Training Manual

B 737-300/400/500

ATA 71-80
POWER PLANT

ATA 104 LEVEL 3

Lufthansa
Technical Training GmbH For Training Purposes Only
Book No: B737-3 71-80 L3 E Lufthansa Base  Lufthansa 1995
For training purpose and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84

Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
 B737-3 71-80 L3 E

TABLE OF CONTENTS
ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
MAGNETIC CHIP DETECTOR INSPECTION . . . . . . . . . . . . . . . . . . . . 56
ENGINE CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
79-30 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
ENGINE GROUND SAFETY PRECAUTION . . . . . . . . . . . . . . . . . . . . . 4
LOP AND OIL FILTER BYPASS WARNING SYSTEM . . . . . . . . . . . . . 58
ENGINE STARTING AND OPERATING LIMITATIONS. . . . . . . . . . . . . 6
SYSTEM DESCRIPTION (CONFIG. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ENGINE FLANGES, CASES AND FRAMES . . . . . . . . . . . . . . . . . . . . . 8
SYSTEM DESCRIPTION (CONFIG. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 62
FAN, BOOSTER AND HPC ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 10
COMBUSTION CHAMBER AND HIGH PRESS. TURB. . . . . . . . . . . . 12
LPT AND FRAME DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . 66
ROTOR BEARINGS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
AERODYNAMIC STATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 76-10 POWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
72-30 FAN AND BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 ENGINE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 ENGINE CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
FAN ROTOR BLADE BLEND LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 ENGINE CONTROL SYSTEM - ADJUSTMENT . . . . . . . . . . . . . . . . . . 72
FAN TRIM BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 THRUST CONTROL RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
FAN ACOUSTIC PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 START CONTROL RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
AUTOTHROTTLE RIGGING ADJUST . . . . . . . . . . . . . . . . . . . . . . . . . . 76
71-21 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
MEC FUEL CONTROL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
72-60 ACCESSORY DRIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ACCESSORY GEARBOX (AGB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ACCESSORY DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 80
72-00 INSPECTION / CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
ENGINE BORESCOPE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 34 73-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
FUEL DISTRIBUTION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 82
ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 MANIFOLDS AND NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
IDLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
79-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 FUEL FILTER BYPASS WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . 88
ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 COMPRESSOR INLET TEMPERATURE (CIT) SENSOR . . . . . . . . . . 90
EIS SECONDARY DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 FAN INLET TEMPERATURE SENSOR (T2 SENSOR) . . . . . . . . . . . . 92
ENGINE OIL INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 COMPRESSOR BIAS PRESSURE (CBP) SENSOR . . . . . . . . . . . . . . 94
OIL SUMP PHILOSOPHY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 MEC ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
79-20 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 IDLE CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 MEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
OIL TANK ANTISIPHON DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 FUEL FLOW INDICATING SYSTEM (CONF. 1) . . . . . . . . . . . . . . . . . . 106

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FUEL FLOW INDICATING SYSTEM (CONF. 2) . . . . . . . . . . . . . . . . . . 108 INLET COWL TAI-SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
FUEL FLOW IND. SYST. DESCRIPT. (CONF. 2) . . . . . . . . . . . . . . . . . 110
FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
POWER MANAGMENT CONTROL (PMC) . . . . . . . . . . . . . . . . . . . . . . 114 ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
COMPONENT FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 116 IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
PMC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
PMC GAIN ADJUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 ENGINE IGNITION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
DIFFERENTIAL VOLTAGE CHECK OF THE PLA RVDT OF THE ADJUSTMENT / TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
PMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

ATA 75 AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 170

ENGINE STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
75-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 ENGINE STARTING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
ENGINE AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 ENGINE STARTING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
75-30 COMPRESSOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 DRY MOTORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
VARIABLE STATOR VANE (VSV) SYSTEM . . . . . . . . . . . . . . . . . . . . . . 126 WET MOTORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
VSV SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
VARIABLE BLEED VALVE (VBV) SYSTEM . . . . . . . . . . . . . . . . . . . . . . 130
VBV KICKER MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . 182
VBV SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
71-70 ENGINE DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
VSV FEEDBACK CABLE ADJUSTMENT/TEST . . . . . . . . . . . . . . . . . . 136
VBV FEEDBACK CABLE ADJUSTMENT/TEST . . . . . . . . . . . . . . . . . . 140 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
ENGINE VENTS AND DRAINS INSPECTION . . . . . . . . . . . . . . . . . . . . 186
5TH - STAGE START BLEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 144
71-10 COWLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
75-20 ACCESSORY COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
ENGINE COWLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
ENGINE EXTERNAL ACCESSORIES COOLING . . . . . . . . . . . . . . . . . 146
THRUST REVERSER COWLING OPENING . . . . . . . . . . . . . . . . . . . . . 190
HPT CLEARANCE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 148

ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 150 ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . 192

78-30 THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
30-20 AIR INTAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
INLET COWL THERMAL ANTI-ICING SYSTEM . . . . . . . . . . . . . . . . . . 150
THRUST REVERSER SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . 194
INLET COWL TAI COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
THRUST REVERSER INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
INLET COWL TAI VALVE DE-ACTIVATION . . . . . . . . . . . . . . . . . . . . . . 154
T/R CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200

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T/R SYNC - LOCK CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 202 ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . . . 246
THRUST REVERSER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 204
FEEDBACK PUSH-PULL CABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 77-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
THRUST REVERSER INTERLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214 SYSTEM DESCRIPTION (CONF. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
THRUST REVERSER DE-ACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . 216 PANEL DESCRIPTION (CONF. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
N1 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 2) . . . . . . 250
N2 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 2) . . . . . . 252
ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . . . 218 EGT IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 2) . . . . 254
77-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
SYSTEM DESCRIPTION (CONF. 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218

ATA 31 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . 220

31-42 ENGINE INSTRUMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . 220
EIS PRIMARY DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
PRIMARY DISPLAY PARAMETERS INDICATION . . . . . . . . . . . . . . . . 222
EXCEEDANCE DATA RECORDING AND STORAGE . . . . . . . . . . . . . 224
BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
77-10 ENGINE TACHOMETER SYSTEM . . . . . . . . . . . . . . . . . . . . . 228
N1 SPEED SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
N1 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1) . . . . . . 230
N2 SPEED SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
N2 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1) . . . . . . 234
77-20 EXHAUST GAS TEMP. (EGT) INDICATING SYSTEM . . . . 236
EGT THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
EGT THERMOCOUPLE HARNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
EGT IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1) . . . . 238
77-30 AIRB. VIBR. MONIT. SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 240
AVM SYSTEM COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . 240
AVM SYSTEM DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . 242
AVM SIGNAL CONDITIONER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244

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TABLE OF FIGURES
Figure 1 Engine Cross-section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 35 Engine Control Components . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 2 Engine Inlet and Exhaust Hazard Areas . . . . . . . . . . . . . . 5 Figure 36 Thrust Control Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 3 Engine Starting and Operation Limitations . . . . . . . . . . . . 7 Figure 37 Start Control Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 4 Engine Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 38 Autothrottle Rigging Adjust . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 5 Booster and HPC Schematic . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 39 MEC Fuel Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 6 Combustion Chamber and HPT . . . . . . . . . . . . . . . . . . . . . 13 Figure 40 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 7 LPT and Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 41 Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 8 Rotor Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 42 Fuel Nozzle Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 9 Engine Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 43 Idle and VBV Reset Solenoid . . . . . . . . . . . . . . . . . . . . . . 87
Figure 10 Spinner and Fan Blade Installation . . . . . . . . . . . . . . . . . 21 Figure 44 Fuel Filter Bypass Warning System Schematic . . . . . . . 89
Figure 11 Fan Rotor Blade Blend Limits . . . . . . . . . . . . . . . . . . . . . . 23 Figure 45 CIT Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 12 Balance Screw Specification . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 46 T2 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 13 Fan Acoustic Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 47 Bleed Bias Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 14 Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 48 MEC Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 15 Accessory Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 49 Idle Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 16 Accessory Drive and Seal . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 50 MEC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 17 Borescope Port Location . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 51 MEC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 18 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 52 MEC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 19 Sec. Display / Engine Oil Indication . . . . . . . . . . . . . . . . . 39 Figure 53 Fuel Flow Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 20 Engine Oil Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 54 Fuel Flow Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 21 Oil Sump Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 55 Fuel Flow Indicating System Schematic . . . . . . . . . . . . . 111
Figure 22 Forward Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 56 Fuel Flow Transmitter Flow Diagram . . . . . . . . . . . . . . . . 113
Figure 23 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 57 PMC Block Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 24 Anti Siphon Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 58 PMC Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 25 Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 59 PMC System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 26 Scavenge Oil Filter a. Main Oil/Fuel Heat Exchanger . . 53 Figure 60 PMC Gain Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 27 Oil Press. X-mitter a. Low Oil Press. Warning Switch . . 55 Figure 61 PMC Differential Voltage Check . . . . . . . . . . . . . . . . . . . . 123
Figure 28 Magnetic Chip Detector Inspection . . . . . . . . . . . . . . . . . 57 Figure 62 Engine Air Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 29 LOP Warning and Filter Bypass Switch Sys. Schematic 59 Figure 63 VSV System Components . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 30 Engine Oil Indicating Sys. Schematic (Config. 1) . . . . . 61 Figure 64 VSV System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 31 Engine Oil Indicat. Sys. Schematic (Config. 2) . . . . . . . 63 Figure 65 VBV System Components . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 32 Engine Oil Quantity Indicating Sys. Schematic (Config. Figure 66 VBV Kicker Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 VBV System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 VSV Feedback Cable Static Rig . . . . . . . . . . . . . . . . . . . . 137
Figure 34 Engine Control Components . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 VSV Feedback Cable Resistance/Travel Check . . . . . . 139

FRA US-T Sep 2002

Page iv
B737-3 71-80 L3 E

TABLE OF FIGURES
Figure 70 VBV Feedback Cable Static Rig . . . . . . . . . . . . . . . . . . . . 141 Figure 105 Thrust Reverser Switches . . . . . . . . . . . . . . . . . . . . . . . . 211
Figure 71 VBV Feedback Cable Resistance/Travel Check . . . . . . 143 Figure 106 TR Feedback Cable Rigging . . . . . . . . . . . . . . . . . . . . . . 213
Figure 72 5TH - Start Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 107 Thrust Reverser Interlock . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 73 Engine External Accessories Cooling . . . . . . . . . . . . . . . 147 Figure 108 Thrust Reverser De-Activation . . . . . . . . . . . . . . . . . . . . 217
Figure 74 HPT Clearance Control Components . . . . . . . . . . . . . . . 149 Figure 109 Engine Indicating System . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 75 Inlet Cowl TAI Components . . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 110 Engine/Hydraulic Indicating Display . . . . . . . . . . . . . . . . 221
Figure 76 Inlet Cowl TAI Components . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 111 Primary Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 77 Inlet Cowl TAI Valve De-Activation . . . . . . . . . . . . . . . . . . 155 Figure 112 Primary Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 78 Inlet Cowl TAI System-Test . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 113 Primary Display Panel Block Diagram . . . . . . . . . . . . . . 227
Figure 79 Ignition System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 114 N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 80 Ignition System Components . . . . . . . . . . . . . . . . . . . . . . 161 Figure 115 N1 Indication System Schematic . . . . . . . . . . . . . . . . . . 231
Figure 81 Ignition Exciter and Ignition Lead . . . . . . . . . . . . . . . . . . . 163 Figure 116 N2 Speed Sensor (Control Alternator) . . . . . . . . . . . . . . 233
Figure 82 Spark Igniter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 117 N2 Indication System Schematic . . . . . . . . . . . . . . . . . . 235
Figure 83 Ignition Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 118 EGT Probes and Harness . . . . . . . . . . . . . . . . . . . . . . . . 237
Figure 84 Ignition System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 119 EGT Indication System Schematic . . . . . . . . . . . . . . . . . 239
Figure 85 Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 120 AVM System Components . . . . . . . . . . . . . . . . . . . . . . . 241
Figure 86 Starting System Components . . . . . . . . . . . . . . . . . . . . . . 173 Figure 121 AVM System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 243
Figure 87 Starting System Components . . . . . . . . . . . . . . . . . . . . . . 175 Figure 122 AVM System BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 88 Starting Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 Figure 123 Engine Indicating System . . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 89 Dry Motoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 124 Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Figure 90 Wet Motoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 125 N1 Indication System Schematic . . . . . . . . . . . . . . . . . . 251
Figure 91 Front Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 Figure 126 N2 Indication System Schematic . . . . . . . . . . . . . . . . . . 253
Figure 92 Rear Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 127 EGT Indication System Schematic . . . . . . . . . . . . . . . . 255
Figure 93 Engine Vents and Drains Allowable Leakage Rates . . . 187
Figure 94 Engine Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Figure 95 Thrust Reverser Cowling Opening . . . . . . . . . . . . . . . . . . 191
Figure 96 Thrust Reverser Assembly . . . . . . . . . . . . . . . . . . . . . . . . 193
Figure 97 TR System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
Figure 98 Thrust Reverser Indicating System . . . . . . . . . . . . . . . . . 197
Figure 99 Engine Accessory Unit Sixteen Lights . . . . . . . . . . . . . . . 199
Figure 100 T/R Control System Schematic . . . . . . . . . . . . . . . . . . . 201
Figure 101 T/R Sync - Lock Control System Schematic . . . . . . . . 203
Figure 102 Thrust Reverser Components . . . . . . . . . . . . . . . . . . . . . 205
Figure 103 Thrust Reverser Actuator . . . . . . . . . . . . . . . . . . . . . . . . 207
Figure 104 Thrust Reverser Lock Actuator Schematic . . . . . . . . . . 209

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Page v
ATA 72 ENGINE
 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

ATA 72 ENGINE
ENGINE CONSTRUCTION
The CFM56-3 is a high bypass, dual-rotor, axial flow turbofan engine. The two Thrust Rating
rotors are mechanically independent of each other. The CFM 56-3 is a flat-rated engine. The rated thrust can be obtained for a
The N1 rotor system consists of: limited time (takeoff max. 5 min) up to an ambient temperature of 30_C.
S a integrated fan and 3 stage booster (low pressure compressor - LPC) is At ambient temperatures above 30_C the thrust has to be reduced, otherwise
driven by a 4 stage low pressure turbine (LPT). EGT-limit will be exceeded.
The N2 rotor system consists of: Engine Bearings
S a single-stage high pressure turbine (HPT) drives the 9 stage high pressure The rotors are supported by five bearings mounted in two engine sumps for
compressor (HPC). lubrication system simplicity.
Air entering the engine is divided into a primary (inner) airstream and a second- S Forward oil sump
ary (outer) airstream. After the primary airstream has been compressed by the
includes bearing #1, #2 and #3
LPC and HPC, combustion of fuel in the annular combustion chamber in-
creases the HPC discharge air velocity to drive the high and low pressure tur- S Aft oil sump
bines. includes bearing #4 and #5.
An accessory drive system of the N2 rotor drives engine and airplane acces-
sory components.
Specifications and Characteristics of the CFM56-3 Family

Engine Models CFM56-3B1 CFM56-3B-2 CFM56-3C-1

Takeoff Thrust (lbs) 18 500 - 20 000 20 000 - 22 000 18 500 - 23 500
Bypass ratio 5.1 - 5 5 - 4.9 5.1 - 4.8
Air flow (lbs/sec) 638 - 655 655 - 683 638 - 710
Length (inch/mm) 93 / 2366 93 / 2366 93 / 2366
For Training Purposes Only

Fan diameter (inch/mm) 60 / 1524 60 / 1524 60 / 1524

Basic dry weight (lbs) 4 276 4 301 4 301
Certification Redlines
EGT (_ C) 930 930 930
N1 (RPM) 5 490 5 490 5 490
N2 (RPM) 15 183 15 183 15 183
Applications B737-300/500 B737-300/400 B737-300/400/500

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 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00
For Training Purposes Only

Figure 1 Engine Cross-section

FRA US/E di 12.02.98 Page: 3
 Lufthansa Technical Training
POWER PLANT B737-300/400/500
GENERAL
71-00

ENGINE GROUND SAFETY PRECAUTION

The operation of jet power plants is dangerous. There is a very strong suction Use a blast fence to deflect the thrust if the engines are operated without suffi-
at the front of the engine that can pull persons and unwanted materials into the cient space to decrease the fan and turbine exhaust thrust to zero.
air inlet. High temperature exhaust can be found 300 feet from the exhaust nozzle with
S Very hot, high speed gases go rearward from the turbine exhaust nozzle. the correct wind conditions.
S The fan exhaust at high thrust has very high speed. The exhaust temperature near the engine is sufficient to melt bituminous (as-
S When the thrust reverser is extended, the fan exhaust goes forward while phalt) pavement.
the turbine exhaust is goes rearward. Concrete pavement is recommended.
When an engine is started, fuel that has collected in the turbine exhaust sleeve
Air Inlet
can ignite.
Figure shows the hazard areas near the air inlet with dangerous air conditions.
S Long flames are blown out of the exhaust nozzle.
Inlet hazard areas are shown on the left and right fan cowl panels with stripes
S All flammable materials must be kept clear of the exhaust nozzle.
and placards.
WARNING: ALL PERSONS MUST STAY OUT OF THE DANGEROUS
Persons positioned near the power plant during power plant operation must be
AREAS THAT ARE AFT OF THE POWER PLANT. DURING THE
aware of the hazard areas aft of the inlet cowl lip.
ENGINE OPERATION, THERE ARE HOT GASES AND HIGH
S This hazard area extends completely around the outer diameter and to the SPEED AIR WHICH CAN CAUSE INJURY TO PERSONS AND DA-
forward end of the power plant. MAGE TO EQUIPMENT.
S At idle power, the hazard areas start four feet aft of the inlet cowl lip.
S At above idle power, the hazard areas start five feet aft of the inlet cowl lip.
S If the surface wind is more than 25 knots, increase the distance of the haz- Ear protection.
ard area by 20%. WARNING: USE EAR PROTECTION WHEN THE ENGINE OPERATES.
S If the ramp surfaces are wet or frozen, make the ramp clean to prevent in- THE ENGINES MAKE SUFFICIENT NOISE TO CAUSE DAMAGE
jury to persons. TO YOUR EARS.
S You can temporarily cause your ears to become less sensitive to sound, if
Air Exhaust
you listen to loud engine noise.
When the engine operates, a large quantity of exhaust comes from the aft end
S You can become permanently deaf if you listen to the engine noise for a
For Training Purposes Only

of the engine.The exhaust is hot and moves at high speed.

long time.
There are contamination and bad gases which were pulled into the engine by
S Noise can affect the ear mechanism and cause unsteadiness or an inability
suction.
to walk or stand without reeling.
There are gases from the fuel that has burned or fuel which has not burned.
When you are near an operating engine, always use ear protection to decrease
At high power, the fan and turbine exhaust can blow loose dirt, stones, sand the quantity of sound energy which reaches your ears.
and other unwanted materials a distance of 300 feet.
NOTE: The use of cup-type ear protection is recommended.
The airplane must be parked at an area where injury to persons or damage to
equipment or other airplanes can be prevented.

FRA US/E di 07.01.99 Page: 4

 Lufthansa Technical Training
POWER PLANT B737-300/400/500
GENERAL
71-00

HAZARD AREA PLACARDS

WARNING:
STAND CLEAR OF
HAZARD AREAS WHILE
13 FT
ENGINE IS RUNNING

TO = 50 METER
IDLE = 20 METER

TO = 10 METER

579 METER=TO
RED WARNING STRIPE
30.5 METER=IDLE

RIGHT ENGINE

ENGINE NOISE HAZARD AREA

ÉÉ
For Training Purposes Only

ÇÇ
WARNING: EAR PROTECTION REQUIRED WITHIN THIS AREA

LEFT ENGINE
ÇÇ WARNING: PRLONGED EXPOSURE WITHIN THIS AREA OF MORE
THAN SIX MINUTES, EVEN WITH EAR PROTECTION,
CAN CAUSE EAR DAMAGE
R = 4 METER TO
R = 2.7 METER IDLE

1.5 METER =TO INLET COWL LIP

1.2 METER = IDLE
149324

Figure 2 Engine Inlet and Exhaust Hazard Areas

FRA US/E di 07.01.99 Page: 5
 Lufthansa Technical Training
POWER PLANT B737-300/400/500
GENERAL
71-00

ENGINE STARTING AND OPERATING LIMITATIONS.

TAKEOFF Leakage Limits
This is the maximum thrust that can be used and not overboost the engine. The permitted leakage from the engine vents and drains during static and ope-
This thrust can be used for a maximum of 5 minutes. This thrust is to be used rating conditions, with the corrective action, is given in the Engine Vents and
only for takeoff. Drains - Inspection/Check (Ref 71-71-00/601).

MAXIMUM CONTINUOUS Ignition Ground Use Limits

This is the maximum thrust that can be used continuously. The ignition must remain off during all maintenance engine runs, after the en-
This thrust is only intended for emergency use at the discretion of the captain. gine is started, to minimize the possibility of overtemperature if there is a com-
pressor stall.
MAXIMUM CLIMB
This is the maximum thrust permitted for normal climb operation. Vibration Guidelines
The maximum engine vibration guideline is 4.0 units on the engine VIBRATION
MAXIMUM CRUISE indicator. If the vibration levels are 4.0 units or more, you must find the cause
This is the maximum thrust permitted for normal cruise operation. for this condition and do a corrective action High Vibration Indication Trouble
Shooting (Ref 71-00-47/101).
IDLE
This is not a specific thrust, but a thrust lever position. The minimum thrust ap- Oil Consumption Limits
plicable for operation on the ground (low idle) or in flight (high idle) is controlled Oil consumption must not be more than a maximum of 0.4 U.S. gallons/hour
by the reset idle solenoid on the main engine control. (1.5 liters/hour).
Overspeed Limits Thrust Reverser Limits
S N1 is more than 106% (5,486 rpm) and less than 109% (5,641 rpm), or To prevent the overheating of thrust reverser components, thrust reverser ope-
S N2 is more than 105% (15,183 rpm) and less than 106% (15,335 rpm). ration during engine operation must be within these limits: Maximum N1 in re-
After shutdown, you must do an overspeed inspection verse (static) - 40%. There is no time limit, if the 40% N1 rpm is not exceeded.
The engine must be shutdown as soon as possible and removed for these red- Inlet Cowl Thermal Anti-Ice (TAI) System Limitations
line conditions:
Operation of the inlet cowl TAI system above 18_ C is not permitted, except as
S N1 is more than 109% (5,641 rpm), or required during engine run checks. Limit inlet cowl TAI operation to 30 seconds
For Training Purposes Only

N2 is more than 106% (15,335 rpm). maximum.

Overtemperature Limits
If the EGT is more than the limits, this is an overtemperature condition. During
engine operation, overtemperature conditions can be anticipated by a fast in-
crease in fuel flow, high rpm and/or temperature that are more than the limits.
When an overtemperature condition is anticipated or has occurred, the engine
should be cooled and shut down using normal shutdown procedures. You must
avoid emergency shutdown unless it is obvious that continued operation will
result in additional engine damage.

FRA US/T gz 4.3.96 Page: 6

 Lufthansa Technical Training
POWER PLANT B737-300/400/500
GENERAL
71-00

OPERATING LIMITS
OPERATING CONDITION
*[1] TIME LIMIT EXHAUST GAS TEMP OIL PRESSURE OIL SCAVENGE
(MINUTES) (EGT) C *[7] PSI *[4] TEMP C *[5]

STARTING 2 *[2] 725 *[3] INDICATION 160

LOW IDLE *[6] CONTINUOUS - 13 MINIMUM 160

HIGH IDLE *[6] CONTINUOUS - 13 MINIMUM 160

MAXIMUM CRUISE CONTINUOUS 895 27-75 160

MAXIMUM CLIMB CONTINUOUS 895 27-75 160

MAXIMUM CONTINUOUS CONTINUOUS 895 27-75 160

TAKEOFF 5 *[8] 930 27-87 160

*[1] ROTOR MAXIMUM ALLOWABLE OPERATING SPEED:

N1 - 106% (5486 RPM)
N2 - 105% (15,183 RPM)
*[2] AN ENGINE SHOULD NOT BE PERMITTED TO TAKE LONGER THAN 120 SECONDS TO ACCELERATE FROM START
LEVER ADVANCEMENT (FUEL ON) TO LOW IDLE.

*[3] DO NOT ALLOW STARTING EGT TO EXCEED 725 C. TERMINATE START ATTEMPT IF 725 C IS EXCEEDED,
AND REFER TO 72-00-00 I/C FOR ENGINE OVERTEMPERATURE INSPECTION REQUIREMENTS.

*[4] OIL PRESSURE CAN VARY BETWEEN 13-35 PSI

___
AT LOW IDLE AND 27-87 PSI AT TAKEOFF N1. OIL
PRESSURE
__________________________
IS NOT ADJUSTABLE. OIL PRESSURES BELOW 13 PSI ARE UNSAFE AND REQUIRE ENGINE
SHUTDOWN. REFER TO FIG. 205.
For Training Purposes Only

*[5] SCAVENGE OIL TEMPERATURE LIMIT IS 160 C. TRANSIENT SCAVENGE OIL TEMPERATURES ABOVE 160 C
ARE LIMITED TO 165 C MAXIMUM FOR UP TO 15 MINUTES. OPERATION ABOVE 165 C IS NOT PERMITTED.

*[6] LOW AND HIGH IDLE N2 RPM UNDER NO AIRBLEED OR GENERATOR LOADS AS SHOWN IN TRIM TABLES
(REF 71-00-01 MP).

*[7] THE DURATION AND MAGNITUDE OF ALL ENGINE OVERTEMPERATURE CONDITIONS MUST BE RECORDED. IF
EGT LIMITS ARE EXCEEDED, REFER TO 72-00-00 I/C FOR ENGINE OVERTEMPERATURE INSPECTION
REQUIREMENTS.

