDICATION INDICATION

12 12 12 12
11.27 11.27 10.60 10.60
8 0 8 0 8 0 8 0
FF/FU FF/FU
4 4 4 LB X 1000
4
LB X 1000

CTR CTR
1 2 1 2
24000 24000
7600 1500 7600 1500
FUEL LB FUEL LB

FUEL FLOW INDICATION FUEL USED INDICATION

CTC-224-110-00
FUEL INDICATIONS

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COMMON DISPLAY SYSTEM (CDS)

Oil Indications. Oil temperature.

The oil indications are the following : The oil temperature shows as an analog indication in
- Oil pressure. degrees Celsius.
- Oil temperature.
- Oil quantity. In the normal operation range, the scale and the pointer
are white.
Oil pressure.
When the oil temperature is in the high amber band limit,
The oil pressure shows as an analog indication. In the the scale and the pointer are amber.
normal operation range, the scale and the pointer are
white. When the oil temperature is in the high redline limit, the
scale and the pointer are red.
When the oil pressure is in the low amber band limit
(below 13 psid), the scale and the pointer are amber. Oil quantity.

When the oil pressure is in the low redline limit, the scale The oil quantity shows as a digital percent indication.
and the pointer are red.
The readout and box are white.
Low oil pressure brings on a “LOW OIL PRESS” message
which flashes for 10 seconds and then shows 100 percent oil quantity is equal to a full tank, i.e.19.24
continuously. quarts (18.20 liters). Minimum readable percentage is 9.4
percent.

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HIGH AMBER OIL PRESSURE

BAND LIMIT

HIGH REDLINE LIMIT

LOW AMBER 100 100
BAND LIMIT 50 50
0 0
OIL P OIL TEMPERATURE
200 200
100 100 OIL QUANTITY
LOW REDLINE LIMIT
0 0
OIL T
75 OIL Q% 75

CTC-224-111-00
OIL INDICATIONS

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COMMON DISPLAY SYSTEM (CDS)

Engine Vibration Indications.

The engine vibration indications are displayed as analog

values. The scale and the pointer are white.

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ENGINE VIBRATION

2 3 4 2 3 4
1 1
5 5
0 VIB 0

CTC-224-112-00
ENGINE VIBRATION INDICATIONS

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VIBRATION MONITORING AND INDICATING

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VIBRATION MONITORING AND INDICATING

The engine vibration system consists of :

- N1 speed sensor.
- N2 speed sensor.
- No.1 bearing vibration sensor.
- FFCCV sensor.
- Airborne Vibration Monitoring (AVM) signal
conditioner.

The N1 and N2 speed sensors send data to the EEC for

internal logic calculations, to the DEU’s for indicating and
to the AVM signal conditioner.

The No.1 bearing vibration sensor and the FFCCV

sensor also send data to the AVM signal conditoner for
vibration analysis.

The accelerometers respond to oscillatory motion and are

highly directional. The low signal strength requires
specially shielded leads, securely supported to avoid and
prevent externally induced signals.

The signal conditoner is required to process the

accelerometer output to a usable strength for flight deck
display. It amplifies and delivers an analog signal to the
DEU’s and the Flight Data Acquisition Unit (FDAU).

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EEC

NO. 1 BEARING
VIB SENSOR
N2 SPEED
SENSOR
FFCCV
N1 SPEED SENSOR
SENSOR

AVM SIGNAL
DEU 1 DEU 2 FDAU
CONDITIONER

CTC-224-113-00
VIBRATION MONITORING SYSTEM

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VIBRATION MONITORING AND INDICATING

Vibration monitoring and indicating.

The AVM system uses N1 rpm, N2 rpm, and vibration

data and supplies it to the signal conditioner. The signal
conditioner supplies the amplified data as an analog
signal to the DEU’s and the FDAU.

The highest vibration signal is displayed on the center

upper display (P2) in units.

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2 3 4 2 3 4
1 1
5 5
0 VIB 0

ENDEVCO 213
N1 SPEED SENSOR CDS DISPLAY UNIT (P2)

N2 SPEED SENSOR
DIGITAL VIBRATION
SIGNAL CONDITIONING UNIT DEU (2)
MODEL
S/N
BOEING P/N
FAA/PMA

NO YES

FDAU

AVM SIGNAL
CONDITIONER

FFCCV NO. 1 BEARING

SENSOR VIBRATION SENSOR

CTC-224-114-00
VIBRATION MONITORING AND INDICATING

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VIBRATION MONITORING AND INDICATING

AVM signal conditioner.

The AVM signal conditioner is located in the EE

compartment on the E3-2 shelf.

There are two kinds of AVM signal conditioners, and two

suppliers.
The model 213 AVM signal conditioner is supplied by
Endevco. Model 113 signal conditioner is supplied by
Vibrometer.

The functions of the AVM signal conditioner are the

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

The AVM signal conditioner calculates vibration for these

engine areas :
- Fan/low pressure compressor (LPC).
- High pressure compressor (HPC).
- High pressure turbine (HPT).
- Low pressure turbine (LPT).

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DIGITAL VIBRATION
YES NO
SIGNAL CONDITIONING UNIT

MODEL
S/N
BOEING P/N
FAA/PMA

EE COMPARTMENT
(LOOKING AFT) NO YES

AIRBORNE VIBRATION MONITOR AIRBORNE VIBRATION MONITOR

(AVM) SIGNAL CONDITIONER, M1240 (AVM) SIGNAL CONDITIONER
(ENDEVCO-213) (VIBROMETER, MODEL 113)

CTC-224-115-00
AIRCRAFT VIBRATION MONITOR (AVM) SIGNAL CONDITIONERS

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VIBRATION MONITORING AND INDICATING

AVM signal conditioner.

Vibration data for the last 32 flights is held in nonvolatile

memory. A new flight starts whenever N2 rpm exceeds
45%.

The vibration and fault data is accessible through the

signal conditioner BITE.

The program pins identify the engine model and the

customer options.

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DEU 1

ARINC 429 DEU 2

VIBRATION
FFCCV VIBRATION CALCULATIONS
SENSOR
- N1 VIB RECORD
IN-FLIGHT
VIB DATA
NO. 1 BEARING - N2 VIB FDAU
VIBRATION SENSOR

- HIGH VIB

YES NO

MONITOR FOR
SYSTEM FAULTS
N1 SPEED SENSOR

RECORD AVM SYSTEM

FAULT DATA
N2 SPEED SENSOR
AVM SIGNAL CONDITIONER

CTC-224-116-00
FUNCTIONAL DESCRIPTION

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AIRCRAFT CONDITION MONITORING SYSTEM (ACMS)

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AIRCRAFT CONDITION MONITORING SYSTEM

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

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FLIGHT DATA ACQUISITION & MANAGEMENT SYSTEM (FDAMS)

DISCRETES FLIGHT DATA

RECORDER

ANALOG DFDAU
QUICK ACCESS
RECORDER
(QAR)

DIGITAL DATA LOADER

4 MBYTE RAM (ADL OR PDL)
ARINC-429
170 MBYTE PC-CARD

ACMS
DAR

COCKPIT
ACARS CDU
PRINTER

CTC-224-117-00
FDAMS DESCRIPTION

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