*[8] IF TAKEOFF POWER IS MAINTAINED FOR MORE THAN 5 MINUTES, RECORD TOTAL OPERATING TIME AT
TAKEOFF POWER AND REFER TO APPROPRIATE INSPECTION REQUIREMENTS IN 72-00-00 I/C, INSPECTION
165672
FOLLOWING ENGINE OPERATION BEYOND LIMITS.
Figure 3 Engine Starting and Operation Limitations .
FRA US/T gz 4.3.96 Page: 7
 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

ENGINE FLANGES, CASES AND FRAMES

Engine flanges
The external flanges of the engine have been assigned letter designations
(from A to U in sequence from FWD to AFT, the letter I, O and Q are not used).
The letter designations are used for flange identification wherever it is neces-
CFM INTERNATIONAL
sary to be explicit about the flange location.
TURBOREACTEUR CFM56 TURBOFAN
Engine cases N° C.T. DGAC M9 FAA TC N°
The cases are situated: DGAC AGREMENT FAA
DE PRODUCTION N° PO3 PRODUCTION C N°
S FAN INLET CASE between flange A and J
N° D’ORDRE 721 467 SERIAL N°
S HPC FRONT STATOR CASE between flange L and P
RATED TO MODEL CONFIGURATION IDENTIFIED BELOW
S COMBUSTION CASE between flange P and S SERV BUL
POUSSEE POUSSEE TAKE OFF MAX CONT N1
S LPT CASE between flange S and T CONFIG DECOL. MAX CONT THRUST THRUST TRIM
(daN) (daN) (lb) (lb)

Engine frames -3C-1 104860 9712 23515 21833 72-804

The two main load carrying cases are called frames. The load from the rotor-
systems and from the other cases are transfered to the frames. The frame
transfers the load to the engine mounts.
S Flange J to K FAN FRAME
The fan frame, provides the front handling mounts and is the main forward
support for mounting the engine to the strut.
S Flange T to U TURBINE FRAME
The turbine frame, is the major structural assembly at the rear of the en- INSP. MFD BY
gine. It supports the LPT rotor rear section and provides mounts for attach- CONTR. FAB PAR GE DATE 07.11.98
ing the rear of the engine to the airplane strut and for ground handling. COMPLY

Engine name plate

For Training Purposes Only

Contains the following engine data: ENGINE NAME PLATE

S ENGINE TYP CFM 56-3C-1
S COMPLY DATE 11.98
S ENGINE SERIAL NO. 721 467
S RATING T.O. THRUST (LB) 23515
S MANUFACTURED BY GE

FRA US/E di 25.04.00 Page: 8

 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

TURBINE FRAME FAN FRAME

K J H G F E D C B A

U T S R

P N M L

ENGINE
NAME PLATE
For Training Purposes Only

165661
Figure 4 Engine Station
FRA US/E di 25.04.00 Page: 9
 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

FAN, BOOSTER AND HPC ASSEMBLY

Fan and booster module.
The fan and booster module, consists of a single-stage fan rotor and a
3-stage axial booster, cantilever-mounted at the rear of the fan disk.
The module is comprised of the following major parts:
S spinner front and rear cone
S fan disk and fan blades
S booster spool and booster rotor blades
S booster stator vanes.

Fan frame
12 Struts connecting the center hub with the mid box structure.
8 Struts connects the mid box structure with the outer case.
All struts are hollow and some house tubbings.
S Strut No. 4 = vent line from oil tank to FWD oil sump
= cable from compressor vibration pick up to connector.
S Strut No. 5 = N1 speed sensor
S Strut No. 7 = FWD oil sump scavenge line
S Strut No. 9 = FWD seal drain tube
S Strut No.10 = oil supply to FWD oil sump and transfer gearbox radial drive
shaft.
= radial drive shaft .

High Pressure Compressor (HPC)

The high pressure compressor is a 9-stage, high-speed, axial flow compressor
with Inlet Guide Vanes (IGV).
For Training Purposes Only

The IGV’s and the 1st-thru 3rd-stage vanes are variable, the 4th-and 5th-
stage vanes are fixed. Actuation of the variable vanes is accomplished with
hydraulically actuated bellcrank assemblies mounted on the front compressor
stator at the 1:30 and 7:30 o’clock positions.
5.th and 9.th stage air are used for the pneumatic system and engine cooling.

FRA US/T gz 4.3.96 Page: 10

 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

FAN FRAME
STRUT
MID BOX STRUCTURE
OUTER CASE

SECONDARY 1
12 STRUTS
AIRFLOW 2

VIBRATION
SENSOR
OIL SUPPLY AND 10 4 CABLE
RADIAL DRIVE SHAFT

CENTER HUB 9 5 PRIMARY

FAN OUTLET
GUIDE VANES AIRFLOW
7
BOOSTER STATOR VANES
FWD SEAL N1 SPEED
DRAIN SENSOR
FAN BLADES SPLITTER
FAIRING
FWD OIL SUMP SCAVENGE
FAN FRAME AND STRUTS

1 2 3 4

IGV
1 2 3 4 5 6 7 8 9

BOOSTER ROTOR BLADES

For Training Purposes Only

9TH STAGE
BOOSTER SPOOL
STATOR VANE

FAN DISK
BOOSTER HP COMPRESSOR

104002/ 769859/ 117133

Figure 5 Booster and HPC Schematic

FRA US/T gz 4.3.96 Page: 11
 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

COMBUSTION CHAMBER AND HIGH PRESS. TURB.

Combustion chamber
The combustion case incorporates compressor outlet guide vanes (OGV’s) and
a diffuser for the reduction of combustion chamber sensitivity to compressor
air velocity profile.
The combustion chamber is a short, annular, fabricated structure. The design
of the chamber, along with the low pressure fuel injectors and high intensity air,
produces a more complete fuel-air mixture to provide a uniform combustion
pattern and low thermal stresses. The combustion chamber, contained in the
combustion case, consists of outer and inner cowls, 20 fuel nozzles, dome, and
outer and inner liners.
Twenty primary swirl nozzles and 20 secondary swirl nozzles with venturies
and sleeves are used to provide flame stabilization and mixing of air and fuel.
It incorporates 2 ports (4:00 und 8:00 clock position) for the spark ignitiers.

High Pressure Turbine (HPT)

The HPT nozzle, is a single-stage, air-cooled assembly that mounts in the
combustion case and directs the gas flow from the combustion chamber onto
the blades of the HPT rotor at the optimal angle. The nozzle are internally
cooled by secondary combustion air entering the vane compartments through
inserts in the inner and outer ends of vanes and exiting through the vane lead-
ing and trailing edges.
The HPT rotor, is a single-stage, air-cooled turbine. The HPT rotor drives the
HPC rotor and is directly connected to it by a bolted flange to form what is es-
sentially a single core rotor.
The blades are internally cooled by a mixture of secondary combustion air and
compressor discharge air that enters through the blade dovetail and exits
For Training Purposes Only

through holes in the front sides and trailing edges.

The shroud/nozzle support has a thermal response matched to the rotor to pro-
vide tip clearance control and structural stability. An air cavity between the
shroud/nozzle support and the combustion case directs mixed 5th-and/or 9th-
stage high pressure compressor bleed air onto the support and the outer sur-
face (backside) of the shrouds. This cooling air maintains closer clearances
between the shrouds and the rotor blades. For more detailed information on the
HPT clearance control system, refer to 75-24-00.

FRA US/T gz 4.3.96 Page: 12

 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

FUEL
MANIFOLD

FUEL NOZZLE

HPT HPT 1ST-STAGE

NOZZLE ROTOR LPT NOZZLE
GUIDE BLADE GUIDE
VANE VANE

HPT SHROUD
COMBUSTOR
For Training Purposes Only

SWIRL CUP

117134

9TH STAGE
STATOR VANE

Figure 6 Combustion Chamber and HPT

FRA US/T gz 4.3.96 Page: 13
 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

LPT AND FRAME DESCRIPTION

Low Pressure Turbine
The low pressure turbine, consists of the LPT case (which contains the LPT
stator) mounted between the combustion casing and the turbine frame and the
4-stage, axial type LPT rotor, supported by the LPT shaft.
The 1st-stage LPT nozzles direct the core engine exhaust gas onto the 1st-
stage LPT blades. An air cavity between the 1st-stage nozzle support and the
combustion case directs 5th-stage high pressure compressor (HPC) bleed air
through the nozzle vanes for cooling. After passing through the vanes, the air
pressurizes and cools the cavity between the aft side of the HPT rotor and the
forward side of the LPT rotor.
The LPT case is cooled by fan air, to minimize the gap between rotor blades
and stator.

Turbine Frame
The turbine frame, is the major structural assembly at the rear of the engine.
The frame, a fabricated structural weldment, consists of a central hub and a
polygonal outer casing, connected through slanted struts. The struts support a
midstream fairing on the forward side and the exhaust plug on the aft side.
The turbine frame consist of:
S Inner hub
contains the bearing #4 and #5.
S Outer casing
It provides mounts for attaching the rear of the engine to the airplane strut.
S Struts
Twelve struts are arranged in a slanted position relative to the hub to pro-
For Training Purposes Only

vide the turbine frame with correct bending stiffness. These struts are hol-
low and provide passage for the following:
- Aft sump oil scavenge tube (No.5 strut)
- No.4 and 5 bearings oil supply tube
- No.6 strut.)
- Aft sump overboard seal drain tube
- No.7 strut)

FRA US/T gz 4.3.96 Page: 14

 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

ENGINE MOUNTING POINTS

OUTER CASING
LPT FRAME
1
STRUT
2
TURBINE FRAME
12
COOLING
AIR TUBE 3
11
INNER HUB

4 4
10
3 FLAME ARRESTOR
2
9
1
5
OIL SCAVENGE TUBE
8 FROM AFT SUMP
7 6
For Training Purposes Only

103971
OIL SUPPLY TUBE
TO BEARING NO.4 AND 5
SEAL DRAIN TUBE
TO OVERBOARD
LPT ROTOR BLADES

610362

Figure 7 LPT and Frame

FRA US/T gz 4.3.96 Page: 15
 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

ROTOR BEARINGS DESCRIPTION

The rotors are supported by five bearings mounted in two engine sumps for
lubrication system simplicity.
S Three bearings are in the FWD sump. Bearing #1, #2 and #3.
S Two bearings are in the AFT sump. Bearing #4 and #5.

N1 rotorsystem
The N1 rotorsystem is supported by bearing #1, #2 and #5.
S The No. 1 ball bearing is a thrust bearing which carries the axial loads gene-
rated by the low pressure rotor system to the frame.
S The No. 2 roller bearing takes the radial loads from the fan and booster ro-
tor.
S The No. 5 roller bearing takes the radial loads from the turbine rotor to the
Turbine Frame.
N2 rotorsystem
The N2 rotorsystem is supported by bearing #3 and #4.
S The No. 3 ball bearing is a thrust bearing which carries the axial loads gene-
rated by the high pressure rotor system to the frame.
S The No.4 bearing, which takes the high pressure turbine rotor radial loads,
is a roller bearing installed between the HPT rear shaft and the LPT shaft.
For Training Purposes Only

FRA US/T gz 4.3.96 Page: 16

 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

N1 BEARING NO. 1 2 5
N2 BEARING NO. 3 4
For Training Purposes Only

FWD OIL SUMP AFT OIL SUMP

FAN FRAME TURBINE FRAME

Figure 8 Rotor Bearings

FRA US/T gz 4.3.96 Page: 17
 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

AERODYNAMIC STATIONS
Flowpath aerodynamic stations have been established to facilitate engine per- Engine stations
formance assessment and monitoring. The manufacturer uses numerical sta- S Station 0 AMBIENT
tion designations. The station numbers are used as subscripts when designat-
S Station 10 ENGINE INLET
ing different temperatures and pressures, throughout the engine.
As the CFM56-3 is a high bypass engine, it’s airflow path features a primary Secondary airflow
and a secondary airflow; therefore manufacturer differentiates between: S Station 12 SECONDARY FLOW INLET
S PRIMARY STATIONS and S Station 1B STAGE 1 FAN DISCHARGE
S SECONDARY STATIONS. S Station 13 FAN OGV DISCHARGE
Primary airflow passes through fan, booster, core engine, HP and LP turbine S Station 15 FAN FRAME DISCHARGE
and core exhaust nozzle. Secondary airflow passes through the fan outer por-
tion and exits through the fan discharge duct. Primary airflow
S Station 20 PRIMARY FLOW INLET
Example A:
S Station 23 LP COMPRESSOR DISCHARGE
S Ps 30
S Station 25 HP COMPRESSOR INLET
P = pressure
S Station 30 HP COMPRESSOR DISCHARGE
s = static
S Station 40 COMBUSTOR DISCHARGE
30 = primary station 30 HP Compressor Discharge Pressure (CDP)
S Station 41 HP TURBINE INLET
Example B: S Station 48 LP TURBINE INLET
S T 12 S Station 49.5 STAGE 2 LP TURBINE INLET
T = temperature S Station 50 LP TURBINE DISCHARGE
12 = secondary station 12 Engine Temperature at secondary flow inlet.
The most prominent temperatures and pressures used on CFM56-3 engines
are:
S T 12 = Fan inlet temperature used for PMC.
For Training Purposes Only

S PS 12 = Fan inlet pressure used for MEC and PMC.

S T 20 = Fan inlet temperature used for MEC.
S T 25 = High Pressure Compressor Inlet Temperature (CIT) used for
MEC.
S T 49.5 = Exhaust Gas Temperatur (EGT) used for cockpit indication.

FRA US/T gz 4.3.96 Page: 18

 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

0 10 20 23 25 30 40 48 50

41 49.5

PRIMARY
AIRFLOW
For Training Purposes Only

SECONDARY
AIRFLOW

1oo4004
12 1B 13 15

Figure 9 Engine Stations

FRA US/T gz 4.3.96 Page: 19
 Lufthansa Technical Training
ENGINE 737-300/400/500
FAN AND BOOSTER
72-30

72-30 FAN AND BOOSTER

DESCRIPTION Fan blade pair removal/installation
S Remove the spinner front and rear cones.
General S Turn the fan blade with your hand until the blade is in the 12 o‘clock posi-
There are 38 fan blades that are made with a titanium alloy. The fan blade tion.
length is approximately 14.5 inches (368 mm) long. Each blade has a dovetail S Mark the fan blade.
base that engages into the matching disk slot. The interlocking mid-span
S Move the spacer forward until you can release the retainer.
shrouds provide increased blade assembly stiffness and dampen vibration.
S Lift the blade retainer out of the fan disk.
Spinner Front Cone Installation S Lower the blade to the disk center to disengage the mid-span shroud.
The front cone is made of Kinel 5504, a light composite material, which will vi- S Move the blade forward and out of the dovetail slot to remove the blade.
brate to dislodge any ice buildup on the cone. Its aft flange is sized for an inter-
ference fit with the rear cone, onto which it is bolted. S Remove the opposite fan blade.
S When you install the fan blades, put the heavier spare blade in the location
Spinner Rear Cone Installation of the heavier original blade.
The aft flange of the Spinner Rear Cone is secured to the fan disk and is part
of the fan blade retention arrangement. The outer rim of the flange is provided Fan Blade Configurations
with 38 threaded inserts to accommodate the fan trim balance bolts. Two different fan blade configurations are existing for CFM 56 - 3 engines.
1. The first configuration consists of 25_ midspan shroud angle fan blades for
Fan blade CFM 56-3B1 and B-2 engine. A damper has been added under the blade
A dovetail joint radially locks the fan blades into a rotor disk. Each fan blade platform for the B2 model (with CFMI SB 72-494).
has tabs called a mid-span shroud. Blade retainers are used to limit axial 2. The second configuration consists of 37_ midspan shroud angle fan blades
movement of the blade. Once the blade has been located in the disk slot and without damper for the CFM-3C-1 and some B2 engines. This configuration
abuts on the booster spool front flange, the blade retainer is pushed upwards improves the vibration behavior of the fan blades in a way that renders
into the lock recess machined in the disk rim. This prevents the blade from dampers and axial stops unnecessary.
moving forward. Spacers are used to limit radial movement of both the blade
and its retainer. The spacer is inserted in the gap left between the blade base WARNING: Do not install fan blades with 25_ and 37_ midspan shroud on the
and the bottom of the disk slot. This positions the blade outwards and also pre- same engine otherweise engine failure may occur. Fan blades
with 37_ midspan shroud have the letter ”N” on the platform.
For Training Purposes Only

vents the blade retainer from dropping down. Axial immobilization of the
spacers is achieved when the spinner rear cone is installed. Moment weight Marking and Classification Markings
The moment weight (gram-inches), is the weight of the fan blade multiplied by
the distance ”center of gravity to centre of rotation”.The moment weight is en-
graved on the lower side of the fan blade root (e.g. 33 950 gram-in-
ches).Weight and center of gravity of fan blades is different due to manufactur-
ing tolerances; therefore the fan blades are allocated to 100 classes, with 50
gram-inches difference each.

FRA US/E di 07.01.99 Page: 20

 Lufthansa Technical Training
ENGINE 737-300/400/500
FAN AND BOOSTER
72-30

3 2 FAN BLADE NO. 1 FAN BLADE

4 1
38
37
MID SPAN GAP
SHROUD

ELLIPTICAL
REAR SPINNER

REAR FLANGE OF THE BALANCE

SPACER
ELLIPTICAL REAR SPINNER WEIGHT

DIMPLE BALANCE WEIGHT (38) FAN DISK

MARKS

BLADE DAMPER DAMPER RETAINERS

(WITH CFMI SB 72-494) (WITH CFMI SB 72-494)
ELLIPTICAL
FRONT SPINNER

FRONT FLANGE OF THE

ELLIPTICAL REAR SPINNER 4
For Training Purposes Only

FAN
BLADE

CLASSIFICATION 3 1
MARKING
N FAN DISK
33951-34000 gram-inch = Cl. 1 2
2
33901-33950 gram-inch = Cl. 2 DIMPLE
.............to MOMENTWEIGHT MARK
SPACER
29001-29050 gram-inch = Cl. 100 MARKING
128247 BLADE RETAINER 769864

Figure 10 Spinner and Fan Blade Installation

FRA US/E di 07.01.99 Page: 21
 Lufthansa Technical Training
ENGINE
ee B737-300/400/500
FAN AND BOOSTER
72-31

FAN ROTOR BLADE BLEND LIMITS

Damage to the fan blades is allowed to be reworked in certain areas.
When reworking observe the following:
S Rework according to given limits.
S In certain areas no reworking is allowed.
S After reworking a spot-flurescent penetrate inspection is required.
S Removing a larger amount of material influences the moment weight of the
blade and may produce an unbalance of the fan.
For Training Purposes Only

FRA US/T gz 5.3.96 Page: 22

 Lufthansa Technical Training
ENGINE
ee B737-300/400/500
FAN AND BOOSTER
72-31

LEADING 1.0 INCH

EDGE (25.4 mm)

R = 0.67 Inch
AREA D ( 17 mm)

TRAILING
EDGE
AREA C

HARDCOAT
SURFACE

0.34 INCH
LENGTH (8.6 mm)
AREA B
CHORD WIDTH

DISTORTION
(DISPLACEMENT FROM LE)
For Training Purposes Only

PLATFORM

0.12 INCH
(3.0 mm)

BLEND REPAIR LIMITS N 32

AREA A 149058

CRITICAL AREAS ROOT AREA

Figure 11 Fan Rotor Blade Blend Limits

FRA US/T gz 5.3.96 Page: 23
 Lufthansa Technical Training
ENGINEee B737-300/400/500
FAN AND BOOSTER
72-31

FAN TRIM BALANCING

Purpose
Trim balance is required when No. 1 bearing (FAN) or low pressure turbine
(LPT) vibration level , recorded during operation in service, is equal to or more
than 8 mils double amplitude (D.A.) and after fan blade replacement when a
static imbalance correction of 400 g-cm (158 gram-inches) or more has been
required.
Its purpose is to balance the fan rotor and returne No. 1 bearing and turbine
rear frame vibration levels to within 2 units AVM or less during the ground
operations for all engine operating speeds.
2 units AVM is the same as 3.5 mils D.A. FAN and 4.0 mils D.A. LPT which is
measured at the turbine rear frame.

General
The trim balance is performed by mounting balance screws of different length
radially in the spinner rear cone, regardless of the location of the prevailing im-
balance (at front or rear of the engine).
For fan trim balance seven balance screws of different length are available.
The following trim balance procedures are described in the maintenance
manual (Chapter 72).
S Analyzer procedure and
S Three-shot plot procedure
For Training Purposes Only

FRA US/E di 07.01.99 Page: 24

 Lufthansa Technical Training
ENGINE
ee B737-300/400/500
FAN AND BOOSTER
72-31

PO6
MACHINED MARK-INDEX FOR
NO. 1 FAN BLADE PO5
PO# PO# PO#
PO# PO# PO4
PO# PO#
PO# PO3
PO# 2 1 38
3 37
PO# 4 36 PO# PO2
5 35
PO# 6 34 PO#
PO1
PO# 7 33 PO#
8 32 PO7
PO# PO#
9 31
PO# 10 30 PO#

PO# 11 29 PO#
12 ENGINE ROTATION 28
PO# PO#
13 27 PO7 = INITIAL BALANCE SCREWS
PO# PO#
14 26
PO# 15 25 PO#
16 24
17 23 PO# BALANCE SCREW
PO# 18 19 22
PO# 20 21 PO# PO# MARKED ON TOTAL LENGTH WEIGHT M.W.*
PO# PO# SOCKET HEAD
PO# IN. MM GRAMS GR-CM
PO# PO#
PO# PO# PO#
PO7 0.8 20.3 6.6 0.0
C.W. C.C.W. PO1 1.3 33.0
THREADS 10.0 79
(CLOCKWISE) (COUNTERCLOCKWISE) PO2 1.8 45.7 13.4 152
For Training Purposes Only

TOTAL
LENGTH PO3 2.3 58.4 16.8 224
(VIEW IN THE AFT DIRECTION) PO4 2.8 71.1 20.2 290
PO5 3.3 83.8 23.6 350
P06 3.8 96.5 27.4 408

* MOMENT WEIGHT RESULT (THE MOMENT WEIGHT OF

EACH SCREW MINUS THE MOMENT WEIGHT OF SCREW PO7)

149309
149325

Figure 12 Balance Screw Specification

FRA US/E di 07.01.99 Page: 25
 Lufthansa Technical Training
ENGINE
ee B737-300/400/500
FAN AND BOOSTER
72-31

FAN ACOUSTIC PANELS

To reduce noise acoustic panels are installed around the fan case.
They are divided into three groups:
S fan forward acoustic panel
S fan mid acoustic panel
S fan aft acoustic panel

Abradable Shroud
The abradable shroud reduces the clearance between fan blade and shroud to
increase the thrust.
Caused by imbalance of the fan the fan blades may contact the surface of the
abradable shroud. It is not unusual that small scratches are found in this area.
For Training Purposes Only

FRA US/T gz 5.3.96 Page: 26

 Lufthansa Technical Training
ENGINE
ee B737-300/400/500
FAN AND BOOSTER
72-31

FAN MID
ACOUSTIC
PANEL
ABRADABLE
SHROUD
FAN AFT
ACOUSTIC PANEL
FAN OUTLET
GUIDE VANES
INNER SHROUD

1ST-ST AGE
STATOR VANES

SPLITTER
FAIRING

FAN FORWARD
ACOUSTIC PANEL
For Training Purposes Only

149074

Figure 13 Fan Acoustic Panel

FRA US/T gz 5.3.96 Page: 27
 Lufthansa Technical Training
POWER PLANT B737-300/400/500
MOUNTS
71-20

71-21 ENGINE MOUNTS

General
The forward and aft engine mounts support the engine at three points. The for-
ward mount consists of two attach points on the fan frame, and two thrust links
that attach at the fan frame mid box structure and are secured at a point on the
strut. The aft mount consists of one attach point on the turbine frame.
Forward Engine Mount
S The forward engine mount provides suspension of the engine through two
cone bolts attached to fan case fittings bolted to pads on the fan frame. The
left and right cone bolts mate with vibration isolators located on each end of
a cross beam. The cross beam is bolted to fittings on the strut and is secu-
red to the cone bolts with tension nuts.
S Engine thrust is transmitted through two thrust links attached at the forward
ends to thrust link fittings bolted to the fan frame mid box structure at the 10
and 2 o’clock positions. The aft ends of the thrust links are attached to an
evener bar which in turn is connected through bushings and a shoulder bolt
to a thrust fitting attached to the underside of the strut.
A failsafe fitting is provided in the event of a thrust link failure.

Aft Engine Mount

The aft engine mount provides suspension of the engine through a single cone
bolt which is part of an isolator assembly located on the underside of the strut.
Two links connect a hanger fitting to lugs integral with the turbine frame. The
hanger fitting is secured to the cone bolt by a silver plated tension nut.
For Training Purposes Only

FRA US/T gz 5.3.96 Page: 28

 Lufthansa Technical Training
POWER PLANT B737-300/400/500
MOUNTS
71-20

NACELLE STRUT VIBRATION ISOLATOR NACELLE STRUT

ISOLATOR
CROSSBEAM ASSEMBLY

FAN CASE
FITTING

CONE BOLT CONE BOLT

HANGER
FITTING

FWD

FAN FRAME
TURBINE
FORWARD ENGINE MOUNT FRAME
THRUST LINK

WEDGE SURFACE AFT ENGINE MOUNT

(4 LOCATIONS)
FAN FRAME MID BOX
For Training Purposes Only

STRUCTUR
FAIL SAFE FITTING

FAN FRAME THRUST FITTING

FITTING
EVENER BAR

FAN FRAME FITTING THRUST LINK ASSEMBLY

Figure 14 Engine Mounts

FRA US/T gz 5.3.96 Page: 29
 Lufthansa Technical Training
ENGINE B737-300/400/500
ACCESSORY DRIVES
72-60

72-60 ACCESSORY DRIVES

ACCESSORY GEARBOX (AGB)
The accessory drive system consists of 2 maintenance modules, the transfer
gearbox and the accessory gearbox.
The transfer gearbox (TGB), provides power transmission between the inlet
gearbox (IGB) and the accessory gearbox (AGB) and includes the following
major parts:
S radial drive shaft,
S TGB,
S and horizontal drive shaft.

The radial drive shaft assembly is installed inside fan frame strut No. 10 and
consists of the radial drive shaft and the shaft mid-length bearing. The TGB is
mounted on the fan frame at the 9 o’clock position and consists of a housing
and a set of 2 bevel gears. The horizontal drive shaft assembly provides power
transmission between the TGB and AGB and consists of a housing, a bevel
gear and a horizontal drive shaft.

The accessory gearbox, is mounted on the fan case, between 6 and 9 o’clock
position. It houses a gear train that reduces and increases the rotational speed
to meet the specific drive requirements of each accessory. Most of the acces-
sories are installed on the gearbox pads through quick attach/detach (QAD)
provisions.
The AGB housing front face has mounting pads for the following accessories:
S N2 control alternator
S Starter
For Training Purposes Only

S VSCF or CSD and AC generator

S Hydraulic pump
The AGB housing rear face connects with the horizontal drive shaft housing,
and has mounting pads for the following accessories:
S Fuel pump and Main Engine Control
S Lubrication unit (1 supply pump and 3 scavenge pumps)

FRA US/E di 19.01.98 Page: 30

 Lufthansa Technical Training
ENGINE B737-300/400/500
ACCESSORY DRIVES
72-60

AGB

TRANSFER
GEARBOX (TGB)

N2 CONTROL
ALTERNATOR

HORIZONTAL
DRIVE SHAFT
COVER

DRIVE PAD
FOR THE FUEL
N2 ROTOR PUMP
STARTER
DRIVE PAD

ACCESSORY
GEARBOX (AGB)
For Training Purposes Only

VSCF
OR CSD PAD

HYDRAULIK
PUMP PAD
FWD FWD LUBRICATION UNIT
203532 181699

Figure 15 Accessory Drives

FRA US/E di 19.01.98 Page: 31
 Lufthansa Technical Training
ENGINE B737-300/400/500
ACCESSORY DRIVES
72-60

ACCESSORY DRIVE
Sealol seals or magnetic seals are used to seal the gear box drives.

Sealol seal
Consists of the following parts:
S A mating ring (glazed face) with four lugs engaging the four corresponding
slots in the gearshaft ball bearing.
S A cover, secured to the bearing housing with nuts, to ensure constant con-
tact between the glazed face and the static part of the seal.
O-RING
Magnetic seal
Consists of a nonmagnetic seal housing, a magnetic seal with a glazed face,
and a carbon seal held by a magnet on the rotating part. The force of the mag-
net maintains constant contact with the magnetic seal glazed seal face.

STATIC ACCESSORY DRIVE

ROTATING PART SHAFT
PART O-RING

NON MAGNETIC
SEAL HOUSING

MAGNETIC
SEAL

RING
For Training Purposes Only

GLAZED FACE ACCESSORY DRIVE

CARBON SEAL
(CONTACT FACE) SHAFT

MAGNETIC SEAL

FRA US/E di 07.01.99 Page: 32

 Lufthansa Technical Training
ENGINE B737-300/400/500
ACCESSORY DRIVES
72-60

DRIVE
SEAL
ACCESSORY
DRIVE SHAFT

GLAZED FACE
MATING RING
(ROTATING)

ÇÇÇÇ
OIL SUPPLY
ÇÇÇÇ
ÇÇÇÇ LUG (4)
ACCESSORY
ACCESSORY GEAR BOX
DRAIN

O-RING

ÇÇÇÇ
SPLINE
LUBRICATED
ÇÇÇÇ
CARBON SEAL
(CONTACT FACE)
O-RING
For Training Purposes Only

SEAL
HOUSING
O-RING

151614

Figure 16 Accessory Drive and Seal

FRA US/E di 07.01.99 Page: 33
 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

72-00 INSPECTION / CHECK

ENGINE BORESCOPE INSPECTION
The borescope provides a system for visually inspecting the various internal
parts of the engine.
Borescope locations are provided for inspection of the:
S Booster area port SO
S High pressure compressor. port SIGV, S1 to S9
S Combustion chamber. port S10 to S15
S High and low pressure turbine port S17 to S22
Inspection preparation requires removal of borescope plugs in certain areas
and rotation of the engine for checking individual blades. The leading edges of
the fan blades and the trailing edges of the last stage turbine blades can be
inspected without the use of the borescope.
CAUTION: MAKE SURE YOU INSTALL THE CORRECT BORESCOPE
PLUG IN THE CORRECT LOCATION. THE BORESCOPE
PLUG TO THE LPT STAGE 1 AND COMBUSTION CASE
HAVE THE SAME THREAD SIZE. THE STEM OF THE
BORESCOPE PLUG TO THE LPT STAGE 1 NOZZLE WILL
BE BURNED AWAY IF IT IS INSTALLED IN THE
BORESCOPE PORT TO THE COMBUSTION CASE.
For Training Purposes Only

FRA US/E di 07.01.99 Page: 34

 Lufthansa Technical Training
ENGINE B737-300/400/500
GENERAL
72-00

S13 S12

S15

S20

FAN
S18 OUTLET
S10
RIGHT GUIDE
SPARK VANES
IGNITER
PORT

S0
S11
LEFT SPARK
IGNITER PORT S2 to S9
S22 S21 S17 S14
LEFT SIDE

S1
ACCESS HOLE
For Training Purposes Only

TO SIGV
RIGHT SIDE

COMBUSTOR
BORESCOPE PLUG
(S12 to S15)

LPT STAGE 1 NOZZLE HPC BORESCOPE

BORESCOPE PLUG PLUG (S6 to S9)
(S17 to S18)

Figure 17 Borescope Port Location

FRA US/E di 07.01.99 Page: 35
 Lufthansa Technical Training
OIL B737-300/400/500
GENERAL
79-00

ATA 79 OIL
79-00 GENERAL
ENGINE OIL SYSTEM
General
The engine oil system is a self-contained, centervented and recirculating type through one of three magnetic chip detectors (MCD) in the lubrication unit
system. Each engine has an independant oil system to provide lubrication and and is pumped through the scavenge oil filter to the main oil/fuel heat ex-
cooling for the engine main bearings, radial driveshaft bearings and gears and changer. When the scavange oil filter becomes clogged, the flow will divert
bearings in the transfer gearbox (TGB) and accessory gearbox (AGB). through the bypass valve. The bypass valves start to open when the pres-
The oil system consist of: sure drop reaches 36.3-39.2 psi across the scavenge oil filter. The clogging
indicators pop up before a filter bypass condition. When the pressure drop
S oil storage system,
across the scavenge reaches 28-34 psi, the magnets are forced apart -
S oil distribution system and the indicator pops up, becoming visible in the glass inspection bowl. A bi-
S oil indicating system metal spring prevents actuation at low operating temperatures.
Before returning to the engine oil tank, oil passes through the servo fuel
Operation heater and enters the main oil/fuel heat exchanger perpendicular to the fuel
1. The oil tank provides storage of oil for continuous distribution by the supply flow. A drain is provided at the forward and aft bearing compartment for
system. The four positive displacement pumps are on a single shaft driven possible oil leaking past the stationary air/oil seal. The forward seal drain
by the AGB. Oil flows from the tank to the supply pump in the lubrication exits through the 8 o’clock fan frame strut. The aft seal drain exits through
unit on the AGB. The oil is pressurized and is pumped through the oil sup- the 6 o’clock turbine frame strut.
ply filter to the main bearings, radial driveshaft and gearboxes. The supply 3. The bearing sumps and gearboxes are interconnected to collect oil vapors
pump incorporates a pressure relief valve that diverts the oil flow to a sca- before air/oil separation and venting. The oil tank vent and the TGB/AGB
venge pump in the event of abnormal operating conditions. The pressure sump are connected to the forward sump. Vapors from the forward and
relief valve opens when the pressure downstream of the supply pump ex- aft sumps pass through rotating air/oil separators into the mainshaft cen-
ceeds 305 psi. When the supply filter becomes clogged, the flow will divert ter vent tube to be vented out the exhaust. The separated oil is returned
through the bypass valve. The bypass valves start to open when the pres- to the sumps.
sure drop reaches 17.4-20.3 psi across the oil supply filter. The clogging
For Training Purposes Only

indicators pop up before a filter bypass condition. When the pressure drop
across the supply filter reaches 11.6-14.5 psi, the magnets are forced apart The oil is cooled in the main oil/fuel heat exchanger. Fuel enters the cylindrical
- the indicator pops up, becoming visible in the glass inspection bowl. A core through the fuel inlet in the housing. It flows the length of the core through
bimetal spring prevents actuation at low operating temperatures. half the core tubes. The fuel flows around a baffle in the core access cover and
returns through the remaining core tubes. The oil circulates around the fuel
2. After distribution, oil is returned to the lubrication unit from three sumps.
tubes in the core, transfering heat to the fuel by convection and conduc-
The forward sump services the No. 1, No. 2 and No. 3 main bearings. The
tion. The cooled oil exists back through the servo fuel heater.
aft sump services the No. 4 and No. 5 main bearings. The gearbox sump
for the AGB also collects oil through an external tube from the TGB. The
lubrication unit contains a scavenge pump for each sump. The oil is drawn

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 Lufthansa Technical Training
OIL B737-300/400/500
GENERAL
79-00

ENGINE
CENTER
SHAFT

GEARBOX VENT OVERBOARD VENT

LOW PRESS. PRESSURE

SW. 15/12 PSI TRANSMITTER FORWARD AFT
ROTATING AIR/OIL
SEPARATOR SUMP SUMP
LP PT ROTATING AIR/OIL
TRANSFER
SEPARATOR
GEARBOX
FILTER BYPASS
SW. 26/22 PSID
BP OIL
TEMPERATURE
BULB
AGB OIL F
SUPPLY
CHECK OIL SERVO
BYPASS VALVE VALVE SCAVENGE FUEL HEATER
18 PSID AND FILTER
OIL
CLOGGING IND. F SUPPLY BYPASS VALVE 36 PSID
14 PSID FILTER CLOGGING IND. 25 PSID

OIL
SUPPLY
DRIVE PUMP OIL OIL/FUEL PRESS
SCAVENGE HEAT RELIEF
SHAFT PUMPS VALVE
EXCHANGER
130PSID
PRESSURE
RELIEF VALVE
305 PSID

ANTI
ACCESSORY LUBRICATION MAGNETIC CHIP SIPHON SWIRL
For Training Purposes Only

GEARBOX UNIT DETECTORS DEVISE

TANK UNIT

LEGEND
OIL SUPPLY SYSTEM
OIL SCAVENGE SYSTEM

VENT SYSTEM OIL TANK

MAGNETIC CHIP
DETECTOR T88624

Figure 18 Oil System Schematic

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 Lufthansa Technical Training
ENGINE INSTRUMENT B737-300/400/500

31-42

EIS SECONDARY DISPLAY

Engine Oil Indication
For the engine oil system the ElS Secondary Display provides displays of:
S OIL PRESS Parameter
The OIL PRESS signal is derived from an engine oil pressure transmitter.
The parameter value is displayed by an LED pointer moving on the dial.
The oil pressure is monitored and if equal to or greater than 13 psi, manual
BITE is inhibited.
The display panel sends the engine oil pressure output signal to the digital
flight data acquisition unit.
S Engine Oil Temperature
The oil temperature signal is from a resistive temperature bulb. The OIL
TEMP indicator displays the parameter value in _C by an LED pointer mov-
ing on a dial.
S Engine Oil Quantity
The engine oil quantity signal is from the engine-mounted oil quantity trans-
mitter. The signal is processed and displayed in terms of % FULL by
means of a numeric LED digital counter.
The OIL QTY indicator not only displays the engine oil quantity value, but
also displays the fault code if a BITE test fails when initiated from a re-
cessed BITE button.
S BITE/ Operational Test
An unmarked, recessed push switch is located in the bottom of the front
bezel. Operation of this switch will, when both engine oil pressure are below
13 psi, initiate a BITE sequence.
For Training Purposes Only

LOW OIL PRESSURE Light (amber)

ON indicates oil pressure <12 psi.
OFF indicates oil pressure >15 psi.
OIL FILTER BYPASS Light (amber)
ON indicates differencial pressure on oil scavange filter >26 psid.

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ENGINE INSTRUMENT B737-300/400/500

31-42

TAT - _C

PSI

OIL
PRESS

_C

OIL
TEMP
P2 - 1 CENTER INSTRUMENT PANEL
%FULL

OIL QTY

START VALVE START VALVE VIB

OPEN OPEN
A A
LOW OIL OIL FILTER LOW OIL OIL FILTER A HYD B
PRESSURE BYPASS PRESSURE BYPASS x1000
A A A A
A PSI
For Training Purposes Only

PRESS
LOW OIL PRESSURE %FULL
LIGHT
QTY
RF 88%
OIL FILTER BYPASS
LIGHT BITE
BUTTON
SECONDARY ENGINE/HYDR. DISPLAY
Figure 19 Sec. Display / Engine Oil Indication
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 Lufthansa Technical Training
OIL B737-300/400/500
GENERAL
79-00

ENGINE OIL INDICATION

LOW OIL PRESSURE Light (amber)
ON indicates oil pressure <12 psi.
OFF indicates oil pressure >15 psi.

OIL FILTER BYPASS Light (amber)

ON indicates oil scavange filter bypass (>26 psid).

Oil Pressure Indicator

Indicates engine oil pressure in psi.
The yellow band is only valid at takeoff thrust.
NOTE: Oil pressure is unregulated and is primarily a function of engine speed
and engine oil temperature.

Oil Temperature Indicator

Indicates engine oil temperature in_ C, measured after the oil scavenge filter.
A green band shows the normal range. There is a red index mark at 165_ C.

Oil Quantity Indicator

Indicates engine oil quantity in US gallons.

Oil Quatity Test Switch

PRESS oil quantity indicators move toward zero during test.
For Training Purposes Only

FRA US/T gz 19.6.96 Page: 40

 Lufthansa Technical Training
OIL B737-300/400/500
GENERAL
79-00

LOW OIL PRESSURE OIL FILTER BYPASS

LIGHT START VALVE START VALVE
LIGHT
OPEN OPEN A
A
LOW OIL OIL FILTER LOW OIL OIL FILTER
PRESSURE BYPASS PRESSURE BYPASS
A A A AA

60 OIL
80
60 OIL
80 OIL PRESSURE
PRESS PRESS INDICATOR
100 100
40 40
PSI 0 PSI 0
20 20

P2-1 CENTER INSTRUMENT PANEL

200 200
OIL TEMPERATURE
150 OIL 150 OIL
INDICATOR
C C
100 100
-50 -50
TEMP TEMP
50 50
0 0

OIL QUANTITY
TEST SWITCH
For Training Purposes Only

0 0 OIL QUANTITY
OIL OIL
QUANTITY QUANTITY
INDICATOR
4 4
1 1
GALLONS GALLONS
3 3
2 2

131874/131878/131884/131881

Figure 20 Engine Oil Indications

FRA US/T gz 19.6.96 Page: 41
 Lufthansa Technical Training
OIL B737-300/400/500
GENERAL
79-00

OIL SUMP PHILOSOPHY

Booster discharge air is used for pressurization and cooling of the oil sumps.
The pressurization is achieved by a set of labyrinth seals, consisting of an air
seal and an oil seal. The difference of pressure between oil chamber and air
chamber causes the air to enter the oil chamber via the oil seals and therefore
prevents oil leaks. Venting of the air from the sump area is caused by the differ-
ence of pressure between oil sump and ambient. The air is vented overboard
via centre air/oil separator, vent tube and flame arrestor.
For Training Purposes Only

FRA US/T gz 19.6.96 Page: 42

 Lufthansa Technical Training
OIL B737-300/400/500
GENERAL
79-00

PRESSURIZING PORT

AIR TO CENTER VENT TUBE

AIR SEAL
OIL SEAL
ROTATING AIR/OIL
SEPARATOR
For Training Purposes Only

DRAIN

SCAVENGE

Figure 21 Oil Sump Philosophy

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OIL B737-300/400/500
GENERAL
79-00

THIS PAGE INTENTIONALLY LEFT BLANK

For Training Purposes Only

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 Lufthansa Technical Training
OIL B737-300/400/500
GENERAL
79-00

No.1 BEARING
SUPPORT

STATIONARY
AIR/OIL SEAL No.2 BEARING
SUPPORT

No.1 BEARING
No.2 BEARING
For Training Purposes Only

OIL SUPPLY TUBE

ROTATING
AIR/OIL
FAN SHAFT
SEPARATOR
Figure 22 Forward Sump
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 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20

79-20 DISTRIBUTION
OIL TANK
Oil Tank S Filler cap assy. includes:
The engine oil tank keeps and provides a continuous supply of oil for distribu- - a locking plug assembly, fastened to the filler cap body by a chain.
tion. It is found on the lower right side of the fan case. The oil tank is a fabrica- When the locking handle is lowered, the ball compresses the spring
ted light alloy weldment envelope with a sealed cast light alloy cover. It has an which applies a force on the seal against the body.
external flame-resistant layer and five inner bulkheads to decrease sloshing - a strainer and a check valve incorporated in the filler cap body.
and strengthen the tank.
- a check valve which seals the lower filler cap body with oil tank pressure.
S Total Volume (Usable Oil + Residual Oil + Air): . . . . . 5,3 USG (20 Liter) The check valve makes sure no oil leakage occurs while the oil tank is
S Oil Capacity (Usable Oil + Residual Oil): . . . . . . . . . . . 4,8 USG (18 Liter) pressurized or if the locking plug is not installed correctly.
S Usable Oil Capacity: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,6 USG (17 Liter) - a sampling tube.
Engine No. 1 oil tank has 2% less capacity and S Oil Scupper with a drain tube to overboard.
Engine No. 2 oil tank has 3% more capacity due to the wing inclination angle. S Sight glass is given on the outboard side of the tank.The sight gage shows
a bright view when the oil level falls below the gage. It shows a black view
The tank includes the following components: when the oil level is higher than the gage. The sight gage does not give an
indication that the oil tank is full or empty.
S Lube supply port, suction tube and screen.
- The indication of a black view shows that a sufficient quantity of oil is in
Oil is drawn from the bottom of the oil tank through a suction tube attached
the tank for airplane dispatch (more than 2.5 U.S. gallons, or more than
to the tank cover.
60% full, as shown on the pilots’ center instrument panel).
S Oil quantity transmitter
- The indication of a bright view shows that there is not a sufficient quan-
S Magnetic drain plug is found at the bottom of the tank. tity of oil in the tank for airplane dispatch and oil servicing is required.
S Antisiphon device
Oil servicing (Grafvity fill procedure)
Antisiphon device prevents the oil from being siphoned through the oil sup-
ply when the engine is not operating. The antisiphon device prevents the oil Remove the filler cap to the oil tank. Add engine oil to the fill port of the oil tank
from being siphoned through the oil supply when the engine is not opera- and stop just before the oil level reaches the overflow port. Examine the filler
ting. After engine shut down, the oil pressure downstream of the supply cap O-ring and install the filler cap to the oil tank.
For Training Purposes Only

pump falls below the oil tank internal pressure. This lets the lubrication unit NOTE: If you fill the oil tank when it is cool (30 minutes from engine shutdown),
to be unprimed by air in the oil tank. The oil is forced back into the oil tank you can fill it too much. This cannot cause damage to the engine, but it
through the antisiphon tube. can cause an incorrect indication of the oil consumption rate.
S Air/oil separator WARNING: DO NOT REMOVE THE FILLER CAP FOR THE OIL TANK
Return oil discharges tangentially into the air/oil separator where the air is FOR FIVE MINUTES AFTER AN ENGINE SHUTDOWN. IF
spun out through the air vent to the forward oil sump. THE CHECK VALVE IS, DEFECTIVE HOT OIL CAN COME
OUT FROM THE OIL TANK AND CAUSE INJURY TO PER-
SONS. THE OIL IN THE TANK IS HOT AND PRESSURIZED
DURING ENGINE OPERATION.

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 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20

VENT TUBE ANTI-SIPHON

TUBE

LUBE
SCAVENGE
TUBE

OIL TANK

LUBE
SUPPLY
LOCKING PLUG TUBE
FILLER CAP ASSY.

OIL QUANTITY
TRANSMITTER

FILLER CAP ASSY.

SCUPPER

SAMPLING TUBE
STRAINER
For Training Purposes Only

SIGHT GLASS

CHAIN OIL
TANK SCUPPER
DRAIN
BODY TUBE
CHECK VALVE / DIAPHRAGM
FWD

MAGNETIC DRAIN PLUG

203588/235879

Figure 23 Oil Tank

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 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20

OIL TANK ANTISIPHON DEVICE

The antisiphon device is installed to prevent tank drainage due to siphoning
action through the oil-out tube when the engine is shutdown.

The device is integral with the oil tank cover and is located approximately
halfway through the oil-out elbow. It consists of an internal duct connecting an
oil supply line (bypassed from the aft sump feed line) to the oil-out elbow
through a restrictor. Connected to the duct above the restrictor is an internal
line from the upper part of the oil tank.
The funnel-shaped lower end of the tube, protected by a screen, extends down
to the bottom of the tank.
During normal operation, the oil-out line circulates oil to the pressure pump and
pressurized oil (by-passed from the aft sump supply line) flows back to top of
the tank through the internal line.
On engine shutdown, oil pressure downstream of the pressure pump drops.
When the pressure in the internal duct decreases below the tank internal pres-
sure, air moves up from the top of the tank through the internal line, duct and
restrictor to the oil-out elbow. Injection of air into the elbow unprimes the sys-
tem.

OIL TANK VENT

The oil tank vent allows venting of the oil vapor through an oil/air separator.
The lower part of the return cavity accommodates the return tube with its inte-
gral air/oil separator and deflector.
The assembly consists of the return tube extending from the tank cover down
to the bottom of the tank. This tube is long enough to prevent flooding of the
pressure equalizing system under ”negative g” condition. The static air/oil sep-
For Training Purposes Only

arator is located in the upper part of the tube. It consists of a helical ramp
(swirler) installed around a hollow center hub.
A deflector, at the lower end of the return tube, prevents oil disturbances in the
vicinity of the oil-out tube.
The air/oil mixture returned to the tank is directed onto the air/oil separator.
Separation of air from the oil particles is accelerated through the swirler. Oil
flows back down to the tank through the return tube and the deflector. Air
moves up the swirler center hub and joins the tank internal air and pressure
equalizing system at the top of the return cavity.

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 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20

AFT SUMP
OIL PRESSURE
SUPPLY

RESTRICTOR

ÉÉ ÉÉ
TO FORWARD SUMP
OIL OUT TO
SUPPLY PUMP
OIL SCAVENGE
CAVITY

ÉÉ
AFT SUMP OIL
PRESSURE SUPPLY
ÉÉOIL SUCTION
VENT AIR OIL IN

NORMAL OPERATION ENGINE SHUTDOWN

AFT SUMP OIL

PRESSURE SUPPLY STATIC AIR/OIL

ÉÉ
SEPARATOR

ÉÉ
OIL OUT TO
SUPPLY PUMP OIL OUT TO
SUPPLY PUMP ÉÉ SWIRLER
RESTRICTOR LEGEND:
OIL
TUBE
AIR

SUCTION
TUBE DEFLECTOR
For Training Purposes Only

SUCTION
TUBE

SCREEN ANTI-SLOSHING
SCREEN BULKHEADS
Figure 24 Anti Siphon Device
FRA US/T gz 19.6.96 Page: 49
 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20

COMPONENTS
Lubrication unit
The lubrication unit is located on the AGB near the bottom of the fan case on
the left side. It contains the following:
S Four positive displacement pumps (three scavenge pumps and the supply
pump).
S The oil supply filter contains a cleanable filter element, check valve and by-
pass valve (18 PSID)with clogging indicator (14 PSID).
S Pressure relief valve (305 psid) located on the oil supply pump discharge
side of the unit.
S Three magnetic chip detectors (MCD).
Magnetic chip detectors are located at the inlet to the scavenge pumps.
They trap particulates before entering the lubrication unit. Three magnetic
chip detectors are used on the lubrication unit, one on the inlet of each sca-
venge pump. Each has a removable magnetic plug and a scavenge screen.

Oil scavenge filter bypass switch

The oil filter differential pressure switch is a snap-action pressure sensitive
switch. The high pressure side of the switch is connected to the oil inlet side of
the scavenge filter housing. The low pressure side is connected to the sca-
venge filter outlet tube. As the scavenge filter becomes clogged, the pressure
differential across the switch increases. When it gets to 25 to 27 psig, the
switch closes to complete the warning light circuit and the warning light for the
oil filter bypass comes on.
For Training Purposes Only

FRA US/T gz 19.6.96 Page: 50

 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20

RED CLOGGING
INDICATOR

GLASS
INSPECTION
BOWL

CLOGGING KNURLED
INDICATOR RETAINING
RING
OIL SUPPLY
FILTER CLOGGING
INDICATOR
BODY

LUBRICATION UNIT

OIL SCAVENGE
FILTER BYPASS
SWITCH

ACCESSORY
GEARBOX

MAGNETIC CHIP
MAGNETIC CHIP DETECTOR RETENTION BAR
For Training Purposes Only

DETECTOR

AFT SUMP
SCAVENGE TUBE
OIL SUPPLY
TUBE
AGB OIL
FWD SCAVENGE FORWARD SUMP
TUBE SCAVENGE TUBE 103949

Figure 25 Lubrication Unit

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 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20
Scavenge oil filter
The scavenge oil filter is installed in series between the scavenge pump outlet
and the main oil/fuel heat exchanger. It is located just above the lubrication
unit and consists of a replaceable filter cartridge, a bypass valve (ca. 38 PSID)
with clogging indicator (ca. 31 PSID) and a non-return valve.

Oil temperature bulb

The oil temperature bulb is a temperature sensitive resistance element enclo-
sed in a metal case. The resistance of the element varies with oil temperature.
It is mounted in a boss on the oil scavenge filter and measures the temperature
of the oil leaving the oil scavenge filter.
On airplanes equipped with digital flight recorder using oil system parameters,
the oil temperature bulb consists of a dual resistance element.

Main oil/fuel heat exchanger and servo fuel heater

The main oil/fuel heat exchanger is attached to the fuel pump and the servo
fuel heater. It is located at the 9 o’clock position on the fan case. The main
oil/fuel heat exchanger is a tubular type consisting of the housing, removable
core and core access cover. Both fuel and oil portions of the oil/fuel heat ex-
changer contain bypass valves. This permits fuel and/or oil to bypass the core
in the event of a blockage. A drain port is also provided to check for possible
fuel leaks from the core ends into the core housing.
For Training Purposes Only

FRA US/T gz 19.6.96 Page: 52

 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20

CORE ACCESS COVER SERVO FUEL

HEATER

MAIN OIL/FUEL
OIL OUT
HEAT EXCHANGER TUBE

OIL SCAVENGE
MAIN OIL/FUEL FILTER
HEAT EXCHANGER

CLOGGING
INDICATOR
FILTER
HEAD

OIL IN TUBE

OIL OUT TUBE

OIL IN
TUBE

OIL
TEMPERATURE
BULB
For Training Purposes Only

FUEL DRAIN TUBE

FUEL PUMP
FWD
FILTER BOWL

FWD
193221/103953

Figure 26 Scavenge Oil Filter a. Main Oil/Fuel Heat Exchanger

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 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20
Oil Pressure Transmitter
The oil pressure transmitter is a variable reluctance type using a pressure sen-
sitive diaphragm coupled to a transformer. The oil pressure transmitter is con-
nected to a pressure tap on the forward sump oil supply tube and the TGB
(transfer gear box) vent. It is mounted at the 9:30 o’clock position on the fan
case just below the fuel flow transmitter.
Low oil pressure warning switch
The low oil pressure warning switch is a snap action, pressure-sensitive
switch. It is connected in parallel with the oil pressure transmitter to oil supply
pressure and vent pressure lines. The low oil pressure warning switch is moun-
ted on a bracket on the fan case just forward of flange K at the 10 o’clock posi-
tion.
The low oil pressure warning switch remains open above 15 psig and closes if
the oil pressure drops below 12 psig. When it closes, the warning circuit is
completed and a relay in the engine accessory unit is activate and the low oil
pressure warning light illuminates.
The relay in the engine accessory activate:
S Flight data recorder (turn on signal on GRD).
S FWD entry light dim circuit.
S Passenger address system; voice control (No.1 Eng. only).
For Training Purposes Only

FRA US/T gz 19.6.96 Page: 54

 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20

ELECTRICAL
CONNECTOR
LOW OIL PRESSURE
WARNING SWITCH

-OIL PRESSURE TRANSMITTER

-LOW OIL PRESSURE
WARNING SWITCH

OIL PRESSURE
TRANSMITTER

FORWARD
TEE FITTING
For Training Purposes Only

OIL SUPPLY FWD

ELECTRICAL
PRESSURE TUBE
CONNECTOR

VENT PRESSURE TUBE

FROM THE TGB
165868

Figure 27 Oil Press. X-mitter a. Low Oil Press. Warning Switch

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 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20

MAGNETIC CHIP DETECTOR INSPECTION

General S Clean the scavenge screen with solvent and flush it with engine oil.
This procedure examines the engine oil for contamination. This procedure con-
Inspection
tains three tasks.
Permitted (usual) contamination:
Remove the MCD S Not many particles on the plug or screen and the particles must be very
Make sure the area around the MCD is clean before you remove it and use short.
very clean containers and equipment. Not permitted (unusual) contamination:
S Put a container below the MCD. S Large pieces; pieces that can be identified as bearing parts; flat pieces.
S If the engine has a retention bar for the MCD’s (ENGINES WITH CFMI SB S Pieces of bearing cages; tab washer pieces; a large number of particles and
79-054 OR 79-055), open the retention bar to get access to the MCD’s. long particles.
S Install the removal/installation tool for the magnetic plug.
Install the MCD
S Push the tool and magnetic plug in while you turn it one quarter
turn counterclockwise and pull down on the tool to remove the MCD. S On MCDs with a D-shaped seal, examine the seal for cuts, tears or other
damage. If there is damage to the D-shaped seal, replace the seal.
S Release the magnetic plug from the removal/installation tool.
S The D-shaped seal does not replace the O-ring. You must install the D-
S Examine the magnetic plug and scavenge screen very carefully for unusual
shaped seal and O-ring for a correct seal of the MCD.
or unwanted material (AMM 79-00-00/601).
S Make sure the groove on the magnetic plug is clean and install a new O-
S Make sure that you do not change the particles.
ring, lubricated with engine oil, in the groove on the magnetic plug.
CAUTION: REMOVE AND INSTALL THE MCD’S ONE AT A TIME TO S Install the scavenge screen on the magnetic plug
PREVENT AN ERROR IN IDENTIFICATION OF THE
S Make sure the spring-loaded pin engages the hole in the scavenge screen.
SOURCE OF THE MATERIAL ON THE MCD.
S Install the MCD removal/installation tool on the magnetic plug.
Clean the MCD S Carefully put the MCD into the lubrication unit and make sure the MCD goes
S Push the spring-loaded pin that attaches the scavenge screen to the mag- in straight to prevent damage the scavenge screen.
netic plug and remove the scavenge screen. S Align the bayonet pins with the slots of the bayonet housing on the lubrica-
S Remove and discard the O-ring from the magnetic plug. tion unit.
For Training Purposes Only

S On MCD’s with a D-shaped seal, use the D-shaped seal again. Do not re- S Push the magnetic chip detector in and turn it clockwise one quarter turn
move the seal unless it is torn, or damaged. The seal must be damaged to and make sure the pin moves into the locked position.
remove it and a fitting tool is necessary to install a new seal. S The three plug handles must be aligned and in the locked position.
S Be careful when you clean the MCD. If something hits the magnet, damage S If the plug has red marks (CFMI SB 79-012), the marks must be seen in the
to the MCD can occur. slots of the bayonet housin
S The use of a magnet to remove particles from the magnetic plug is not rec- S If the engine has a retention bar for the magnetic chip detectors, move the
ommended it can decrease the magnetic performance. retention bar down until it snaps into its self-locking position.
S Remove the particles from the magnetic plug with a clean cloth and a fiber S Do the engine oil servicing procedure (AMM 12-13-11/301).
pusher.

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 Lufthansa Technical Training
OIL B737-300/400/500
DISTRIBUTION
79-20

MAGNETIC PLUG REMOVAL

FORWARD SUMP AND INSTALLATION TOOL
AFT SUMP SCAVENGE
SCAVENGE
TGB/AGB
LUBRICATION
UNIT D-SHAPED SEAL

0-RING
FWD
SEE A SCAVENGE
SCREEN

LOCKING PIN
BAYONET PIN MAGNETIC
PLUG HANDLE
MAGNETIC
SPRING PLUG HANDLE
LOADED LEVER
MAGNETIC PLUG SPRING LOADED
REMOVAL AND PIN
INSTALLATION MAGNETIC PLUG
TOOL

SPRING LOADED
PIN
For Training Purposes Only

MAGNETIC ACCEPTABLE (NORMAL) UNACCEPTABLE (ABNORMAL)

PLUG HANDLE ”WHISKERS” ”WHISKERS”
RED MARK

A
131484/180698

Figure 28 Magnetic Chip Detector Inspection

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 Lufthansa Technical Training
OIL B737-300/400/500
INDICATING
79-30

79-30 INDICATING
LOP AND OIL FILTER BYPASS WARNING SYSTEM
Oil Filter Bypass Warning System Low Oil Pressure Warning System
The oil filter bypass warning system provides an indication in the flight compart- The low oil pressure warning system provides an indication in the flight com-
ment of a clogged scavenge oil filter element and an impending filter bypass. partment of low engine oil pressure. The system consists of a low oil pressure
The system consists of an oil filter differential pressure switch and an oil filter warning switch and a low oil pressure warning light.
bypass warning light for each engine. S Low Oil Pressure Switch
S Oil Filter Differential Pressure Switch The low oil pressure warning switch is a snap action, pressure-sensi-
The oil filter differential pressure switch is a snap-action pressure sensitive tive switch. It is connected in parallel with the oil pressure transmitter to oil
switch. The high pressure side of the switch is connected to the oil inlet supply pressure and vent pressure lines. The low oil pressure warning
side of the scavenge filter housing. The low pressure side is connected to switch remains open above 15 psig and closes if the oil pressure drops be-
the scavenge filter outlet tube. The oil filter differential pressure switch is low 12 psig. The low oil pressure warning switch is mounted on a bracket on
attached to a bracket mounted on the lubrication unit. the fan case just forward of flange K at the 10 o’clock position.
S Oil Filter Bypass Warning Light S Low Oil Pressure Warning Light
Two amber oil filter bypass warning lights, one for each engine, are located There are two amber low oil pressure warning lights located on the pi-
on the pilot’s center instrument panel, P2. Lights illuminate to indicate oil lots center instrument panel, P2, one for each engine. The light illumina-
scavenge filter bypass. tes when the engine oil pressure drops below a specified limit.

Operation Operation
28 volts dc power is supplied to the oil filter bypass warning system from the 28 volts dc power is supplied to the low oil pressure warning system from the
P6-3 breaker panel. As the scavenge filter becomes clogged, the pressure P6-3 circuit breaker panel. When it closes, the warning circuit is completed and
differential across the switch increases. When it gets to 25 to 27 psig, the the low oil pressure warning light illuminates.
switch closes to complete the warning light circuit and the warning light for the - Turn on signal for Digital Flight Data Recorder on GRD.
oil filter bypass comes on.
- Auto dim activation of the FWD entry lights in conjunction with the con-
NOTE: During the first start of the day or during cold weather starts, the oil trol cabine door.
pressure can go above the normal range and the oil filter bypass light
- Passenger address system; voice control (No.1 Eng. only).
can come on. Operate the engine at idle power; the filter bypass light
For Training Purposes Only

should go off as the oil warms and the pressure returns to normal.

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 Lufthansa Technical Training
OIL B737-300/400/500
INDICATING
79-30

28/16V DC
NC
A
MASTER DIM
SEC 2 A
OIL PRESS. OIL PRESS.
MASTER FROM FILTER FROM FILTER
TEST INLET OUTLET
OIL FILTER
BYPASS
P6 CIRCUIT A
BREAKER ENGINE 1 OIL FILTER
OIL SCAVENGE FILTER
PANEL BYPASS LIGHT BYPASS SWITCH

P2-2 CENTER INSTRUMENT PANEL ENGINE 1

28/16V DC
A
MASTER DIM
For Training Purposes Only

SEC 5 A
VENT
MASTER PRESSURE OIL SUPPLY
FLIGHT DATA
TEST RECORDER FROM TGB PRESSURE
LOW OIL
PRESSURE FWD ENTRY LIGHT
P6 CIRCUIT A DIM CIRCUIT
BREAKER ENGINE 1 LOW OIL PA SYSTEM LOW OIL PRESSURE
PANEL PRESSURE WARNING LIGHT ENG.1 ONLY WARNING SWITCH

P2-2 CENTER INSTRUMENT PANEL ENGINE ACCESSORY UNIT ENGINE 1

101680/131853

Figure 29 LOP Warning and Filter Bypass Switch Sys. Schematic

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 Lufthansa Technical Training
OIL B737-300/400/500
INDICATING
79-30
S Engine Oil Temperature Indicator
SYSTEM DESCRIPTION (CONFIG. 1) The engine oil temperature signal is derived from a resistive temperature
bulb. The signal conditionig consists of applying a constant current, from a
Engine Oil Pressure Indicating System internal reference supply, to the resistance probe and applying the voltage
The oil pressure indicating system provides visual indication of oil pres- drop across the resistance probe to a differential amplifier. The amplifier
sure measured in the engine oil distribution system. The system consists of oil output is applied to an analog to digital converter, via a mutiplexer. The digi-
pressure transmitter and oil pressure indicator on the secondary engine display. tized values are processed to compute the oil temperature, formatted and
S Engine Oil Pressure Transmitter displayed on a LED pointer under the interrupt control of an microprocessor.
The oil pressure transmitter is a variable reluctance type using a pressure Open or short circuit input signal conditiones, or out of range values of oil
sensitive diaphragm coupled to a transformer. The oil pressure transmitter temperature are signalled by slewing the pointer to zero, holding the setting
is connected to a pressure tap on the forward sump oil supply tube and the for 2 seconds, then “blanking” the display. If the oil temperature returnes to
TGB (transfer gear box) vent. It is mounted at the 9 o’clock position on the within range, the display automatically indicates the new value.
fan case just below the fuel flow transmitter.
Engine Oil Quantity Indicating System
S Engine Oil Pressure Indicator
The engine oil quantity indicating system gives a visual indication of the usable
The engine oil pressure signal is derived from a three wire variable reluc- oil quantity in the engine oil tank. The system consists of oil quantity transmitter
tance transducer. The signal conditioning consists of half wave rectification and oil quantity LED display on the secondary engine display.
of the reference and signal voltage. The DC values are smoothed and
routed to an analog to digital converter, via a multiplexer. The digitized val- S Engine Oil Quantity Transmitter
ues are processed to compute the oil pressure, formatted and displayed on The oil quantity transmitter is a variable capacitance type. Two concentric
an LED pointer under the interrupt control of an microprocessor. tubes form the plates of the capacitor. A compensator probe is found at the
The oil pressure is monitored and if equal to or greater than 13 psi, manual bottom of the transmitter.
BITE is inhibited. Open or short circuit input signal conditiones, or out of S Engine Oil Quantity LED Display
range values of oil pressure are signalled by slewing the pointer to zero, The engine oil quantity signal is derived from a three wire capacitance probe
holding the setting for 2 seconds, then “blanking” the display. If the oil pres- which can be considered as two separate capacitors. One capacitor is a
sure returnes to within range, the display automatically indicates the new variable quantity dependent upon tank quantity, the other can be considered
value. as a zero oil quantity reference capacitor. The signal conditioning consists
of applying an 8 kHz reference voltage to the zero reference capacitor and a
Engine Oil Temperature Indicating System
variable 8 kHz voltage to the other capacitor. A multiplaying digital to analog
The oil temperature indicating system provides visual indication of oil tempera- converter is used to generate the varible 8 kHz voltage. An microprocessor
For Training Purposes Only

ture, measured in the oil scavange system. The system consists of oil tempera- successively adjusts the digital input value to the DAC until a detector circuit
ture bulb and oil temperature indicator on the secondary engine display unit. indicates equality of currents in each capacitor. The digitized value repre-
S Engine Oil Temperature Bulb sents the ratio of the two capacitors and is used to compute the oil quantity
The oil temperature bulb is a temperature sensitive resistance element enc- value. The quantity value is formatted and displayed on a 2-1/2 digit 7 seg-
losed in a metal case. The resistance of the element varies with oil tempera- ment LED display under the interrupt control of the microprocessor.
ture. It is mounted in a boss on the oil scavenge filter and measures the Open or short circuit input signal conditiones, or out of range values of oil
temperature of the oil leaving the oil scavenge filter. On airplanes equipped quantity are signalled by slewing the display indication to zero, holding the
with digital flight data acquisition unit (DFDAU) using oil system parameters, indication for 2 seconds, then displaying “dashes”. If the oil quantity returnes
the oil temperature bulb consists of a dual resistance element. to within range, the display automatically indicates the new value.

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 Lufthansa Technical Training
OIL B737-300/400/500
INDICATING
79-30

VENT
TAT - _C PRESSURE
FROM TGB

PSI
28V AC
XFR BUS 2
ENG 2 OIL
OIL
TEMP AND PRESS ENGINE 2
PRESSURE TO DFDAU
AND ACMS OIL PRESS
TRANSMITTER OIL SUPPLY
P6 CIRCUIT BREAKER PRESSURE
PANEL _C

OIL
TEMP
115V AC
%FULL TO DFDAU
BUS 2
AND ACMS
C281 OIL QTY
ENG 2 ENGINE 2 OIL
OIL QTY TEMPERATURE BULB
P6 CIRCUIT BREAKER
PANEL
VIB

A HYD B
x1000
PSI
For Training Purposes Only

ENGINE
PRESS OIL QUANTITY
COMPENSATOR
%FULL
& TANK UNIT
QTY
RF 88%

BITE
BUTTON
SECONDARY ENGINE/HYDR. DISPLAY
Figure 30 Engine Oil Indicating Sys. Schematic (Config. 1)
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 Lufthansa Technical Training
OIL B737-300/400/500
INDICATING
79-30

SYSTEM DESCRIPTION (CONFIG. 2)

Oil Temperature Indicating System Oil Pressure Indicating System
The oil temperature indicating system measures the temperature of the engine The oil pressure indicating system provides visual indication of pressure mea-
oil in each engine and provides a visual indication of the oil temperature in the sured in the engine oil distribution system.
flight compartment. The oil pressure indicating system consists of:
The oil temperature indicating system consists of: S Oil Pressure Transmitter
S Oil Temperature Bulb The oil pressure transmitter is a variable reluctance type using a pressure
The oil temperature bulb is a temperature sensitive resistance element enc- sensitive diaphragm coupled to a transformer. The oil pressure transmitter
losed in a metal case. The resistance of the element varies with oil tempe- is connected to a pressure tap on the forward sump oil supply tube and the
rature. It is mounted in a boss on the oil scavenge filter and measures the TGB (transfer gear box) vent. It is mounted at the 9:30 o’clock position on
temperature of the oil leaving the oil scavenge filter. the fan case just below the fuel flow transmitter.
On airplanes equipped with digital flight recorder using oil system parame- S Oil Pressure Indication
ters, the oil temperature bulb consists of a dual resistance element. Two oil pressure indicators, one for each engine are located on the pilots’
S Oil Temperature Indicator. center instrument panel, P2. Each indicator is an air tight unit containing a
The oil temperature indicator provides a dial/pointer indication of the oil tem- receiver, motor and gear train. A pointer is attached to the gear train. The
perature. Two indicators, one for each engine are located on the pilots’ cen- indicator face is calibrated from 0 to 100 psig.
ter instrument panel, P2. Flight Data Recorder and ACMS are supplied by the indicator.
The oil temperature indicator consists of a stationary coil, a moving coil, a
Operation
pointer attached to the moving coil and a dial face graduated from
-50 _C to 200_C. 28 volts ac power is supplied to the oil pressure indicating system from the
P6-2 circuit breaker panel. Indicator lighting is 5 volts ac. At the transmitter, oil
Operation pressure acts on the diaphragm which moves an armature between two coils
28 volt ac power is supplied to the oil temperature indicating system from the changing the reluctance. The induced reluctance signal is picked up by the
P6-2 circuit breaker panel. Indicator lighting is 5 volts ac. receiver in the indicator and positions the indicator motor. The pointer, coupled
Oil temperature is measured by the temperature sensitive resistance element to the motor through the drive train displays the pressure reading on the dial
in the oil temperature bulb. The resistance element is one leg of a wheatstone face.
bridge circuit that controls current flow to the moving coil in the oil temperature Normal indications:
For Training Purposes Only

indicator. The moving coil with the attached pointer rotates in proportion to the - at idle power 25 - 30 psig Oil Pressure
applied current.
- at high power 60 - 70 psig Oil Pressure
Normal indications:
Note: A leak at the vent pressure tube to the transmitter rises up the oil
- at idle power 80_C Oil Temperature pressure.
- at high power 90_ - 100_C Oil Temperature

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 Lufthansa Technical Training
OIL B737-300/400/500
INDICATING
79-30

28V AC
XFR BUS 2

ENG 2 OIL
TEMP AND
PRESSURE

200
150 OIL TO DFDR
AND ACMS
P6 CIRCUIT BREAKER 100
C
PANEL -50
TEMP
50
0 ENGINE 2 OIL
TEMPERATURE BULB

ENGINE 2 OIL TEMPERATURE ENGINE 2

INDICATOR

28V AC
XFR BUS 2
VENT
ENG 2 PRESSURE
OIL TEMP AND FROM TGB
PRESSURE +V POWER
SUPPLY

P6 CIRCUIT BREAKER
PANEL
For Training Purposes Only

80 ENGINE
60 OIL
PRESS OIL PRESS OIL SUPPLY
TRANSMITTER PRESSURE
100
40
PSI 0
20 ENGINE 2
TO DFDR
AND ACMS

ENGINE 2 OIL PRESSURE

INDICATOR 148337/150235

Figure 31 Engine Oil Indicat. Sys. Schematic (Config. 2)

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 Lufthansa Technical Training
OIL B737-300/400/500
INDICATING
79-30
Oil Quantity Indicating System System test
The oil quantity indicating system gives a visual indication of the usable oil This procedure contains a:
quantity in each engine oil tank. S system test for the oil quantity indication system.
The system consists of the: The system test will make sure the system is accurate.
S Oil Quantity Transmitter The system test drains the oil tank and adds known quantities of oil to the
The oil quantity transmitter is a variable capacitance type. Two concentric tank. The system test adjusts the full and empty pointer.
tubes form the plates of the capacitor. The inner tube is profiled varying the S Calibrate the oil quantity indicator with oil in the tank.
distance between the tubes to make allowances for variations in tank cross- Adjustment of the indicator after the installation is necessary to correct for
sectional area. A compensator probe is found at the bottom of the transmit- differences in the tank unit capacitance and for wire capacitance.
ter.
Do the indicator adjustment at all oil changes, when you change the indica-
S Oil Quantity Indicator tor and when you change the engine.
The oil quantity indicator consists of an illuminated dial face, a position poin- When calibrated with the above procedure, the oil quantity indicator will show
ter and an amplifier-bridge assembly. The amplifier-bridge assembly con- the useable quantity of oil in the tank. Approximately 1-2 quarts of oil are in the
sists of an amplifier, a bridge circuit, a power supply circuit and an indicator engine sump. This oil is not useable by the engine and is not measured by the
motor. Two oil quantity indicators, one for each engine are located on the pi- indicator system.
lot’s center instrument panel, P2.

Operation
115 volts ac power is supplied to the oil quantity indicating system from the
P6-2 circuit breaker panel. Indicator lighting is 5 volts ac.
The oil quantity transmitter acts as a variable capacitor. The level of oil in the
transmitter tube establishes a dielectric value between the inner and outer
tube. The dielectric value between the tubes determines the capacitance and
establishes an indicator bridge signal. The compensator probe measures the
dielectric constant of the oil such that the capacitance is independant of tempe-
rature or the type of oil used. The differential amplifier picks up the bridge cir-
cuit signal from the power supply and drives the indicator motor and the atta-
ched pointer. The bridge circuit keeps the pointer position and provides for
pointer adjustment.
For Training Purposes Only

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 Lufthansa Technical Training
OIL B737-300/400/500
INDICATING
79-30

115V AC
BUS 2
TO ENGINE 1

C281
ENG 2
ENGINE OIL QTY
OIL QTY
PRESS TO TEST SW

P6 CIRCUIT BREAKER FULL

PANEL ADJ

EMPTY ADJ

A
For Training Purposes Only

OIL 0
QUANTITY ENGINE
4
1 OIL QUANTITY
GALLONS LIGHTING
3 COMPENSATOR
2
& TANK UNIT

ENGINE 2 OIL QUANTITY INDICATOR ENGINE 2

329243

Figure 32 Engine Oil Quantity Indicating Sys. Schematic (Config. 2)

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

ATA 76 ENGINE CONTROLS

76-10 POWER CONTROL
ENGINE CONTROL SYSTEM
General
The engine control system for each engine is divided into three subsystems:
S forward thrust control system.
The forward thrust control system consists of a thrust lever assembly
for each engine, connected to each main engine control by control cables,
an engine control drum and a push-pull cable . The forward thrust control
system regulates the engine fuel flow and hence forward thrust.
An engine control drum for each engine is mounted on the forward face of
the front wing spar The drum transmits engine control cable travel to the
push-pull cable by means of a rack and pinion system.
Integrated autothrottle servomechanisms are installed in the throttle control
cable runs. The servomechanisms are located between floor beams at the
aft end of the electronic equipment compartment. In the autothrottle mode,
the system is controlled by the autothrottle computer and the throttle levers
are driven through the servomechanisms (Ref Chapter 22, Auto Flight).
S reverse thrust control system.
The reverse thrust control system consists of a reverse thrust lever for each
engine connected to each main engine control by the same control cables,
engine control drum and push-pull cable used to control forward thrust.
However, the reverse thrust control system causes cable travel in the oppo-
site direction and actuates the thrust reverser. The system regulates fuel
For Training Purposes Only

flow to the engine and hence reverse thrust. A lockout mechanism prevents
simultaneous motion of the forward and reverse thrust levers.
S start control system.
The start control system consists of a start lever assembly for each engine,
connected to each main engine control by control cables, a start control
drum and a push-pull cable. The start control system energizes the ignition
system and initiates fuel flow to the engine.

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

STRUT DRUM
CONTROL BOX

CONTROL
STAND

CONTROL
CABLES

PUSH-PULL CABLES
For Training Purposes Only

INTEGRATED
AUTOTHROTTLE MEC FUEL
SERVOMECHANISMS CONTROL BOX

102628

Figure 33 Engine Control System

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

ENGINE CONTROL COMPONENTS

Thrust Lever Assembly pawl is not aligned with the lockout hole. The web then opposes the force
Two thrust lever assemblies on the control stand control the forward thrust and of the control link on the pawl so the reverse thrust lever cannot be moved
reverse thrust of the engines. Each thrust lever assembly consists of a: more than slightly aft of OFF.
S forward thrust lever S reverse thrust detent
The forward thrust lever, with the reverse thrust lever attached to it, is con- When reverse thrust is increased, a detent contained in the thrust lever is
centrically mounted with the thrust control drum. One end of the control link felt. This detent indicates that maximum normal reverse thrust has been
is riveted to the reverse thrust lever and the opposite end is attached to the commanded. As the reverse thrust lever is returned toward the stow posi-
thrust control drum. tion, another detent is felt. This detent indicates that further motion of the
reverse thrust lever toward stow will cause the thrust reverser to stow.
As the thrust lever is advanced from the idle position, the control link rotates
the thrust control drum to actuate the main engine control to increase thrust. Engine Start Lever
The forward thrust idle position is against an idle stop on the control stand
Two engine start levers on the control stand are used to start the engines.
cover and full forward thrust is obtained before the lever contacts the for-
Each lever controls energizing the ignition system and initiating or shutting off
ward stop on the control stand cover.
fuel flow to the respective engine by switch actuating cams on the start control
S reverse thrust lever drum. The start lever is provided with a spring-loaded detent catch which may
For reverse thrust, the lever assembly movement actuates the thrust rever- be released by lifting the knob. The detent secures the lever in the CUTOFF
ser before increasing fuel flow. and IDLE position.
An autothrottle disconnect switch and an auto-take off and go-around
switch is incorporated in the thrust lever assembly (Ref Chapter 22, Integrated Autothrottle Servomechanism
Auto Flight). The integrated autothrottle servomechanism is composed of a torque
S pawl assy. switch mechanism and an actuator assembly.
The torque switch mechanism consists of input and output quadrants with an
A lockout mechanism prevents simultaneous actuation of the forward
integral cam to operate switches, a mechanism to permit pilot override of the
and reverse thrust levers to assure positive forward or reverse thrust con-
servo drive, a means of generating braking friction to prevent throttle creep in
trol. The ability of each lever to move depends on the position of the other
the manual mode, and a support framing with two removable control cable
lever. If the forward thrust lever is more than slightly forward of the idle po-
guards amd locating dowel pins.
sition, the reverse thrust lever cannot be moved more than a small travel aft
The actuator assembly consists of a servo motor with reduction gearing to form
from OFF. If the reverse thrust lever is moved more than a small travel
For Training Purposes Only

the prime mover, an electromagnetic clutch, a tachometer to provide servo mo-

from OFF with the forward thrust lever on the idle stop, the forward thrust
tor speed signal, and electronic circuitry. The output pinion from the servomotor
lever cannot be moved. The lockout between the levers is a pawl, riveted to
drives the input shaft of the torque switch mechanism via the reduction gearing
the forward thrust lever. The pawl is between the thrust lever and the con-
and the electromagnetic clutch. The electromagnetic clutch engages the
trol link. When the forward thrust lever is in the idle position, the pawl is ali-
servo drive to the motor output shaft.
gned with the lockout hole in the web of the control stand thrust lever cover.
As the reverse thrust lever is moved from the OFF position, the control link
forces the pawl into the hole to lock the forward thrust lever in the idle posi-
tion. As the reverse thrust lever is returned to the OFF positon the control
link pushes the pawl from the hole to unlock the forward thrust lever. When
the forward thrust lever is more than slightly forward of the idle position, the

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

REVERSE AUTOTHROTTLE
THRUST DISCONNECT
SWITCH
LEVER

A PAWL ASSY AUTO-T AKEOFF

AND GO-AROUND
SWITCH
CONTROL
LINK FORWARD TRHUST LEVER

THRUST DRUM

REVERSE START
THRUST LEVER
FWD

FORWARD
FWD THRUST
CONTROL
FUEL VALVE LINK
SHUTOFF
SWITCHES
START
DRUM
TORQUE SWITCH
IGNITION MECHANISM
SWITCHES

THRUST LEVER ASSEMBLY AUTOTHROTTLE

ACTUATOR

CONTROL
PAWL STAND WEB INTEGRATED AUTOTHROTTLE
For Training Purposes Only

SERVOMECHANISM

IDLE STOP

CONTROL LINK
FWD IDLE THRUST LEVER

A PAWL ASSY 104025/101133

Figure 34 Engine Control Components

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10
Strut Drum Control Box
The engine control drum is mounted on the forward face of the front wing spar.
It receives input for forward or reverse thrust from the thrust control cables con-
nected to the thrust control drum and thrust lever in the control stand. A rack
and pinion in the engine control drum translates the thrust cable drum rotation
to linear motion in the push-pull cable. The flexible push-pull cable transmits
linear motion to the fuel control box on the main engine control at the lower left
side of the engine. The engine control drum also receives inputs from the thrust
reverser feedback push-pull cables. The thrust reverser feedback moves
an interlock cam to permit thrust increase when the reverser sleeves approach
the commanded position.
MEC Fuel Control Box
A rack and pinion in the engine control drum translates the thrust cable drum
rotation to linear motion in the push-pull cable. The flexible push-pull cable
transmits linear motion to the fuel control box on the main engine control at the
lower left side of the engine.
There are different fuel control boxes between CFM 56-3B1/B2 engines and
CFM 56-3C1 engines installed. Depending on aircraft type the fuel control
boxes are different to limit the max. TO - Thrust.
To avoid wrong installation rack tang and support plate are different.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

THRUST CABLES
THRUST CABLE DRUM

ENGINE CONTROL DRUM

START CABLES
RIG HOLES
UNDER SEAL

INBD RACK TANG 737-300 RACK TANG 737-400 RACK TANG 737-500

FWD

CABLE
DISCONNECT CABLE QUADRANT

THRUST START CONTROL

PUSH-PULL DRUM
CABLE START
THRUST REVERSER CONTROL
FEEDBACK PUSH-PULL START PUSH-PULL CABLE PUSH-PULL CABLE
CABLE
CABLES DISCONNECT

STRUT DRUM CONTROL BOX RIG PIN HOLE

R P

0.437 INCHES
For Training Purposes Only

DOWEL PINS SHUTOFF

OFF CENTER MEC FUEL LEVER
CONTROL BOX

0.250 INCHES
OFF CENTER DOWEL PINS AFT COVER
PLA SYNCHRO
CFM 56-3-B1 CFM 56-3C-1
ENGINE SUPPORT PLATE ENGINE SUPPORT PLATE MEC FUEL CONTROL BOX

326386/204504

Figure 35 Engine Control Components

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

ENGINE CONTROL SYSTEM - ADJUSTMENT

General
The engine control rigging are divided into thrust control rigging and start con- S Thrust control push pull cables rigging.
trol rigging. - Make sure that the two forward thrust lever are at the idle position.
Equipment - Install the rig pin 3 in the ”P” (part power stop) rig pin hole in the fuel
S Rig Pins control box, on both engine.
S Protractor - Attach the protractor to the thrust lever for the first engine.
S Pull Scale - Move the first thrust lever forward to touch the rig pin in the ”P” hole.
The power lever position must be 30_ (+/-1_)from the idle stop.
THRUST CONTROL RIGGING - Move the second thrust lever forward to touch the rig pin in the ”P” hole.
The power lever position must be 30_ (+/-1_)from the idle stop.
Thrust Control Rigging
are divided into: - If necessary, adjust the turnbarrel on the push-pull cable to get the
thrust lever travel.
S Thrust control cables rigging (Forward and Aft Loop).
- Adjust the turnbarrel on the push-pull cable for the second engine until
NOTE: The forward loop extends from the control stand to the autothrottle the two thrust levers align within 1.52 mm.
servomechanism. The turnbuckles are located in the electronic
compartment.
The aft loop extends from the autothrottle servomechanism to the quadrant
at the strut drum control box.
Turnbuckles for the forward loop are located forward of the autothrottle
servomechanisms.
Turnbuckles for the aft loop are located in the fuselage.
- Make sure that the forward thrust lever is at the idle position.
- Adjust the cables in the forward loop so that rig pin 1 can be freely inser-
ted in the torque switch mechanism of the autothrottle. If it is neccessary
adjust the forward loop with the turnbuckles in the electronic equipment
For Training Purposes Only

bay.
- Adjust the cables in the aft loop so that rig pin 2 can be freely inserted
throught the IDLE hole in the strut drum control box. If it is neccessary
adjust the aft loop with the turnbuckles in the forward cargo compart-
ment..

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

PART POWER (30_ TLA)

IDLE (0_ TLA)
RIG PIN 1
THRUST
TORQUE SWITCH CONTROL
MECHANISM CABLES
PROTRACTOR

CONTROL STAND
FWD

RIG PIN 2 THRUST CONTROL

PUSH-PULL CABLE
PT PWR RIG PIN HOLE
TURNBARREL
(80_ PLA) (CABLE ADUSTMENT)

STRUT DRUM DISCONNECT

CONTROL BOX CLAMP

PART POWER
STOP PIN HOLE
IDLE RIG PIN HOLE (92.5_ PLA)
(55_ PLA)
RIG PIN 3 P
For Training Purposes Only

FWD

AFT COVER

MEC FUEL
CONTROL BOX 204490/152109

Figure 36 Thrust Control Rigging

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ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

START CONTROL RIGGING

Start Control Rigging
The engine start control rigging are divided into:
S Start control cables rigging.
- Make sure that the applicable start lever is at the CUTOFF detent and
that the retainer pin on the fuel shutoff quadrant is against the stop plate
of the Fuel Shutoff Assembly
- If it is neccessary adjust the cables with the turnbuckles in the forward
cargo compartment.
S Start control push pull cables rigging.
- At the fuel control box, look for a clearance of 0.25 -1.27 mm between
the fuel shutoff lever and the cutoff stop on the MEC.
- If the clearance is not correct, adjust the lower rodend to get the correct
clearance.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

START LEVER

START CONTROL
PUSH-PULL CABLE
CUTOFF DETENT

JAMNUTS

STRUT DRUM
CONTROL BOX
R P
0.25 - 1.27 mm
ROD END
RETAINER FITTING
PIN
STOP FUEL SHUTOFF LEVER
PLATE FUEL CUTOFF STOP
SHUTOFF
ASSEMBLY
AFT COVER
For Training Purposes Only

FWD

START DRUM

START CONTROL
PUSH-PULL CABLE

204490

Figure 37 Start Control Rigging

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ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

AUTOTHROTTLE RIGGING ADJUST

Auto Throttle PLA Synchro Test/Adjust
Adjust the power lever angle (PLA) synchro when you replace:
S PLA synchro
S Engine fuel control box unit
S Engine
The rigging adjustment of the PLA synchro is part of the A/T BITE Equipment
and Materials.
S Make sure that CDU shows the A/T BITE TEST - RIGGING ADJUST page.
S Move the thrust lever to fully forward.
S Airplanes with A/T computer -11 and on; The equivalent SYNC (synchro)
values shown are from around zero to around 327.5 degrees.
S If necessary adjust the syncro as follow:
- Loosen the mounting clamps on the PLA synchro.
- Turn the synchro body until the CDU display shows 327.5_ +/-0.5_.
- Retighten the PLA synchro mounting clamps.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

MCDU KEYS INIT

REF

MEC FUEL
PERF INIT A / T BITE TEST 1/2 NEXT PLA SYNCHRO
PAGE CONTROL BOX
MOUNTING BOLTS
GW/CRZ CG CRZ ALT < CURRENT STATUS
PLAN FUEL CRZ WIND < INFLIGHT FAULTS
MEC FUEL
< LRU INTERFACE CONTROL BOX
ZFW TRANS ALT
RIG MARK
< INTERACTIVE (LOCATED ON
RESERVES
6L < ENGINES / RATINGS UNDERSIDE OF
< INDEX TAKE OFF > FLANGE)
< INDEX

MCDU

A / T BITE TEST 2/ 2
INIT / REF INDEX 1/1

< RANGE CHECK

< IDENT NAV DATA > 2L
< POS MSG RECALL > < RIGGING ADJUST
< PERF ALTN DEST > CLAMPING PLATES
< TAKE OFF DATA LINK > 5R
< APPROACH MAINT >
FLANGE INDEX MARK
< INDEX

SYNCHRO GEAR
INDEX MARK
For Training Purposes Only

A / T BITE TEST
RIGGING ADJUST
< FMCS MOVE THROTTLES FULLY
3L < DFCS FORWARD ADJUST SYNCHRO
< A/T BODIES UNTIL SYNC / TARGET POWER LEVER
ANGLES MATCH + / - 0.5 DEG ANGLE SYNCHRO
< IRS
THROT 1 SYNC X X X . X DEG
< EFIS
TARGET 3 2 7 . 5 DEG
< INDEX
THROT 2 SYNC X X X . X DEG
TARGET 3 2 7 . 5 DEG
< INDEX

682944/149064

Figure 38 Autothrottle Rigging Adjust

FRA
FRA US
US/T
82gz
hs 16.5.95
6.3.96 Page: 77
 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

MEC FUEL CONTROL BOX

MEC Fuel Control Box problems.
Misalignment of the fuel control box gear and rack has the following result:
S Throttle stagger during engine operation. (PMC ON or OFF)
S The power differential voltage check is out of limit.
Check of a misassembled fuel control box :
S Remove the fuel control box.
S Check the index marks of the gear and rack.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE CONTROLS B737-300/400/500
POWER CONTROL
76-10

GEAR RACK

INNER MAXIMUM REVERSE

COVER PLATE THRUST POWER INDEX MARKS
STOP
RACK TANG
MEC
RACK TANG

CONTROL
BOX HOUSING POWER LEVER

”R” RIG HOLE

R P
CONTROL BOX
ATTACH BOLTS
(3 LOCATIONS)
MAXIMUM FORWARD
THRUST POWER
STOP

NUT
(2 LOCATIONS)

GEAR
GEAR FORK
BOLT
(2 LOCATIONS)
For Training Purposes Only

OUTER
COVER PLATE AUTO THROTTLE
BOLT ROTARY TRANSDUCER
FWD
(4 LOCATIONS)

INDEX MARKS

149328

Figure 39 MEC Fuel Control Box

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL SYSTEM
73-00

ATA 73 ENGINE FUEL AND CONTROL

73-00 GENERAL Main Engine Control (MEC)
The MEC is basically a speed governor which senses engine speed (RPM) and
adjusts the fuel flow as necessary to maintain the desired speed set by the
GENERAL DESCRIPTION thrust lever. The main engine control is hydromechanical and operates
The fuel distribution system is a hydromechanical system which provides and using fuel-operated servo valves. The MEC performs the following functions:
controls fuel flow to the engine combustor. S Controls engine speed by metering fuel to the engine fuel nozzles during all
The system also powers and schedules: modes of operation. Fuel not used by the MEC is returned to the fuel pump
S Variable stator vanes downstream of its low pressure element. The MEC also uses fuel from the
fuel pump as a hydraulic medium.
S Variable bleed valves
S Automatically schedules fuel flow to maintain the thrust lever speed setting
S High pressure turbine clearance control system.
and establishes the maximum safe fuel flow limit under any operating condi-
To maintain maximum engine performance within: tion. As conditions vary the limits vary according to predetermined accelera-
- stall margin, tion and deceleration schedules. In order for the MEC to determine the
- rotor speed, schedules, certain parameters such as compressor discharge pressure
(CDP), 9th-stage compressor bleed pressure (CBP), compressor inlet tem-
- compressor discharge pressure,
perature (CIT) and core engine speed (N2) must be sensed. The MEC sen-
- turbine temperature limits. ses these parameters and also amplifies and computes them to establish
The fuel cools the engine lubricating oil. acceleration and deceleration limits for fuel flow. The computed limits are
compared with actual fuel flow and are imposed when the limits are approa-
Fuel System Description ched.
Fuel from the aircraft fuel system enters the engine at the fuel pump inlet (35
psi), is pressurized through the low pressure stage of the fuel pump and flows Power Management Control (PMC)
through the fuel/oil heat exchanger and the fuel filter. Fuel then flows through The power PMC provides an electronic adjustment to the MEC. The PMC pro-
the high pressure stage of the fuel pump (at takeoff 870 psi) through the vides scheduled corrected fan (N1) speed within preset limits. The PMC is an
wash filter, and into the MEC. Some of the fuel is extracted through the pump analog electronic supervisory control system with limited authority. Primarily, it
wash filter, heated by the servo fuel heater and supplied to the MEC to provide integrates inputs of N1 fan speed, fan inlet temperature and pressure, and
clean, ice-free fuel for servo operation. The fuel pump has a higher fuel flow power lever angle, and provides signals to the main engine control (MEC) to
For Training Purposes Only

capacity than the fuel and control system requires, thus the fuel flow is divided modify N1 fan speed for better control of thrust settings.
in the MEC into metered flow and bypass flow. The bypass fuel is ported back
to the inlet side of the fuel/oil heat exchanger, and metered fuel from the MEC Pressurizing Valve
flows through the pressurizing valve, the fuel flow transmitter, the fuel manifold, The MEC contains a pressurizing valve down stream of the fuel metering valve
and fuel nozzles into the combustion chamber. to keep system pressure during low flow conditions. This makes sure there is
sufficient fuel pressure for servo operation and fuel metering. It is actuated by
the start lever.

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL SYSTEM
73-00

FLT CONTROL ON
w
INOP MASTER
IRS ENG CAUTION
a
MASTER OVERHEAD
FUEL CAUTION P5
P2 HPTCC VSV/VBV AIR COND
SYSTEM SYSTEM P2
FILTER
BYPASS N2
SCAVENGE
P5 OIL THRUST LEVER
PMC PS 12
T12
N1
SERVO FUEL PMC ON/OFF SWITCH
MAIN/OIL FUEL HEAT
EXCHANGER HEATER

ÇÇ
ÇÇÇÇ
RELIEF
VALVE ÇÇ
ÇÇÇÇ
ÇÇ
ÇÇÇ
Ç
ÇÇÇ
Ç
HEATED FUEL
TO MEC SERVO
THRUST/REVERS LEVER
T2
PS12

ÇÇÇÇÇ
26 PSID CONTROLS N2
CIT

Ç
TRIM CDP/CBP
COMMAND IDLE RESET SOLENOID

Ç
TORQUE MOTOR VBV RESET SOLENOID
PUMP FILTER

ÇÇ
Ç
RELIEF BYPASS
FILTER 1160 PSID 10 PSID
FUEL

Ç
FILTER BYPASS FUEL PRESSURIZING FUEL FLOW
DIFF. PRESS. 15 PSID METERING VALVE TRANSMITTER
SW. 12/10 PSID VALVE
R T
HP-PUMP
TO-870 PSI WASH FILTER

N2 INPUT TO MEC
For Training Purposes Only

BYPASS START LEVER

VALVE FUEL
FUEL IN NOZZLE
(20)
LP PUMP
FUEL PUMP MAIN ENGINE CONTROL

FUEL FUEL USED

PUSH
USED RESET
203380

Figure 40 Fuel System Schematic

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL DISTRIBUTION
73-1 1

FUEL DISTRIBUTION DESCRIPTION

Fuel Pump Main Oil/Fuel Heat Exchanger
The fuel pump is located on the accessory gearbox (AGB) aft face between the The main oil/fuel heat exchanger is attached to the fuel pump. It is located at
horizontal drive shaft housing and the lubrication unit at the 8 o’clock position. the 9 o’clock position on the fan case. The main oil/fuel heat exchanger is a
The fuel pump pressurizes and circulates fuel within the fuel system. tubular type consisting of the housing, removable core and core access
S The fuel pump contains a LP stage (centrifugal boost stage), that delivers a cover. The fuel portions of the heat exchanger contain a bypass valve. This
boost pressure to the HP stage to avoid pump cavitation. permits fuel to bypass the core in the event of a blockage (>26psid).
S The fuel pump contains a HP stage positive displacement type pump (gear
pump). It delivers, for a given number of revolutions, a constant fuel flow
regardless of the discharge pressure.
Fuel Filter
The fuel filter is found between the heat exchanger for fuel/oil and the high
pressure stage of the fuel pump. The fuel filter stops ice and unwanted parti-
cles in the fuel. This is so that they cannot cause damage to the high pressure
stage of the fuel pump and the MEC. If the filter becomes clogged, a bypass
valve releases the fuel to the high pressure stage of the fuel pump.

Fuel Filter Differential Pressure Switch

The fuel filter bypass warning system is provided to warn the flight crew of im-
pending fuel filter bypass resulting from a clogged fuel filter.

Wash Filter
The wash filter prevents contaminants, larger than 60 microns, from entering
the MEC servo controls. Should the filter clog, the bypass valve relieves the
fuel to the MEC servo controls.
Servo Fuel Heater
For Training Purposes Only

The servo fuel heater is attached to the aft side of the fuel/oil heat exchanger,
located between the transfer gearbox and MEC. The servo fuel heater raises
the fuel temperature to prevent ice from entering the control servos inside the
MEC.

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL DISTRIBUTION
73-1 1

FUEL FLOW TRANSMITTER FUEL OUTLET

LINE HP STAGE
RELIEF VALVE
FUEL SUPPLY
INLET LINE
FUEL INLET
MOUNTING FLANGE
FOR ATTACHMENT
SERVO FUEL TO AGB
HEATER

MAIN DRIVE
SHAFT

OIL/FUEL HEAT
EXCHANGER

WASH FILTER
INSIDE

QAD RING OUTLET PORT

TO HEAT EXCH.
RETURN PORT FROM
HEAT EXCHANGER
FUEL PUMP

CDP LINE

QAD RING JACKING BLOCK

USED AS THRUST
MAIN ENGINE PLATE FOR QAD
CONTROL (MEC) RING REMOVAL
INSTALL
A10103
BALL SEAT
For Training Purposes Only

WASHER

FUEL OUTLET
PRESSURE LINE

FUEL REMOVE
FILTER

FUEL INLET BOLT INSTALLED

PRESSURE LINE FUEL FILTER DIFFERENTIAL
206222 BACKWARDS THROUGH
116246 CAPTIVE BARREL
PRESSURE SWITCH NUT FOR JACKING

Figure 41 Fuel Pump

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL DISTRIBUTION
73-1 1

MANIFOLDS AND NOZZLES

Fuel Manifold
The fuel manifold is composed of 2 halves with a 3-piece drain manifold. The
fuel manifold is connected to a Y-shaped supply tube at approximately the 5
and 6 o’clock positions. Each connection of the Y has an individual drain tube
that is secured to the fuel manifold by bolts. Each manifold half incorporates 10
fuel nozzle connections. The complete fuel manifold supplies fuel to 20 fuel
nozzles.
Fuel Nozzles
Fuel nozzles are installed into the combustion case at 20 locations. Each
nozzle is connected to a fuel manifold and drain manifold. The fuel nozzles are
numerically identified clockwise beginning just right of 12 o’clock position.
Each nozzle contains:
S a primary and a secondary flow path,
S a check valve, which closes the primary stage at a pressure < 15-25 psi.
S a flow divider valve which opens the secondary Stage >110 psi.
S a fuel strainer
The fuel nozzle are identified by colored band:
S BLUE band: This nozzles are the standard nozzle. The are installed in all
positions excluding position 7 / 8 and 14 / 15.
S BROWN or PURPLE band:
This nozzles are installed in position 7 / 8 and 14 / 15.
This nozzle has 43% more flow.

Drain Manifold
The drain manifold has 15 integral and 5 removable drain tubes and is connec-
For Training Purposes Only

ted to each fuel nozzle. The 5 removable drain tubes are to facilitate borescop-
ing.

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL DISTRIBUTION
73-1 1

20 1
2
19
3
18
FUEL FUEL NOZZLE 4
MANIFOLD 17 POSITION
DRAIN 5
NOZZLE MANIFOLD 16
AFT LOOKING FORWARD
NO. 15 6
POS 15
POS 7
NOZZLE POS 14
NO. 14 POS 8
13
9
12 10
11

116290

180935
LEFT IGNITER PLUG
INLET
STRAINER
LOCATION
AT NOZZLE POSITIONS ALL OTHER NOZZLE POSITION ID COLOR BAND (Only in Parker-
SHROUD Hannifin Fuel Nozzle)
3,6,8,11 & 18 FUEL CONNECTOR
FUEL NOZZLE
MANIFOLD COUPLING SHROUD
NUT
For Training Purposes Only

DRAIN FLOW DIVIDER

MANIFOLD VALVE

DRAIN LINE DRAIN LINE

O-RING FUEL SUPPLY NOZZLE TUBE
DRAIN MANIFOLD/ 116292
LINE
LINE CONNECTOR

NOZZLE TIP
116384

Figure 42 Fuel Nozzle Installation

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL DISTRIBUTION
73-1 1

IDLE CONTROL
The idle reset solenoid circuit is separate from the LOW IDLE light circuit and 1 2
provides high and low engine idle. ENGINE
S LOW IDLE (GRD) REVERSER REVERSER

The solenoids, when energized, regulates a lower idle RPM. This is accom-
PMC PMC
plished when the airplane is 4 seconds on the ground.
S HIGH IDLE (AIR)
ON ON
The solenoids, when deenergized in flight, regulates approximately 10% w w
LOW IDLE
higher idle RPM. INOP INOP
a a

VBV Reset Solenoid

Receives an electrical signal when the reverser is in reverse thrust position.
Opens the VBV‘s 5_ wider. LOW IDLE LIGHT (amber)

(Deactivated on ground)
ON- Indicates one or both
Engines are operating
below high idle in flight.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL DISTRIBUTION
73-1 1

SERVO VBV RESET

FUEL SOLENOID
IDLE RESET HEATER
SOLENOID

INBD

FWD
MEC
For Training Purposes Only

LOOKING UP

MEC

FWD

Figure 43 Idle and VBV Reset Solenoid

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL DISTRIBUTION
73-1 1

FUEL FILTER BYPASS WARNING SYSTEM

The fuel filter bypass warning system provides an indication of an excessive
pressure differential across the fuel filter.
It consist of an:
S Fuel Filter Differentail Pressure Switch
The fuel filter differential pressure switch is flange mounted to the fan case
just above the upper drain line support block at the 7 o’clock position. Two
flexible lines are connected between the switch and the fuel filter inlet pres-
sure port and outlet pressure port on the fuel filter housing.
When blockage in the fuel filter causes the differential pressure to exceed
12.5 psi the pressure switch closes. When the differential pressure decrea-
ses to less than 10 psi, the switch will open.
S Filter Bypass Warning Light
Two FILTER BYPASS warning lights, one for each engine, are located on
the fuel module, on the pilot’s forward overhead panel, P5-2.
The FILTER BYPASS warning light and the left and right MASTER CAU-
TION lights will illuminate amber when the fuel filter is about to be bypas-
sed.
NOTE: Illumination of the FILTER BYPASS light does not necessarily indicate
that bypass has occurred since the filter bypass valve will not open until
15 psig is reached.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL DISTRIBUTION
73-1 1

MC FUEL

P
28/16V DC A
C313
MASTER DIM
SEC 1 A

ENG 2 FUEL FILTER

BYPASS LIGHT S241 FUEL FILTER
DIFFERENTIAL
PRESSURE SW

ENGINE 2

TEST

R33 MASTER
TEST RELAY FUEL VALVE FUEL VALVE
CLOSED 0 CLOSED
-20 FUEL+20
TEMP FUEL OUTLET
-40 +40 PRESSURE LINE

FUEL
C FILTER

FILTER VALVE FILTER

For Training Purposes Only

BYPASS OPEN BYPASS FUEL INLET

PRESSURE LINE FUEL FILTER DIFFERENTIAL
PRESSURE SWITCH

LOAD CONTROL CENTER P5-2 FUEL SYSTEM MODULE

116246 / 118354

Figure 44 Fuel Filter Bypass Warning System Schematic

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
CONTROLLING
73-20

COMPRESSOR INLET TEMPERATURE (CIT) SENSOR

The CIT Sensor is a temperature sensor for the MEC. It responds to the sen-
sed primary inlet engine air temperature and provides a hydraulic signal pres-
sure (using fuel as a medium), which is a function of compressor inlet tempera-
ture, to the MEC.
The MEC uses this hydraulic signal to establish parameters in controlling of: SENSING COIL
S acceleration/deceleration and engine start fuel flow schedules,
S variable stator vane position
S and variable bleed valve position.
The sensor is mounted into a port between the 5 and 6 o’clock struts on the fan
frame with the coil projecting into the high pressure compressor (HPC) inlet
airstream, just forward of the inlet guide vanes (IGV).
MOTOR BELLOWS
OPERATION
The CIT sensor changes the CIT into a hydraulic signal pressure to the MEC.
This pressure actuates a servo system that sets the 3D cam axially.
SERVO PRESSURE REGULATING VALVE
The compressor inlet temperature (CIT) sensor consists of a guarded, constant
volume, gas filled coil, and a metering valve which controls or meters fuel
across the orifice. The temperature sensing coil has a constant volume; there-
fore, the gas pressure inside the coil is proportional to the temperature. The
coil is connected to the sensing bellows so that any change in gas pres-
sure within the coil changes the force on the feedback bellows and spring. The RETURN TO MEC
feedback bellows force is a result of the fuel pressure inside the bellows which
is controlled by the metering valve. When CIT changes, the gas pressure in-
side the sensing bellows varies, thereby opening or closing the metering valve. EVACUATED
The metering valve changes the fuel pressure which alters the force on the REFERENCE BELLOWS
feedback bellows, thus balancing the sensing bellows force. The differential
For Training Purposes Only

fuel pressure, thus, is proportional to the temperature at the sensing coil. This
fuel pressure is then used by the MEC as a scheduling parameter.
CIT SENSOR
A decrease in temperature (cold shift) will decrease the pressure signal to
the MEC. The affect is to decrease speed and position the 3D cam to make
sure the VSVs will track on the open side of the schedule. An incorrect CIT
(cold shift) input could cause a compressor stall. A full (cold shift) failure of the
CIT sensor will cause a large drop in hydraulic signal pressure and will move
the VSV schedule to its fail-safe position. The result will be a power loss but
no stall.

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
CONTROLLING
73-20

FAN FRAME
MID BOX STRUCTURE

CIT SENSOR

P6 FITTING
PRIMARY
CIT SENSOR AIR FLOW
PB FITTING

SECONDARY
AIR FLOW

P6 CIT SENSOR
SHROUD DRAIN FITTING COIL GUARD
RAIN SHIELD
PBFITTING
For Training Purposes Only

FWD
P6 FITTING
HOUSING
SHROUD DRAIN PB FITTING

Figure 45 CIT Sensor

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
CONTROLLING
73-20

FAN INLET TEMPERATURE SENSOR (T2 SENSOR)

The T2 temperature sensor, on the inlet cowl at the 10 o’clock position, senses
inlet air temperature. The T2 sending unit is directly above the accessory gear
box (AGB) at the 10 o’clock position. The T2 sending unit provides a hydraulic
signal pressure, which is a function of inlet air temperature, to the MEC using
fuel as a medium. The MEC uses the hydraulic signal to establish parameters
to control low and high idle power schedules. The T2 sensor works the same
as the CIT sensor.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
CONTROLLING
73-20

T2 TEMPERATURE
SENSOR HOUSING

T2 TEMPERATURE
SENSOR ELEMENT

T2 ELEMENT INLET
COWL
For Training Purposes Only

131876

Figure 46 T2 Sensor
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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
CONTROLLING
73-20

COMPRESSOR BIAS PRESSURE (CBP) SENSOR

The CBP sensor measure the flow rate of 9-stage air of the pneumatic system,
to regulates a constant acceleration time.
The CDP input is biased by a CBP measurement to provide automatic resetting
of the acceleration schedule to maintain rapid acceleration times when airplane
bleed demands are large and provide adequate stall margins when bleed de-
mands are lower. The CBP signal is obtained from a venturi sensor put on the
CDP extraction port. The pressure measurement from the venturi, which is a
function of the flow rate, is transmitted by tubing to the control CBP sensor and
emposes a bias on the CDP sensor which changes CDP cam positioning to
allow for a higher acceleration rate when airplane bleed rates are higher.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
CONTROLLING
73-20

COMBUSTION
HIGH PRESSURE CASE
COMPRESSOR (HPC)
BLEED PORT

9TH-ST AGE
FLANGE 9TH-STAGE
DUCT

BLEED
BIAS
SENSOR

INNER VENTURI

9th AIR
CBP SENSOR

INNER CBP SENSE PORT

VENTURI
EXIT EXIT VENTURI
VENTURI
For Training Purposes Only

COMPRESSOR
BLEED PRESSURE
(CBP) TUBING
TO MEC

CBP PRESSURE TO MEC

BLEED BIAS SENSOR 103880

Figure 47 Bleed Bias Sensor

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
CONTROLLING
73-20

MEC ADJUSTMENT
The MEC provides for adjustment of the following items:
S LOW IDLE adjust
S HIGH IDLE adjust
The high idle adjustment is internal in the MEC behind the low idle speed
assembly. When a high idle adjustment is required, the low idle speed as-
sembly must be removed.
S PART POWER adjust
- Move the power trim cover away before you turn the part power trim
screw.
S SPECIFIC GRAVITY adjust
If you change to a different fuel type, you must change the specific gravity
position on the MEC.
S All the adjustments are located on the bottom side of MEC.
NOTE: All adjustments are made with the engine shut down.
For Training Purposes Only

FRA US/T gz 21.6.96 Page: 96

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
CONTROLLING
73-20

HIGH IDLE SPEED

ADJUSTMENT
LOW IDLE SPEED ADJUSTMENT (INSIDE PORT)

LOW IDLE SPEED

MEC ADJUSTMENT
ASSEMBLY

PREFORMED
FUEL PACKING
CONTROL
TAB SCREW
BOX

POWER TRIM
ADJUSTMENT
SCREW
SPECIFIC (UNDER COVER)
GRAVITY
ADJUSTMENT
For Training Purposes Only

156161

MAIN ENGINE CONTROL - BOTTOM VIEW

Figure 48 MEC Adjustment

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
CONTROLLING
73-20

IDLE CONTROL CIRCUIT

The idle reset solenoid circuit is separate from the LOW IDLE light circuit and
provides high and low engine idle.
S LOW IDLE (GRD)
The solenoids, when energized, regulates a lower idle RPM. This is accom-
plished when the aircraft is more than 4 seconds on the ground.
S HIGH IDLE (AIR)
The solenoids, when deenergized in flight, regulates approximately 10% N2
higher idle RPM.

Low Idle Warning Light

The LOW IDLE warning light is illuminated in the following cases:
S Aircraft is in air,
S AIR/GRD circuit is failed in GRD
S and either thrust lever is set to 9.5_ or less.
or:
S Aircraft is in air,
S Start lever is set to IDLE
S and respective engine speed (N1) is less than <25%.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
CONTROLLING
73-20

AIR
28V DC 4 SEC
GND SENSING TIME DELAY
ENGINE GND RELAY
IDLE M 528 ENGINE
E11 SHELF ACCESSORY
CONTROL UNIT

P6 LOAD CONTROL
ENG 1 - IDLE
CENTER
SOLENOID
MEC

0-9 1/2

ENG 2 - IDLE
SOLENOID
ENG 1
P5 MEC
TLA PANEL

0-9 1/2

ENG 2
TLA CUT CUT
OFF OFF
IDLE IDLE
For Training Purposes Only

START ENG 1 START ENG 2

LEVER LEVER
A MD&T GND

MD&T AIR SENSING

A N1 <25% N1 <25%
RELAY
LOW IDLE AIR
P5 OVERHEAD PANEL E11 SHELF N1 ENG 1 N1 ENG 2
INDICATOR INDICATOR
267506

Figure 49 Idle Control Schematic

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
MAIN ENGINE CONTROL
73-21

MEC DESCRIPTION
1. Throttle Cam S The differential pressure pilot valve can be actuated to open the bypass
Is rotated by the thrust or reverse lever in a clockwise or counter-clockwise valve and bypass more fuel by an overspeed trip coupled to the tachometer
direction (FWD/REV thrust ). Rotation of the cam alters the spring tension of servo system to prevent accidental overspeed (>105.4%-107% N2) of the
the speed governor and therefore influences the position of the flyweights. engine.
The fuel shutoff lever actuates via the ∆P pilot valve, the bypass valve as fol-
2. Speed Governor lowing:
S Monitors actual core engine (N2) speed through engine driven flyweights. S CUTOFF Bypass Valve is open
S Adjusts and maintains the desired engine speed. S IDLE Bypass Valve is in regulating position.
S Responds to variations in spring tension and influences via the flyweight
position the governor pilot valve. 6. Bypass Valve
S Is controlled by the P pilot valve.
3. Governor Pilot Valve
S Returns excess fuel not needed for combustion to the fuel pump boost
S Receives a signal from the speed governor and alters via the governor stage inlet.
servo the position of the fuel metering valve.
S Can be limited by the limit pilot valve, by altering the servo pressure, e.g. 7. Pressurizing Valve
during rapid acceleration/deceleration. S Is controlled by the fuel shut off lever
S Allows or blocks fuel flow to the combustion system.
4. Fuel Metering Valve
S Is controlled by the speed governor servo and establishes and maintains for 8. T2 Servo
all engine speeds the required fuel flow. S Receives from the T2 sensor a fuel pressure signal proportional to fan inlet
S The position of the fuel metering valve is passed on to the limiting linkage temperature.
via the fuel valve cam. S Passes the signal on to the full throttle cam (3 D cam) and rotates it.
S In the closed position there is a minimum fuel flow of 200Kg/h.
9. PS12 Altitude Sensor
5. Delta P Pilot Valve S Receives a pressure signal via four static ports located in the fan inlet case.
S Changes in the metering valve orifice size change the differential pressure S Passes the signal via a servo on to the full throttle cam and shift it axially.
For Training Purposes Only

sensed across the orifice. This differential pressure change operates the
bypass valve to bypass more or less fuel if it is necessary to keep a con-
stant pressure differential across the metering valve.
S The differential pressure, is adjusted to provide the correct fuel flow for diffe-
rent specific gravity fuels by turning the specific gravity screw of the diffe-
rential pressure pilot valve. A higher differential pressure is established for
a lower gravity fuel which will cause less fuel to be bypassed. This is done
to supply the engine with more volume of fuel to make sure the same heat
value for a given power command.

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
MAIN ENGINE CONTROL
73-21

VARIABLE VARIABLE
FIT SENSOR CIT SENSOR STATOR BLEED
T2 T25 VANES VALVES

VSV ACTUATOR VBV

N2 SPEED CDP CBP
PS12 SIGNAL MOTOR

FROM THRUST

Â
REVERSER

Â
T2
SERVO ALTITUDE VBV PILOT VBV RESET

Â
SENSOR TACHO VSV PILOT
VALVE VALVE SOLENOID
GOVERNOR

Â
CDP
SENSOR

Â
P FULL
HPTCC TIMER
THROTTLE
HPTCC AND LOCKOUT

Â
3D CAM VALVE 3 SOLENOID 9 TH
TACHO CDP CIT VALVE STAGE

Â
IDLE RESET PILOT PILOT PILOT
VALVE VALVE VALVE HPTCC

Â
SOLENOID
VALVE 2
SERVO SERVO SERVO
LOW/HIGH
IDLE ADJUST.
MOD.
IDLE
N2K
Â
Â
HPTCC
VALVE 1
HPTCC

Â
CIT/N2
OVERSPEED VALVE 5 TH
3D CAM STAGE
TRIP LEVER

Â
TC VALVE
CAM FROM SERVO

Â
SPEED TRIM FUEL HEATER
PRESSURIZING

Â
FROM PMC TORQUE VALVE
MOTOR CDP

Â
CAM TO FUEL
NOZZLES

Â
PART POWER GOV. SERVO
ADJUST.

Â
LIMIT FUEL METERING
For Training Purposes Only

LINKAGE VALVE

Â
TO PMC

Â
PUMP
POWER P SUPPLY

Â
LEVER PLA GOVERNOR PILOT
LIMIT PILOT
PILOT VALVE BACK TO
RVDT THROTTLE VALVE VALVE PUMP
CAM
SPEED GOVERNOR BYPASS
VALVE
FUEL
SHUTOFF
LEVER
MAIN ENGINE CONTROL
GRAVITY ADJUST.

Figure 50 MEC Schematic

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ENGINE FUEL AND CONTROL B737-300/400/500
MAIN ENGINE CONTROL
73-21
10. Full Throttle Cam (3D Cam) 15. PLA-Transducer
S The 3D cam position depends by T2 and PS 12 An extension of the power lever shaft actuates the rotor of an electrical position
S Contains on one side a contour for N2 K control which : transducer. The power output of this sensor is sent to the power management
control (PMC) as an power lever position.
- corrects the N2 command signal from the power lever by varying the
spring tension at the speed governor 16. Tachometer Pilot Valve
- enables constant thrust at different ambient conditions S Receives the actual N2 speed from the N2 tacho governor.
- is active in all steady state conditions. S It is independent from the speed governor system and controls a servo
S has on the other side a contour for modulate idle when ambient conditions which rotates the:
change - 3 D cam
- T2 increase - N2/N1 increase - turbine clearance valve cam
- PS 12 decrease - N2/N1 increase - overspeed trip lever
11. Idle Reset Solenoid 17. CIT Pilot Valve
The idle reset solenoid circuit provides high and low engine idle. S Receives from the CIT sensor a fuel pressure signal proportional to the ac-
S LOW IDLE (GRD) tual compressor inlet temperature.
The solenoids, when energized, regulates a lower idle RPM. This is accom- S It controls a servo which shifts the 3 D cam axially and provides a fuel flow
plished when the airplane is 4 seconds on the ground. limitation for:
S HIGH IDLE (AIR) - engine start
The solenoids, when deenergized in flight, regulates approximately 10% - acceleration
higher idle RPM. - deceleration
12. Low/High Idle Adjust 18. 3D Cam
S Is performed on two separate adjustment screws in accordance with trim S Changes its position influenced by CIT and N2.
charts (MM chap.71).
S It has on one side a contour, which traced by the limiting linkage influences
Adjustment is carried out when the engine is not running.
the fuel flow for acceleration and deceleration.
13. Part Power Adjust S It has on the other side a contour for controlling the variable stator vanes
S Is necessary to have at a defined thrust lever position (throttles aligned) a (VSV’s)
For Training Purposes Only

defined thrust.
S Alters the spring tension of the speed governor.
S Correct part power N2 adjustment is checked during engine run up with rig-
ging pin installed. Adjustment is carried out when the engine is not running.
14. Speed Trim Torque Motor
S Receives an electrical signal from the power management control (PMC).
Influences the power lever input by varying the spring tension of the speed
governor. It‘s active in forward and reverse thrust.

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
MAIN ENGINE CONTROL
73-21

VARIABLE VARIABLE
FIT SENSOR CIT SENSOR STATOR BLEED
T2 T25 VANES VALVES

VSV ACTUATOR VBV

N2 SPEED CDP CBP
PS12 SIGNAL MOTOR

FROM THRUST

Â
REVERSER

Â
T2
SERVO ALTITUDE VBV PILOT VBV RESET

Â
SENSOR TACHO VSV PILOT
VALVE VALVE SOLENOID
GOVERNOR

Â
CDP
SENSOR

Â
P FULL
HPTCC TIMER
THROTTLE
HPTCC AND LOCKOUT

Â
3D CAM VALVE 3 SOLENOID 9 TH
TACHO CDP CIT VALVE STAGE

Â
IDLE RESET PILOT PILOT PILOT
VALVE VALVE VALVE HPTCC

Â
SOLENOID
VALVE 2
SERVO SERVO SERVO
LOW/HIGH
IDLE ADJUST.
MOD.
IDLE
N2K
Â
Â
HPTCC
VALVE 1
HPTCC

Â
CIT/N2
OVERSPEED VALVE 5 TH
3D CAM STAGE
TRIP LEVER

Â
TC VALVE
CAM FROM SERVO

Â
SPEED TRIM FUEL HEATER
PRESSURIZING

Â
FROM PMC TORQUE VALVE
MOTOR CDP

Â
CAM TO FUEL
NOZZLES

Â
PART POWER GOV. SERVO
ADJUST.

Â
LIMIT FUEL METERING
For Training Purposes Only

LINKAGE VALVE

Â
TO PMC

Â
PUMP
POWER P SUPPLY

Â
LEVER PLA GOVERNOR PILOT
LIMIT PILOT
PILOT VALVE BACK TO
RVDT THROTTLE VALVE VALVE PUMP
CAM
SPEED GOVERNOR BYPASS
VALVE
FUEL
SHUTOFF
LEVER
MAIN ENGINE CONTROL
GRAVITY ADJUST.

Figure 51 MEC Schematic

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ENGINE FUEL AND CONTROL B737-300/400/500
MAIN ENGINE CONTROL
73-21
19. Compressor Discharge Pressure (CDP) Sensor 23. Overspeed Trip Lever
Detects the air flow through the compressor and receives the following input The overspeed trip lever is controlled by the tachometer pilot valve servo. If the
signals: N2 RPM is too high (105,4%-107%N2) a signal is given to the P pilot valve
S compressor discharge pressure (CDP) which causes:
S compressor bleed pressure (CBP) S a wider opening of the bypass valve and a decreasing fuel flow.
The sensor converts both pressure signals into a common fuel pressure signal 24. Variable Stator Vane (VSV) Pilot Valve
which is used to control the CDP pilot valve.
S The pilot valve controls the position and the track schedule of the VSV’s.
It‘s influenced by the CBP signal. With bleed on the CBP signal increases the It receives an input signal from the 3 D cam and is therefore only based on
CDP signal and improves the acceleration behavior at lower idle RPM’s. CIT and N2 RPM.
20. CDP Pilot Valve S It receives a vane position signal via feedback cable.
Receives a fuel pressure signal from the CDP sensor. It controls via a servo S The pilot valve controls high pressure fuel, as working pressure for the VSV
the CDP cam. The CD cam gives an input to the limit linkage to control the fuel actuators, to alter the vane position.
flow at:
25. Variable Bleed Valves (VBV) Pilot Valve
S engine start
S The pilot valve controls the position and track schedule of the VBV’s.
S acceleration
S It receives as input signal the vane feedback signal and is therefore depen-
It passes a signal via the CDP cam and the limit linkage on to the limit pilot dent on the vane position.
valve, (only when CDP is too high) to prevent overboosting.
S It receives the VBV position via a feedback cable.
21. Limit Linkage S The pilot valve controls high pressure fuel as working pressure for the VBV
The limiter linkage limits the fuel flow for acceleration, deceleration and over- fuel gear motor.
boost.
26. VBV Reset Solenoid
It passes, only when a limit is reached, a signal on to the limit pilot valve.
Receives an electrical signal when the reverser is in reverse thrust position.
22. Limit Pilot Valve Opens the VBV‘s 5_ wider.
The limit pilot valve receives a signal from the limit linkage whenever a limit is 27. Turbine Clearance Valve TC1,TC2 and TC3.
reached. It limits the output signal from the governor pilot valve to the fuel me-
S Their function is to control the HPT clearance control valve with high pres-
tering valve and therefore the fuel flow for:
sure fuel as the medium. It receive inputs from the TC1 and TC2 valve cam,
For Training Purposes Only

S acceleration which is controlled by the N2 tacho governor via the tacho pilot valve and
S deceleration servo.
The limit pilot valve provides a signal toward close to the fuel metering valve in S ON ENGINES WITH THE HPTCC TIMER,
case of a too high CDP signal to prevent overboosting. initiates turbine clearance control timer sequencing by supplying TC3 signal
pressure to the timer when core engine speed reaches a specific rpm during
initial acceleration to takeoff power.

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
MAIN ENGINE CONTROL
73-21

VARIABLE VARIABLE
FIT SENSOR CIT SENSOR STATOR BLEED
T2 T25 VANES VALVES

VSV ACTUATOR VBV

N2 SPEED CDP CBP
PS12 SIGNAL MOTOR

FROM THRUST

Â
REVERSER

Â
T2
SERVO ALTITUDE VBV PILOT VBV RESET

Â
SENSOR TACHO VSV PILOT
VALVE VALVE SOLENOID
GOVERNOR

Â
CDP
SENSOR

Â
P FULL
HPTCC TIMER
THROTTLE
HPTCC AND LOCKOUT

Â
3D CAM VALVE 3 SOLENOID 9 TH
TACHO CDP CIT VALVE STAGE

Â
IDLE RESET PILOT PILOT PILOT
VALVE VALVE VALVE HPTCC

Â
SOLENOID
VALVE 2
SERVO SERVO SERVO
LOW/HIGH
IDLE ADJUST.
MOD.
IDLE
N2K
Â
Â
HPTCC
VALVE 1
HPTCC

Â
CIT/N2
OVERSPEED VALVE 5 TH
3D CAM STAGE
TRIP LEVER

Â
TC VALVE
CAM FROM SERVO

Â
SPEED TRIM FUEL HEATER
PRESSURIZING

Â
FROM PMC TORQUE VALVE
MOTOR CDP

Â
CAM TO FUEL
NOZZLES

Â
PART POWER GOV. SERVO
ADJUST.

Â
LIMIT FUEL METERING
For Training Purposes Only

LINKAGE VALVE

Â
TO PMC

Â
PUMP
POWER P SUPPLY

Â
LEVER PLA GOVERNOR PILOT
LIMIT PILOT
PILOT VALVE BACK TO
RVDT THROTTLE VALVE VALVE PUMP
CAM
SPEED GOVERNOR BYPASS
VALVE
FUEL
SHUTOFF
LEVER
MAIN ENGINE CONTROL
GRAVITY ADJUST.

Figure 52 MEC Schematic

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL INDICATION
73-30

FUEL FLOW INDICATING SYSTEM (CONF. 1)

Purpose
The fuel flow indicating system is to provide a visual indication of the fuel con-
sumption rate and fuel consumed for each engine.

System Description
The system consists of a flowmeter transmitter, indicator and a reset switch.

Component Location
The flowmeter transmitter is on the left side of the engine fan case, the indica-
tor and reset switch are on the primary engine display panel in the flight
compartment.

Physical Description
The fuel flow rate is indicated by graduations around the circular face of the dial
and simultaneously by a digital display LED (Light Emitted Diodes) counter in
the indicator.
The fuel flow indicator displays fuel flow rates over a range of 127 to 5,500 kilo-
grams per hour on indicators in kilograms.
Total fuel consumed is displayed by the same digital display counter when the
FUEL USED switch is pressed.
The RESET FUEL USED switch permits the digital display for the fuel used to
be set back to zero when the switch is pressed.

Operation
The amount of fuel flowing through the transmitter is sensed and the corre-
sponding signal is sent to the indicator. The indicator displays rate or fuel used
For Training Purposes Only

depending on the switch position.

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ENGINE FUEL AND CONTROL B737-300/400/500
FUEL INDICATION
73-30

28V DC x1000
BAT. BUS
EIS PRI 1 PULL PULL
TO TO
SET SET
N1 N1
FF/FU
ACMS
OUTPUT FUEL
FUEL USED
PUSH RESET
SIGNAL USED

PRIMARY ENGINE PRIMAR ENGINE DISPLAY

DISPLAY

FLIGHT COMPARTMENT

FUEL INLET FUEL

OUTLET
For Training Purposes Only

FUEL FLOW
TRANSMITTER

FUEL FLOW FWD

TRANSMITTER

Figure 53 Fuel Flow Indication

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL INDICATION
73-30

FUEL FLOW INDICATING SYSTEM (CONF. 2)

The fuel flow indicating system gives a visual indication of the fuel flow rate and
fuel used for each engine.
The system consist of:
S Fuel Flow Transmitter
The rate of fuel flow to each engine is measured by a fuel flow transmitter.
S Fuel Flow Indicator
The fuel flow rate is indicated by graduations around the circular face of the
dial and simultaneusly by a digital display LED (Light Emitted Diodes) coun-
ter in the indicator.
The fuel flow indicator displays fuel flow rates of 127 to 5,500 kilograms
per hour on indicators in kilograms.
Total fuel consumed is displayed by the same digital display counter when
the FUEL switch is positioned to USED.
S Fuel Flow Switch
The FUEL switch permits the digital display for the fuel used to be set back
to the zero position when the FUEL switch is put in the RESET position.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL INDICATION
73-30

FUEL FLOW SWITCH

6 0 FUEL FLOW
RATE/USED RESET
5 1 RATE
FF
FUEL FLOW X USED
INDICATOR 28V DC 4 2
3 FUEL FLOW SWITCH

FLIGHT COMPARTMENT

FUEL INLET FUEL

OUTLET
For Training Purposes Only

FUEL FLOW
TRANSMITTER

FUEL FLOW FWD

TRANSMITTER

Figure 54 Fuel Flow Indication

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ENGINE FUEL AND CONTROL B737-300/400/500
FUEL INDICATION
73-31

FUEL FLOW IND. SYST. DESCRIPT. (CONF. 2)

The fuel flow/used indicator gives a continuous indication of fuel flow rate and
fuel used.
To do this, the indicator uses the start and stop pulses from the fuel flow trans-
mitter.
Primary function of the indicator is to process the time interval between the
start and stop pulses which is proportional to the flow rate and display coarse
and fine indication of FFR using dial pointer.
When the FUEL FLOW switch is positioned to:
S RATE
The fuel flow rate is indicated by graduations around the circular face of the
dial and simultaneusly by a digital display LED (Light Emitted Diodes) coun-
ter in the indicator.
S USED
Total fuel consumed is displayed by the same digital display counter when
the FUEL switch is positioned to USED.
S RESET
The FUEL switch permits the digital display for fuel used to be set back to
zero when the FUEL switch is positioned to RESET.
Secondary functions of the fuel flow indicator are as follows:
S Accept an external 28 v dc voltage from a test unit which causes all diodes
in the LED display to illuminate.
S Provide a dc voltage proportional to the fuel flow rate indicated by the indi-
cator pointer to supply the fuel flow data to the data recording and reporting
systems if installed.
S Indicate a failure or low voltage of the 28 v dc supply by means of blanking
For Training Purposes Only

the LED display and driving the indicator pointer to below the zero scale
mark on the dial.
S Indicate excessive servo system error by means of blanking the LED dis-
play.

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ENGINE FUEL AND CONTROL B737-300/400/500
FUEL INDICATION
73-31

28V DC BUS 2

POWER +V
SUPPLY TEST MASTER TEST
FUEL FLOW 3 4 0 0 LOGIC
IND-2

DISPLAY
LIGHTING DRIVER
P6 LOAD CONTROL CENTER

TIMER/ FUEL USED

COUNTER COUNTER

FUEL FLOW
TRANSMITTER
ENGINE 2 6 0
RATE/USED
5 1
FF
4 X 2
FUEL FLOW DATA 3
TO THE DATA RE- 0-5
CORDING SYS- VDC
TEM
ENGINE 2 FUEL FLOW INDICATOR
For Training Purposes Only

FUEL FLOW
RESET RESET
RATE
RATE
USED
USED

FUEL FLOW SWITCH

P2 PILOT’S CENTER INSTRUMENT PANEL

Figure 55 Fuel Flow Indicating System Schematic

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL INDICATION
73-31

FUEL FLOW TRANSMITTER

The rate of fuel flow to each engine is measured by a fuel flow transmitter
found on each engine on the left side of the fan case just above the transfer
gearbox (TGB).

Description
The fuel flow transmitter uses the angular momentum of a rotor to measure the
mass flow rate. It is made to minimize the drop in fuel pressure across the
transmitter. External power is not necessary.
Fuel goes in the transmitter and flows to a swirl generator. The swirl genera-
tor causes the fuel to swirl around or turn as the fuel goes through the angled
fins. The swirling fuel causes the rotor to turn. The rotor has two magnets atta-
ched to its surface. One magnet on the rotor induces a start pulse in a coil
each time the magnet passes the coil. Fuel then flows to a spring restrained
turbine. The turbine moves radially as the fuel passes through it. The turbine
has a signal blade which protrudes back to the rotor. A stop pulse is induced
each time the second magnet on the spinning rotor passes the signal blade.
The time interval between the start and stop pulses is measured by the fuel
flow indicator and converted to a fuel flow rate.
The resulting fuel flow is displayed on the fuel flow indicator found on the bot-
tom of the pilots’ center instrument panel.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
FUEL INDICATION
73-31

ROTOR SIGNAL TURBINE COLLECTOR

BLADE RING
SWIRL
GENERATOR

DOUBLE SPRING
FINGERS RESTRAINING
SPRING

FUEL FLOW ÇÇÇ

ÇÇÇ
FUEL FLOW TO

ÇÇÇ
FROM MEC FUEL MANIFOLD

ÇÇÇ
N
S

START
MAGNET START
STOP MAGNET STOP COIL
COIL
For Training Purposes Only

STOP

COMMON

START

Figure 56 Fuel Flow Transmitter Flow Diagram

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
POWER MANAGMENT CONTROL PMC
73-21

POWER MANAGMENT CONTROL (PMC)

Purpose
The power management control (PMC) provides an electronic override of the
main engine control (MEC) to set corrected fan speed as a function of power
lever angle (PLA), fan inlet pressure (PS 12) and fan inlet temperature (T 12).
This PMC function frees the flight crew from calculating altitude and tempera-
ture changes and the subsequent thrust lever adjustment.
System Description
The PMC system consists of control switches with indicating lights and with
electrical and pneumatic controls.
General Component Location
The PMC is located on the engine fan case at 2 o’ clock and the indicating
lights and control switches in the flight compartment.
General Operation
With the system activated, the PMC receives engine parameter signals and
modifies the fuel flow in the MEC to obtain the same percentage of rated thrust
of any flight condition for a given power lever angle (PLA).
The PMC provides smooth acceleration, minimizes transient EGT overshoot
and automatically establishes corrected N1 fan speed to obtain flat-rated thrust
within the parameters established to prevent the engine from excessive fan and
core speed.
A separate flight compartment ON/OFF pushbutton switch on the aft overhead
P5 panel controls the PMC and may be used to deactivate the system.
When the PMC switch is on, the white ON light will be illuminated and the am-
For Training Purposes Only

ber INOP light will be extinguished unless there is a failure of the PMC, then
the amber INOP light will illuminate.
If the PMC switch is off, the ON light will be extinguished and the torque trim
motor in the MEC will be disabled in the PMC.

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
POWER MANAGMENT CONTROL PMC
73-21

HSI

VOR/
ILS MASTER FIRE
CAUTION WARN
NAV

ANTI-ICE ENG

HYD OVERHEAD

DOORS AIR COND

RIGHT MASTER CAUTION

AND ANNUNCATOR LIGHTS

1 2
PS 12 ENGINE
ON/OFF REVERSER REVERSER
SIGNAL
T12 TEMPERATURE PMC PMC
SENSOR
N2<46%
ON ON
w LOW IDLE w
PMC FAIL SIGNAL
INOP INOP
a a

N2>46%
P5 PANEL
P6 N2
N1 SPEED PMC
SENSOR

TACH RELAY
For Training Purposes Only

FORWARD
THRUST
LEVER
TRIM TORQUE PLA
MOTOR TRANSDUCER
N2 SPEED SENSOR
(CONTROL ALTERNATOR)
MEC

Figure 57 PMC Block Schematic

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ENGINE FUEL AND CONTROL B737-300/400/500
POWER MANAGMENT CONTROL PMC
73-21

COMPONENT FUNCTIONAL DESCRIPTION

PMC Sensor Wiring
The PMC system receives inputs from the various engine parameters. These
inputs are transmitted by the PMC wiring harness.
The wiring harness is located on the left side of the engine fan case.
The wiring harnes transmits N1 speed, N2 speed, fan inlet temperature , power
lever angle and current to the torque trim motor.

T12 Temperature Sensor

The temperature sensor measures the inlet air temperature for the operation of
the PMC. The sensor is located on the inlet cowl at the 2 o’ clock position.
The T12 sensor consists of two components, a sensing element and ahousing.
The sensing element is a thermo resistance device. The housing for the tem-
perature sensing element protects the element and keeps vibration to a mini-
mum. The sensing element is located in a slot in the housing and forms a by-
pass for air flow. Air flow past the housing changes direction to enter the slot.
This prevents foreign objects from entering the slot and damaging the element.
It also uses boundery layer control to ensure that the sensed temperature is
the free stream temperature rather than that of the boundery layer. The hous-
ing is designed to operate over a limited range of angle of attack.
The PMC provides the sensing element a constant current and measures the
voltage, thus the voltage is a function of the temperature.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
POWER MANAGMENT CONTROL PMC
73-21

PMC

T12 TEMPERATURE
SENSOR

T12 TEMPERATURE SENSOR PS 12

FAN INLET
PRESSURE

LIQUID
CONTAMINANTS
EXIT
SENSING
ELEMENT

EXIT
FLOW
For Training Purposes Only

N1 SPEED
SENSOR
PLA
EFFECTIVE
FLOW N2 CONTROL
INLET AREA
PROJECTED ALTERNATOR
BOUNDARY LAYER
CATCH AREA REMOVAL PASSAGE SPEED SENSOR

FWD AGB

FWD
117199

Figure 58 PMC Component

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
POWER MANAGMENT CONTROL PMC
73-21

PMC SYSTEM DESCRIPTION

N2 Control Alternator Operation
S The N2 control alternator speed sensor is used to supply power to the PMC. S The basic flat-rated N1 fan speed demand signal is computed as a schedu-
S AC voltage is supplied to the PMC and converted to constant dc voltage for led function of sensed power lever angle (PLA). The PMC provides excita-
all internal computation. If RPM is > 46% N2 the PMC will be power sup- tion to and signal demodulation of a rotor position transducer in the MEC.
plied. S The corrected N1 fan speed set by the power lever position is adjusted as a
function of sensed PS12 pressure to give the required altitude bias.
PLA (Power Lever Angle) Transducer
S Physical N1 fan speed is combined in the PMC with a function of sen-
S The basic flat-rated N1 speed demand signal is computed as a scheduled sed T12 to provide a signal proportional to corrected N1 fan speed.
function of sensed power lever angle.
S This corrected fan (LP rotor) speed is compared to the computed demand
S The PMC provides excitation to and signal demodulation of a rotor position speed and torque motor current adjusted to null the error. Input signals for
transducer located in the MEC. fan speed (N1), T12 and power demand (PLA) and output signal for the tor-
que motor are transmitted through connector J3.
T12 Sensor
S When T12 temperatures are beyond the flat-rated point, the demand cor-
S The T12 temperature sensor, on the inlet cowl at the 2 o’clock position, sen-
rected speed is reduced to give a calculated maximum gas temperature.
ses inlet air temperature which is used as fan-air temperature by the PMC.
The computed demand speed from thrust schedule and altitude bias, PS12,
S Computes and schedules the corrected N1 fan speed required to maintain a is compared to a computed T12 function and the minimum demand speed
calculated maximum gas temperature above the flat-rated inlet tempera- selected for use in the torque motor amplifier.
ture.
Deactivation
PS 12
S A separate flight compartment ON/INOP pushbutton switch on the aft over-
S The PMC has a self-contained pressure transducer which is supplied from head P5 panel controls the PMC through connector J4 and may be used to
the PS12 manifold from the fan inlet. deactivate the PMC utilizing the torque motor override signal to the MEC. All
S The corrected N1 speed selected by thrust lever position is adjusted as a functions of the PMC remain energized and active except for the output cur-
function of sensed PS12 pressure to provide the required altitude bias. rent to the MEC torque motor.
N1 Speed Sensor Sensor or Control Failure
S Physical N1 fan speed is sensed from a sawtoothed wheel in the forward S A contact closure is provided at J4 that automatically closes if a failure oc-
For Training Purposes Only

sump (immediately in front of the No. 2 bearing) and combined in the PMC curs in the control or in a sensor used by the control. This closure will re-
with a function of sensed T12 and PS12 to provide a signal proportional to main until the fault is cleared and PMC switch is reset.
corrected N1 fan speed. S In the event of a failure, the PMC warning light, MASTER CAUTION lights,
and ENG annunciator light will illuminate with the PMC switch remaining in
the ON position.

FRA US/T gz 12.3.96 Page: 118

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
POWER MANAGMENT CONTROL PMC
73-21

DISABLE
AC TO DC
CONVERTER
G
AND POWER
ON SUPPLY

N2 CONTROL
ALTERNATOR

OFF

ON
w

INOP
T 12 SENSOR
a N2<46%
MASTER PS 12
DIM BUS

P6 LOAD CONTROL N2>46%

MASTER
CENTER
CAUTION
P6 N2 PMC INOP
AUTO-
TACH RELAY
THROTTLE
PMC FAIL LIGHT

P5-68 ENGINE MODULE AFT OVHD

PANEL N1 SPEED
SENSOR
For Training Purposes Only

PLA XDCR
TORQUE MOTOR
MEC POWER MANAGMENT COMPUTER

ENGINE

Figure 59 PMC System Schematic

FRA US/T gz 12.3.96 Page: 119
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737/300/400/500
POWER MANAGMENT CONTROL
73-21

PMC GAIN ADJUST

General
Whenever the MEC, PMC or PMC wiring harness is changed, adjustment of AIRPLANE
the gain for for power lever angle is required. The adjustment is made at the ENGINE TYPE PLA VOLTAGE
MODEL
power management control on the lower, aft outboard face of the unit.
CFM56-3-B1 130.0 degrees 7.43 - 7.57 VDC
Equipment 737-300 CFM56-3B-2 130.0 degrees 7.43 - 7.57 VDC
Power Supply-Frequency Unit with digital voltmeter. CFM56-3C-1 120.8 degrees 6.28 - 6.42 VDC

Adjustment / Test 737-400 CFM56-3C-1 130.0 degrees 7.43 - 7.57 VDC

S Connect the PMC Power Supply Unit to the PMC connectors J2 and J5
S Turn on the power supply. CFM56-3-B1 130.0 degrees 7.43 - 7.57 VDC
737-500
S Remove the aft cover on the fuel control box on the MEC. CFM56-3C-1 118.4 degrees 5.98 - 6.12 VDC
S Move the forward thrust lever in the forward direction until the MEC power TABLE 1 - PLA VOLTAGE CHECK VALUES
lever touches the maximum forward thrust stop.
NOTE: The thrust control box contains a mechanical stop for specific
airplane models and engine types. AIRPLANE
ENGINE TYPE PLA VOLTAGE
S Keep the thrust lever in this position to keep the MEC power lever in MODEL
contact with the stop. CFM56-3-B1 130.0 degrees 7.48 - 7.52 VDC
S Measure and make a record of the PLA RVDT voltage. 737-300 CFM56-3B-2 130.0 degrees 7.48 - 7.52 VDC
S Make sure the voltage is between the values shown in CFM56-3C-1 120.8 degrees 6.33 - 6.37 VDC
TABLE 1 - PLA VOLTAGE CHECK VALUES.
737-400 CFM56-3C-1 130.0 degrees 7.48 - 7.52 VDC
This voltage is a function of airplane model and engine type.
If the voltage is not in the limit, adjust the PLA transducer gain as follows:
CFM56-3-B1 130.0 degrees 7.48 - 7.52 VDC
S Loosen the two screws that attach the adjustment well cover on the PMC. 737-500
CFM56-3C-1 118.4 degrees 6.03 - 6.07 VDC
Use a 7/64 inch (2.8 mm) hex wrench.
For Training Purposes Only

TABLE 2 - PLA VOLTAGE SET VALUES

S Move the cover in the counterclockwise direction.
S Turn the PLA adjustment screw until the voltage on the PMC tester agrees
with the values in TABLE 2 - PLA VOLTAGE SET VALUES.

CAUTION: DO NOT TRY TO TURN THE SLOTTED SCREW HEAD.

DO NOT ADJUST THE NLR ADJUSTMENT. YOU CAN DAMAGE
THE PMC.

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737/300/400/500
POWER MANAGMENT CONTROL
73-21

PMC TESTER
POWER SUPPLY UNIT

AC POWER 1942 HZ
CONNECTOR CONNECTOR COVER

NLR PLA
J2 CONNECTOR
TO N2 CONTROL
ALTERNATOR
J5 CONNECTOR -
TEST CONNECTION
For Training Purposes Only

Figure 60 PMC Gain Adjustment

FRA US/E di 07.01.99 Page: 121
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
POWER MANAGMENT CONTROL
73-21

DIFFERENTIAL VOLTAGE CHECK OF THE PLA RVDT OF THE PMC

General
It is not necessary to do this test unless it is specified in the troubleshooting AIRPLANE
procedures. ENGINE TYPE VOLTAGE
MODEL
Equipment CFM56-3-B1 4.52 - 4.86 VDC
Power Supply-Frequency Unit with digital voltmeter and rig pin no. 3. 737-300 CFM56-3B-2 4.52 - 4.86 VDC
CFM56-3C-1 3.37 - 3.71 VDC
Differential Voltage Check Procedure
S Connect the PMC Power Supply Unit to the PMC connectors J2 and J5 737-400 CFM56-3C-1 4.52 - 4.86 VDC
S Turn on the power supply.
S Remove the aft cover on the fuel control box on the MEC. CFM56-3-B1 4.52 - 4.86 VDC
737-500
CFM56-3C-1 3.07 - 3.41 VDC
S Move the forward thrust lever in the forward direction until the MEC power
lever touches the maximum forward thrust stop. TABLE 3 - DIFFERENTIAL VOLTAGE VALUES
S Keep the thrust lever in this position to keep the MEC power lever in If the calculated voltage differential is not in these limits, replace the fuel
contact with the stop. control box.
S Measure and make a record of the PLA RVDT voltage. If, after you replace the fuel control box, the differential voltage is not correct,
S Make sure the voltage is between the values shown in do the procedure to test the PMC and related components to examine the PLA
TABLE 1 - PLA VOLTAGE CHECK VALUES. RVDT in the MEC.
This voltage is a function of airplane model and engine type.
If the voltage is not in the limit, adjust the PLA transducer gain.
If the voltage is in the limit, continue with the test.
S Move the forward thrust lever in the idle position.
NOTE: This step will permit you to get the part power position voltage.
S Install the rig pin no. 3 in the hole with the mark ’P’ on the fuel control box.
For Training Purposes Only

NOTE: This puts the power lever in the fuel control box at 92.5_ PLA.
S Move the forward thrust lever until the power lever touches the rig pin.
S Measure and make a record of the PLA RVDT voltage.
S Subtract the voltage measured at the part power thrust position from the
voltage measured at the full forward thrust position.
The differential voltage should be between the values given in
S TABLE 3 - DIFFERENTIAL VOLTAGE VALUES.

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 Lufthansa Technical Training
ENGINE FUEL AND CONTROL B737-300/400/500
POWER MANAGMENT CONTROL
73-21

PMC TESTER
POWER SUPPLY UNIT

AC POWER 1942 HZ
CONNECTOR CONNECTOR

J2 CONNECTOR
TO N2 CONTROL
ALTERNATOR
J5 CONNECTOR -
TEST CONNECTION

PART POWER
R P
RIG PIN
FUEL
CONTROL
For Training Purposes Only

BOX

Figure 61 PMC Differential Voltage Check

FRA US/E di 07.01.99 Page: 123
 Lufthansa Technical Training
AIR B737-300/400/500
GENERAL
75-00

ATA 75 AIR
75-00 GENERAL airflow through the HPC. The bleed bias sensor system monitors 9th-stage
HPC bleed rates to provide automatic resetting of the acceleration schedule,
allowing rapid acceleration rates and adequate stall margins as a function of
ENGINE AIR SYSTEM bleed demands. The 5th-stage start bleed system reduces pressure in the
HPC during start to increase engine stall margin.
The engine air systems are comprised of:
S Forward and Aft Bearing Sump Pressurizing Operation
S Accessory Cooling, Operation of the various air systems is automatic. The compressor bleed and
- Engine External Accessories Cooling, vane control systems and the various cooling and pressurizing air systems are
in normal operation during engine operation and require no operator actions.
- High Pressure Turbine Clearance Control System
S Compressor Control Turbine Clearance Control
- Variable Stator Vane Actuation System, Clearance control in the CFM56 engine is accomplished by a combination of
- Variable Bleed Valve System, mechanical designs. The system has 3 principle elements: passive structural
control, rotor centre cooling, turbine active clearance control.
- Bleed Bias Sensor System,
S The first element, passive structural control, is achieved by the use of mate-
- 5th-Stage Start Bleed System (On some Engines),
rial in the compressor aft case with a low coefficient of thermal expansion.
A preferred direction of air circulations is established by means of pressurizing This permits maintaining close clearances.
the forward and aft bearing sump labyrinth seals. This pressure exceeds the
S The second element involves forced cooling of the core engine rotor. The
internal pressure of the sump. The sumps are vented by the centre vent tube,
use of low pressure booster discharge cooling air, which is a low and rela-
located inside the low pressure turbine shaft, to prevent overpressure in the
tively stable temperature source, provides an effective cooling air supply for
sump.
both compressor and turbine rotors with a small performance penalty. This
Accessory cooling includes engine internal cooling, which uses bleed air from cooling results from fixed passages and involves no control devices. The
different parts of the engine to cool the high pressure compressor (HPC) disk net effect is a reduction in HPC system clearances both during transient and
and spool, the high pressure turbine (HPT) disk, blades and nozzle vanes, and steady-state operation.
the low pressure turbine (LPT) disk and nozzle vanes; turbine case cooling,
S The third element of the system is the automatic control of the tip clearance
which uses fan discharge air to cool the LPT case; engine external accessories
between the HPT blades and the stationary tip shrouds. Bleed air from the
For Training Purposes Only

cooling, which includes generator cooling (provided by fan discharge air) and
5th and 9th stages of the HPC is used to cool the HPT shroud support
ignition leads cooling (provided by booster discharge air); and a HPT clearance
structure to optimize blade tip clearances, both transiently and steady-state.
control system, which uses cooling air from the HPC section to optimize HPT
blade clearance, allowing maximum HPT performance. In addition, the low pressure turbine is contained within a rugged, one piece
casing to maintain concentricity and clearance control. The turbine casing is
Compressor control provides engine operational flexibility throughout the en-
cooled so that close clearances can be maintained under all operating condi-
gine operating range by controlling airflow to and through the HPC and by mon-
tions, in order to maximize LPT efficiency. This cooling air is extracted by two
itoring bleed demands. Compressor control includes the variable stator vane
air scoops in the fan discharge duct.
(VSV) actuation system, the variable bleed valve (VBV) system, the bleed bias
sensor system, and, on some engines, the 5th-stage start bleed system. The
VBV system controls airflow quantity to the HPC and the VSV System controls

FRA US 82 di 18.5.94 Page: 124

 Lufthansa Technical Training
AIR B737-300/400/500
GENERAL
75-00

5TH-ST AGE
HPT-LPT
COOLING

HPT
CLEARANCE
CONTROL

LOW PRESSURE TURBINE

CASE COOLING

CORE COMPARTMENT VENTILATION

For Training Purposes Only

SECONDARY FLOW

SUMP VENT AIR

BLEED BIAS
SENSOR 5TH-STAGE AIR
5TH STAGE START 9TH-STAGE AIR
BLEED VALVE
5TH AND 9TH-STAGE AIR MIXTURE
VARIABLE VARIABLE STATOR
BLEED VALVE (12) VANE ACTUATOR (2)
594113

Figure 62 Engine Air Schematic

FRA US 82 di 18.5.94 Page: 125
 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

75-30 COMPRESSOR CONTROL

VARIABLE STATOR VANE (VSV) SYSTEM
General VSV Bell Cranck Assembly (2)
The VSV actuation system maintains satisfactory compressor performance Each VSV bellcrank assembly consists of four bellcranks (IGV, stage 1, stage
over a wide range of operating conditions. The system varies the angle of the 2, and stage 3) which are mechanically driven by the VSV actuator through
inlet guide vanes (IGV) and the three stages of variable vanes to aerodynami- connections to the master rod. Adjustable links, consisting of a tie rod and
cally match the low pressure stages of compression with the high pressure bearing, connect each bellcrank to the actuation rings.
stages. This variation of vane position changes the effective angle at which air
flows across the rotor blades. The angle determines the compression charac- VSV Actuation Rings
teristics (direction and velocity) for any particular stage of compression. By va- The actuation rings, which are connected by actuation ring connectors at the
rying the variable vane position in accordance with a predetermined schedule horizontal split-line of the compressor casing, rotate circumferentially about the
as a function of those conditions affecting compressor performance (compres- horizontal axis of the compressor. Movement of the rings is transmitted to the
sor inlet temperature (CIT) and core engine speed (N2)), the critical low pres- individual vanes through vane actuating lever arms.
sure stages are automatically realigned to maintain satisfactory airflow and
compressor performance during all engine operating conditions within the re- VSV Feedback Cable
quirements of the system. A flexible feedback cable, which is attached to the stage 3 bellcrank of the VSV
actuator at the 7:30 o’clock position, transmits a feedback signal to the main
VSV Actuator (2) engine control (MEC) providing actual vane position.
Two VSV actuators are mounted on the high pressure compressor forward sta-
tor case at the 1:30 and 7:30 o’clock positions. Each VSV actuator is con-
nected through a clevis link and the stage 3 bellcrank to a master rod which
unites the bellcranks to mechanically position the actuation rings which control
VSV angular positions.
The VSV actuators are single-ended, uncushioned hydraulic cylinders, which
are driven in either direction by high pressure fuel (PF). The actuator rod end is
sealed against fuel leakage by dual-stage preformed seals. Fuel, which could
leak past the preformed seals, is drained overboard through the starter air dis-
charge duct fitting. The piston incorporates a capped preformed packing to pre-
For Training Purposes Only

vent leakage across the piston and controls stroke by internal stops. The piston
rod is ensured of dirt-free operation by means of a wiper which cleans the rod
as it retracts past the dual-stage seals. The rod end is threaded and fitted with
an adjustable extension that includes a clevis for connection to the VSV bell-
crank assembly.

FRA US/T gz 12.3.96 Page: 126

 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

ACTUATOR RIG HOLE

ADJUSTABLE
LINK

MASTER
IGV ROD
BELLCRANK

ACTUATOR
VSV -BELLCRANK ASSEMBLY ROD END
-ACTUA TOR VSV
-FEEDBACK CABLE ACTUATOR
FEEDBACK CABLE

CONNECTOR
SCHROUD ROD END
IGV STAGE 1 STAGE 2 STAGE 3 LEVER ARM HP FUEL

VSV DRAIN

ACTUATION HEAD END

RING HP FUEL
RIGHT VSV
CONNECTOR
ACTUATOR
ACTUATION RING

LEFT VSV
For Training Purposes Only

ACTUATOR

FWD

MAIN ENGINE
CONTROL

LEFT VSV ACTUATOR

VSV BELLCRANK ASSEMBLY VSV FEEDBACK

CABLE

103778/117012

Figure 63 VSV System Components

FRA US/T gz 12.3.96 Page: 127
 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

VSV SYSTEM OPERATION

Operation
The VSV’s are positioned by two VSV actuators which are operated by fuel
pressure from the MEC. In the MEC are a VSV scheduling 3-D cam, which is
positioned by core engine speed (N2) and compressor inlet temperature (CIT)
signals; a VSV feedback mechanism which transmits actual vane position to 35_
the control; and a VSV pilot valve, which is positioned as a result of the com- FULL CLOSED = 36.7_
parison of the scheduling cam position and the feedback signal.
Changes in N2 rotate the 3-D scheduling cam, while changes in CIT axially 30_
translate the cam. Movement of the cam repositions the pilot valve. The pilot
valve ports high pressure fuel (main fuel pump discharge pressure) to either 25_
the head end or rod end port of the VSV actuators, and vents the end to by- NOMINAL
pass pressure. The feedback mechanism in the control repositions the pilot LIMITS
valve to stabilize the actuator signal when the vanes reach the scheduled posi- 20_
HOT
tion (for additional information on the VSV feedback system, refer to Fuel Con-
trol, 73-21-00). 15_
High pressure fuel supplied to the head end port of the VSV actuator causes
the piston rod to move aft (extended position), which in turn drives the master
rod to position the inlet guide vane and stage 3 bellcranks upward (or down- 10_
ward on the right VSV actuator) and the stage 1 and stage 2 bellcranks down- COLD
ward (or upward on the right VSV actuator). Movement of the bellcranks is 5_
transmitted to the actuation rings and thus to the individual vanes causing the
vanes to close.
0_
High pressure fuel supplied to the rod end port causes the piston rod to move FULL OPEN = 0.5_
forward (retracted position), which in turn drives the master rod to position the C1 ONLY = -3_
inlet guide vane and stage 3 bellcranks downward (or upward on the right VSV -5 _
8 9 10 11 12 13
actuator) and the stage 1 and stage 2 bellcranks upward (or downward on the
CORRECTED CORE SPEED - RPM X 1000
For Training Purposes Only

right VSV actuator). Movement of the bellcranks is transmitted to the actuating

rings and thus to the individual vanes causing the vanes to open. 60% 70% % RPM 80% 90%

VSV SCHEDULE

FRA US/T 12.3.96 Page: 128

 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

RIG PIN HOLES

CLOSED
IGV
CLOSED CLOSED CLOSED
STG 1 STG 2 STG 3

VSV ACTUATOR

HEAD ROD
DRAIN VSV FEEDBACK
CABLE
VSV VSV
CLOSE OPEN
For Training Purposes Only

CIT SENSOR HIGH PRESS

FUEL

N2

FUEL
VSV PILOT RETURN
VALVE
MAIN ENGINE CONTROL

Figure 64 VSV System Schematic

FRA US/T 12.3.96 Page: 129
 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

VARIABLE BLEED VALVE (VBV) SYSTEM

The variable bleed valve (VBV) system controls the amount of air that flows VBV Fuel Gear Motor
through the high pressure compressor (HPC). Some engines have 12 bleed The bleed valve fuel gear motor consists of a positive displacement gear motor
valves installed around the fan frame mid box structure. and end-of-stroke stop mechanism. The motor, which is driven by high pres-
When the bleed valves are open, a portion of the primary air flow from the boo- sure fuel, controls the position of the bleed valves. It consists of two spur ge-
ster (low pressure compressor) is permitted to go through the mid box and into ars.
the secondary (fan) air flow. The bleed valves open during low and transient
S The motor converts pressurized fuel into rotary shaft power which is driven
operations to increase the booster mass flow and to improve booster and HPC
through the bleed valve stop mechanism to the gear reduction stage of the
matching.
bleed valve and master ballscrew actuator.
The VBV system includes the following:
S Fuel, which could leak past the different sealing provisions, is drained over-
S A power unit consisting of a fuel powered hydraulic gear motor. Fuel is board through the starter air discharge duct fitting.
supplied from the high pressure pump as scheduled by an external signal.
S A mechanical transmission system that consists of: VBV Stop Mechanism
- A bleed valve stop mechanism. The bleed valve stop mechanism is installed inside the fan frame mid box
structure between the bleed valve fuel gear motor and the bleed valve and
- A bleed valve and master ballscrew actuator unit consisting of a speed
master ballscrew actuator at the 9:30 o’clock position.
reduction gearbox and a ballscrew actuator linked to a bleed valve door.
The function of the bleed valve stop mechanism is to limit the number of re-
- 11 bleed valve and ballscrew actuator units. Each unit has a speed re-
volutions of the bleed valve fuel gear motor to the number of revolutions requi-
duction gearbox and a ballscrew actuator linked to a bleed valve door.
red for a complete cycle (opening-closing) of the VBV doors.
- A bleed valve main flexible shaft installed between the bleed valve and This limiting function supplies the reference position for installing and adjusting
master ballscrew actuator and the fuel gear motor. the VBV actuators.
- 11 bleed valve flexible shafts installed between the bleed valve and balls- The stop mechanism consists of a housing for a hollow screw which is driven
crew actuators. by the bleed valve fuel gear motor. This hollow screw shaft holds the main
S A flexible feedback cable to transmit to the MEC the position of the bleed VBV flexible shaft which connects the bleed valve fuel gear motor to the master
valve system. ballscrew actuator. A follower nut translates along the screw and stops the ro-
tation of the bleed valve fuel gear motor when it reaches the ends of the screw
Variable Bleed Valve (12) threads.
The bleed valve and master ballscrew actuator transfers the driving input from
For Training Purposes Only

the bleed valve fuel gear motor to the ballscrew actuator system. It consists of VBV Feedback Cable
a speed reduction gearbox and a ballscrew actuator linked to a hinged door. The VBV feedback reverser arm is mounted on the bleed valve stop mecha-
The output motion of the first pair of bevel gears is transferred to the other nism housing. The feedback reverser arm links the feedback rod from the ma-
bleed valve and ballscrew actuators by the flexible shafts. Each bleed valve ster ballscrew actuator to the feedback cable, which is routed to the MEC.
and ballscrew actuator consists of a bevel gear speed reduction gearbox and a Through this linkage, the MEC constantly monitors the angular position of the
ballscrew unit linked to a hinged door. VBV doors.

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 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

BALLSCREW ACTUATOR
FLEXIBLE
SHAFT

MAIN FLEXIBLE
SHAFT

FLEXIBLE SHAFT
A B C VBV DOOR
SEAL

A VARIABLE BLEED VALVE

FLEXIBLE SHAFTS
(11 UNITS)

ATTACHING POINTS TO B VBV FUEL

VBV STOP MECHANISM GEAR MOTOR

FEEDBACK ROD

DRAIN
TUBE
FEEDBACK
CABLE

BLEED VALVE
AND MASTER
BALLSCREW
For Training Purposes Only

ACTUATOR FWD VBV CLOSED PORT

TUBE
A
VBV OPEN PORT
TUBE
BLEED VALVE
AND BALLSCREW
ACTUATOR
(11 UNITS) VBV FUEL MAIN FLEXIBLE
B GEAR MOTOR SHAFT
VBV STOP C VBV STOP MECHANISM
C MECHANISM FWD

103738/104001/104000/127069

Figure 65 VBV System Components

FRA US/E di 22.01.98 Page: 131
 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

VBV KICKER MECHANISM

To improve rain and hail extraction from the compressor into the fan air stream
and to be able to reduce High Idle and the reqirement N1 RPM not below 45% FULL CLOSED
with engine start switch in FLT position and RA height above 500 ft.,to 32% N1
in inclement weather conditions, the following components have to be modified, -5
replaced or reworked:
S The conical spinner is replaced by an elliptical. 0 NOMINAL 0_
S A cut back splitter fairing is installed.
LIMITS
S The inlet guide vane angle is modified. 5
S Scoops and slides are installed in the fan compressor case to ease ice and
rain extraction.
10
S The VBV door tracking schedule is modified, i.e. the VBV doors are kept
open over a larger range.To achieve this, the VBV door stop mechanism
and the VBV master ballscrew actuator are reworked. 15

VBV System Operation

20
During engine deceleration from 86% N2 RPM to 82% N2 RPM the VBV doors
open approximately 10 degrees. When the engine speed is further reduced, the
VBV feedback cable is blocked by the VBV feedback-cable stop. The MEC re- 25
ceives a false feedback signal and the VBV doors are driven into the full open
position (40 degrees), limited by the VBV stop mechanism
30
During engine acceleration the VBV doors remain in the open position until
82% N2 speed is reached.
Above 82% N2 speed the VBV doors follow the normal schedule, i.e. they be- 35
gin to close. FULL OPEN 40.2_
40
For Training Purposes Only

8 9 10 11 12 13
CORRECTED CORE SPEED - RPM X 1000

60% 70% 80%82% 86% 90%

%RPM

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 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

SLIDE

DOOR
SCOOP
VBV CLOSED VBV OPEN

FREE LEVER

FEEDBACK
FWD ROD
VBV OPEN
VBV CLOSE
KICKER
STOP
For Training Purposes Only

REVERS 10_VBV
LEVER POSITION

FAN FRAME

VBV FEEDBACK
CABLE

Figure 66 VBV Kicker Mechanism

FRA US/E di 22.01.98 Page: 133
 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

VBV SYSTEM OPERATION

Description
The variable bleed valve system performs four primary functions:
S Positions the bleed valves in response to a differential fuel pressure through
the fuel gear motor.
S Mechanically synchronizes the 12 bleed valves throughout the stroke.
S Limits the bleed valve position at the end of each stroke.
S Provides feedback of the bleed valve position.
The fuel gear motor is hydraulically activated by pressurized fuel. The MEC
determines the direction and speed of motor rotation. The gear motor drives
the rotary shaft which drives the gear reduction stage of the master ballscrew
actuator through the stop mechanism.
The flexible shafts transmit power from the rotary shaft to the remaining 11
ballscrew actuators. The flexible shafts are supported by ferrules at their mid-
points. The ballscrew actuators reduce shaft speed with bevel-cut gears and
convert rotary motion to linear output.
The actuator output is from a trunnion mount provided on the translating ball-
nut. The mount is connected to the bleed valve by a tandem linkage to provide
a rotational movement on the bleed valve pivotal axis. The direction of the
bleed valve rotation is controlled by the fuel gear motor.
The fuel gear motor, actuated by the VBV control valve in the MEC, drives the
system to the commanded (open, closed or modulated) position with the re-
quired power. The VBV feedback mechanism relays the bleed valve position to
the MEC as the system approaches the commanded position.
The VBV control valve is moved towards the null position (or minimum opening
needed to neutralize the bleed valve loads) as the bleed valve approaches the
For Training Purposes Only

end of its stroke. This reduces motor speed and allows the motor to engage the
end-of-stroke stops at low impact force.

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 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

FAN FRAME
MID BOX STRUCTURE

FAN FRAME
MID BOX STRUCTURE

VBV FEEDBACK ROD INSPECTION HOLE

FUEL GEAR MOTOR & FUEL

STOP MECHANISM RETURN

VBV PILOT
BLEED VALVE AND HIGH VALVE
MASTER BALLSCREW PRESS
ACTUATOR FUEL

DRAIN
For Training Purposes Only

BLEED VALVE
AND BALLSCREW
ACTUATOR

VBV FEEDBACK CABLE

VBV RESET
SOLENOID

FLEXIBLE
DRIVESHAFT VSV FEEDBACK CABLE
(N2/CIT)

Figure 67 VBV System Schematic

FRA US/T gz 12.3.96 Page: 135
 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

VSV FEEDBACK CABLE ADJUSTMENT/TEST

General VSV Feedback Cable Static Rig Check
This procedure gives the necessary data to adjust the feedback cable for the Operate the VSV system to the full open position.
variable stator vane (VSV). This is done after the removal or replacement of Caution: Do not apply more than 300 psi to the system. This can cause
the feedback cable, the left VSV actuator and the main engine control (MEC). damage to engine parts.
Three adjustments are given: S Connect the hydraulic cart pump supply and return hoses to the VSV head
S a resistance check and rod end tubes.
The resistance check makes sure that the force necessary to move the S When the VSV system opens, movement must be smooth without binding
feedback cable is not more than a specified limit. or jumping. The VSV system must start to open at 100 psi and must conti-
S a travel check nue until it gets to the stop position. The indication that the system is at the
stop position is a rapid increase in gage pressure. If the stator vanes do not
The travel check makes sure that the stator vanes can operate through their
move, examine the VSV actuators for signs of leakage.
full travel range. It also makes sure that the stator vanes do not move the
MEC internal mechanism more than its full travel range. S Apply and hold a pressure of 200-300 psi to the rod end tube.
S a static rig check. S Apply a tension load of 15-17 pounds in a line with cable centerline axis.
The static rig check makes sure that the feedback signal transmitted to the S Keep the load and do a check that the rig pointer is aligned with the notch
MEC is synchronized with the vane position. for the rig plate.
Variable Stator Vane Feedback Cable Adjustment Equipment S If the rig pointer and the rig plate notch are not aligned, align the rig pointer
with the rig plate notch as follows:
S Pull Scale 0-25 pounds
- Loosen the locking bolt on the feedback cable adjustment bracket.
S Fuel hydraulic hand pump with pressure indication
- Turn the adjustment screw to align the rig pointer to the rig plate notch.
For Training Purposes Only

FRA US/T gz 07.01.99 Page: 136

 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

CORRECT RIG : VSV’S IN THE FULLY OPEN

FAN FRAM POSITION WITH THE CORRECT
STRUT BRACKET VSV CABLE RIG.
MEC FEEDBACK
ARM

RIG NOTCH

ADJUSTABLE
RIG PLATE
VSV RIG POINTER
HEAD END VSV
TUBE ROD END
TUBE

VSV VSV APPLY TENSION

HEAD END ROD END
HOSE HOSE

HEAD PULL SCALE

ROD

LOCKWIRE

SUPPLY AND
RETURN HOSES
VSV OPEN
MAIN ENGINE
CONTROL
MEC FEEDBACK
ARM
VSV CLOSEN
For Training Purposes Only

LOCKING
BOLT
VSV FEEDBACK
CABLE

HYDRAULIC
HAND PUMP CABLE CABLE ATTACHMENT
BRACKET ADJUSTMENT SCREW
ATTACHMENT
BRACKET VSV
FEEDBACK CABLE
OPEN VSV POSITION
651134/131890

Figure 68 VSV Feedback Cable Static Rig

FRA US/T gz 07.01.99 Page: 137
 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30
VSV Feedback Cable Resistance Check VSV Feedback Cable Travel Check
Disconnect the end of the VSV feedback cable from the MEC feedback arm S Operate the VSV system to the full open position. (max. fuel press. 300 psi)
and from the VSV bellcranck assembly. S Make sure the ends of the VSV feedback cable are disconnected from the
S With the feedback cable fully extended at the bellcrank end, apply a force MEC feedback arm.
(max.8lbs) and increase it at a slow rate. Apply the force in a straight line. S Apply a tension load of 15-17 lbs in a line with the cable centerline axis.
Measure the force necessary to move the cable.
S Keep the load while you push the MEC feedback arm away from the cable
S With the feedback cable fully extended at the MEC end, apply a force attachment bracket.
(max.8lbs) and increase it at a slow rate. Apply the force in a straight line.
S Do a check for the clearance between the items that follow:
Measure the force necessary to move the cable.
- the centerline of the rod end bearing of the cable
If the force necessary to move the cable in one of the two directions is more
than 8 pounds, do the corrective action that follows: - the centerline of the cable attachment hole of the MEC feedback arm.
S Do a check of the installation of the VSV feedback cable at the clamps and S If there is no clearance, make the cable shorter.
attach points. S Operate the VSV system to the full closed position.
S Do this to make sure there are no distortion areas or sharp bends, and that S Attach a pull scale to the rod end bearing and apply a tension load of
the cable can move freely. 15-17 lbs in a line with the cable centerline axis.
S Keep the load while you push the MEC feedback arm to the cable attach-
ment bracket.
S Do a check for overlap of the items that follow:
- the centerline of the rod end bearing of the cable
- the centerline of the cable attachment hole of the MEC feedback arm.
S If there is no overlap, make the cable longer.
For Training Purposes Only

FRA US/T gz 07.01.99 Page: 138

 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

APPLY TENSION
APPLY TENSION

APPLY TENSION
PULL SCALE PULL SCALE

MEC FEEDBACK MEC FEEDBACK

ARM LOCKWIRE PULL SCALE
ARM

APPLY A FORCE
ROD END APPLY A FORCE THE NECESSARY GAP
BEARING
MAKES SURE THE STATOR
VANES ARE IN THE FULL
OPEN POSITION BEFORE
THE MEC FEEDBACK ARM MEC FEEDBACK THE NECESSARY GAP
TOUCHES THE UPPER ARM MAKES SURE THE STATOR
STOP. VANES ARE IN THE FULL
CLOSED POSITION BEFORE
THE MEC FEEDBACK ARM
TOUCHES THE LOWER
STOP.
CABLE ATTACHMENT
BRACKET
For Training Purposes Only

NOTE: THE FORCE THAT IS NECESSARY TO MOVE THE CABLE

MUST NOT BE MORE THAN 8 POUNDS (36 N).
THE RESISTANCE CHECK AT THE MEC END IS OPEN VSV POSITION CLOSED VSV POSITION
SHOWN, THE BELL-CRANK END IS EQUIVALENT.

RESISTANCE CHECK TRAVEL CHECK

150777/150957

Figure 69 VSV Feedback Cable Resistance/Travel Check

FRA US/T gz 07.01.99 Page: 139
 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

VBV FEEDBACK CABLE ADJUSTMENT/TEST

General
This procedure supplies the necessary steps to adjust the feedback cable of
the variable bleed valve (VBV). You must do this procedure after the removal
or replacement of the:
S feedback cable
S fuel gear motor and stop mechanism assembly of the bleed valve
S main engine control (MEC).
Three adjustments are given:
S a resistance check
The resistance check makes sure that the force necessary to move the
feedback cable is not more than a specified limit.
S a travel check
S The travel check makes sure that the VBV doors can operate through their
full travel range (while they do not push the MEC internal mechanism more-
than its usual travel range).
S a static rig check.
The static rig check makes sure that the feedback signal transmitted to the
MEC is sychronized with the door position.
VBV Feedback Cable Static Rig Check
S Operate the VBV system to the full closed position.
S Attach a pull scale to the MEC feedback arm.
S Apply a tension load of 15-17 pounds (67-76 N) in a line with the cable
centerline axis.
S Keep the load while you do a check that the alignment bar of the feedback
For Training Purposes Only

arm is aligned with the rig notch.

S If the alignment bar and the rig notch are not aligned, do the steps that fol-
low:
- Loosen the locking bolt on the adjustment bracket.
- Turn the adjustment screw to align the alignment bar and the rig notch.

FRA US/T gz 13.3.96 Page: 140

 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

ALIGNMENT BAR
FAN FRAM
STRUT BRACKET
RIG NOTCH CORRECT RIG : VBV’S IN THE FULLY CLOSED POSITION
WITH THE CORRECT CABLE RIG
VBV
OPEN TUBE

VBV
OPEN HOSE
VBV
CLOSE TUBE
APPLY TENSION

VBV
CLOSE HOSE PULL SCALE

HEAD
ALIGNMENT BAR
ROD

SUPPLY AND RIG

RETURN HOSES NOTCH

MAIN ENGINE VBV

VBV OPEN
CONTROL FEEDBACK
CABLE
For Training Purposes Only

LOCKING
BOLT VBV CLOSED

CABLE
ATTACHMENT
BRACKET

HYDRAULIC CABLE ATTACHMENT

HAND PUMP BRACKET VBV
FEEDBACK CABLE
CLOSED VBV POSITION
ADJUSTMENT SCREW
151507/151499

Figure 70 VBV Feedback Cable Static Rig

FRA US/T gz 13.3.96 Page: 141
 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30
VBV Feedback Cable Resistance Check VBV Feedback Cable Travel Check
Disconnect the end of the VBV feedback cable from the MEC feedback arm Make sure the ends of the VBV feedback cable are disconnected from the
and from the reverser arm on the stop mechanism of the bleed valve. MEC feedback arm and the reverser arm of the stop mechanism.
S With the feedback cable fully extended at the stop mechanism end, attach a S Operate the VBV system to the full closed position
pull scale to the rod end bearing at the MEC end. S Attach a pull scale to the rod end bearing at the MEC end.
Do a pull check. To do this, apply a force in a straight line (less than 4 de- S Apply a tension load of 15-17 pounds (67-76 N) in a line witht he cable cen-
grees from the cable centerline axis). Increase the force at a slow rate. terline axis.
Measure the force necessary to move the cable.
S Keep the load while you push the MEC feedback arm to the cable attach-
S With the feedback cable fully extended at the MEC end, attach a pull scale ment bracket.
to the clevis at the stop mechanism end.
S Do a check for overlap of the centerline of the rod end bearing of the cable
Do a pull check. To do this, apply a force in a straight line (less than 4 de- with the centerline of the cable attachment hole of the MEC feedback arm
grees from the cable centerline axis). Increase the force at a slow rate. cable.
Measure the force necessary to move the cable.
S If there is no overlap, make the cable longer.
If the force necessary to move the cable in one of the two directions is more
than 6 pounds, do the corrective action as follows:
S Operate the VBV system to the full open position
S Do a check of the VBV feedback cable installation at the clamps and the
cable attach points. S Attach a pull scale to the rod end bearing.
S Do this to make sure there are no distortion areas, sharp bends, and that it S Apply a tension load of 15-17 pounds in a line with the cable centerline
can move freely. axis.
S Keep the load while you push the MEC feedback arm away from the cable
attachment bracket.
S Do a check for clearance between the centerline of the rod end bearing of
the cable and the centerline of the cable attachment hole of the MEC feed-
back arm.
S If there is no clearance, make the cable shorter.
For Training Purposes Only

FRA US/T gz 13.3.96 Page: 142

 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

APPLY TENSION APPLY TENSION APPLY TENSION

PULL SCALE

PULL SCALE PULL SCALE

MEC FEEDBACK
ARM MEC
APPLY A FORCE FEEDBACK
LOCKWIRE ARM

ROD END
BEARING
APPLY
A FORCE
THE NECESSARY GAP MAKES
THE NECESSARY GAP MAKES MEC
SURE THE BLEED VALVE DOORS
SURE THE BLEED VALVE DOORS FEEDBACK
ARM ARE IN THE FULL OPEN
ARE IN THE FULL CLOSED POSITION BEFORE THE MEC
POSITION BEFORE THE MEC FEEDBACK ARM TOUCHES
FEEDBACK ARM TOUCHES THE UPPER STOP.
CABLE
ATTACHMENT THE LOWER STOP.
BRACKET

NOTE:
____ FORCE THAT IS NECESSARY TO MOVE
For Training Purposes Only

THE CABLE MUST NOT BE MORE THAN

6 POUNDS (27 N).
THE RESISTANCE CHECK AT THE MEC CLOSED VBV POSITION OPEN VBV POSITION
END IS SHOWN, THE STOP MECHINISM
END IS SIMILAR.

RESISTANCE CHECK TRAVEL CHECK

151458/151488

Figure 71 VBV Feedback Cable Resistance/Travel Check

FRA US/T gz 13.3.96 Page: 143
 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

5TH - STAGE START BLEED SYSTEM

The 5th-stage start bleed system, which consists of a pneumatically actuated
bleed valve, air diffuser, deflector baffle, and connecting tubing to the start
valve, uses starter air pressure from the start valve to signal the bleed valve to
open and unload four percent of the compressor 5th-stage pressure. This re-
duced pressure in the high pressure compressor (HPC) section during start will
increase engine stall margin at low starting speeds. The bleed air is ducted
through the valve and the air diffuser and dispersed against the deflector baffle STARTER AIR
which prevents hot air from blowing against the inside of the fan duct cowl. PRESSURE SIGNAL
(OPENING PRESSURE)
When the start valve is closed the air pressure signal is cutoff allowing the 5TH STAGE
bleed valve to close. The start bleed system has no significant adverse effects AIR PRESSURE
(CLOSING PRESSURE)
on start time and exhaust gas temperature (EGT).

5th-Stage Start Bleed Valve

The 5th-stage start bleed valve is located on the left side of the HPC case at
SLEEVE COARSE
the 11 o’clock position. It is a pneumatically operated, normally closed valve PISTON FILTER
which is opened when starter air pressure is applied to the signal port. At
starter cut out, the valves closed by spring force assisted by a 5th-stage pres- SEAT
sure boost. This pressure boost assist will hold the valve shut in the case of a
spring (or valve) failure.
An air diffuser is attached to the exit port of the bleed valve to reduce the veloc-
ity of the exiting bleed air. The air is discharged against the deflector baffle.
5TH
Operation 5TH STAGE STAGE
AIR TO AIR
During engine start air pressure is ducted to the start valve and the starter is OVERBOARD
DUMP BAFFLE
engaged (start valve open). After start valve opening air pressure is applied to
a pressure sensing port just downstream of the valve which directs air to the
signal port on the start bleed valve, causing it to open. This allows engine core
airflow to exit the HPC for improved stability. Bleed air passes through the
For Training Purposes Only

valve, then the diffuser, and is deflected against a baffle where it mixes with
engine compartment air. The air discharges overboard through the gap be-
SPRING
tween the aft end of the fan duct cowl and the exhaust sleeve. SEAL
When the starter is disengaged, the start valve closes cutting off the air signal VALVE SHOWN CLOSED
to the bleed valve. Spring pressure aided by a 5th-stage pressure boost travel-
ing through a small orifice to the spring side of the piston sleeve closes the
bleed valve and holds it shut during normal engine operation. 5TH STAGE START BLEED VALVE

5TH-STAGE START BLEED VALVE SCHEMATIC

FRA US/T gz 13.3.96 Page: 144

 Lufthansa Technical Training
AIR B737-300/400/500
COMPRESSOR CONTROL
75-30

5TH STAGE
START BLEED VALVE
5TH-STAGE
START BLEED
VALVE

AIR DIFFUSER
AIR SIGNAL TUBE

TO ENGINE
START VALVE
METAL
GASKET
AIR SIGNAL
METAL TUBE
V-BAND CLAMP GASKET V-BAND CLAMP

5TH-STAGE
For Training Purposes Only

BLEED AIR
DEFLECTOR BAFFLE

INLET AIR TUBE

AIR INLET PORT AIR OUTLET PORT FWD

AIR DIFFUSER
5TH-ST AGE START
BLEED VALVE

280391/281098

Figure 72 5TH - Start Bleed Valve

FRA US/T gz 13.3.96 Page: 145
 Lufthansa Technical Training
AIR B737-300/400/500
ACCESSORY COOLING
75-20

75-20 ACCESSORY COOLING

ENGINE EXTERNAL ACCESSORIES COOLING
Engine external accessories cooling consists of generator cooling and ignition
leads cooling.

Generator Cooling
The generator is cooled by low pressure fan discharge air extracted from an
engine port on the fan frame at the 5 o’clock position. Cooling air is ducted
from the engine port, around the bottom of the fan frame, and to the generator
cooling air inlet duct.
The air flows into the aft end bearing and is circulated inside to cool the stator
and rotor. Part of the cooling air passes through flutes in the rotor, then impin-
ges on the drive end bearing. The cooling air leaves through the openings
around the generator housing, passes through the exhaust duct, and is ex-
hausted overboard through the generator cooling air exhaust port in the left
fan cowl panel.
Ignition Leads Cooling
Cooling air for the left and right ignition leads is tapped from low pressure com-
pressor (booster) discharge air. Booster air is fed to a cooling air tube mounted
to the fan frame mid shroud at the 3 o’clock position.
The tube is routed to the 3 o’clock strut support bracket and is connected to a
fitting, which ducts cooling air under the braided conduit around each lead.
The air is exhausted onto the igniters through the cooling air shroud.
For Training Purposes Only

FRA US/T gz 13.3.96 Page: 146

 Lufthansa Technical Training
AIR B737-300/400/500
ACCESSORY COOLING
75-20

FAN FRAME
MID SHROUD

SEE A 3 O’CLOCK
STRUT SUPPORT
BRACKET

IGNITION
LEADS
SEE C IGNITION LEADS
COOLING AIR TUBE
FWD
C
SEE B STARTER

INLET
COWL

GENERATOR

FAN INLET
FRAME COWL ACCESSORY
GEARBOX

GENERATOR OIL TANK

For Training Purposes Only

COOLING
AIR DUCT GENERATOR
COOLING AIR
DUCT

GENERATOR
COOLING AIR
EXHAUST DUCT

CONSTANT
SPEED
DRIVE
A B
193826/193628

Figure 73 Engine External Accessories Cooling

FRA US/T gz 13.3.96 Page: 147
 Lufthansa Technical Training
AIR B737-300/400/500
ACCESSORY COOLING
75-20

HPT CLEARANCE CONTROL SYSTEM

The high pressure turbine (HPT) clearance control system, uses high pressure The normal schedule will be interrupted for180 sec. The following cooling air
compressor (HPC) bleed air to obtain maximum steady-state HPT perfor- schedule will be performed:
mance and to minimize exhaust gas temperature (EGT) transient overshoot S 0- 8 sec...........no air
during rapid change of engine speed.
S 8 - 152 sec........... 5th stage
The system consists of:
S 152 - 182 sec........... 9th and 5th stage
S HPT Clearance Control Valve
S >182 sec............9th stage ( normal schedule )
S HPT Clearance Control Timer (on 56-3C1 and optional on 56-3B-2 engines)
With the shutdown of the engine ( RPM < 5% N2 ) the timer will reset auto-
S HPTCC Timer Lockout Solenoid Valve (on 56-3C1 and optional on 56-3B-2 matically.
engines)
With high power runs RPM > 94% N2 the timer must be deactivated.
S HPT Schroud Manifold Air Tubes
HPTCC Timer Lockout Solenoid Valve
HPT Clearance Control Valve
Depending on the AIR/GRD switching the lockout solenoid valve activates the
The valve consists of two pistons operating two butterfly valves for the 5th and timer.
9th stage bleeds. Valve operation is hydraulic using fuel from the main engine
S On GRD............deenergized, the timer is activated.
control.
S In AIR................energized, the timer is deactivated.
After engine start and with the engine at ground idle power setting, the airflow
to the HPT shroud is from the HPC 9th stage bleed. When the thrust lever is
advanced or retarded to change the core engine speed (N2), the airflow is reg-
GRD ENGINE 2
ulated to maintain optimum HPT shroud to blade tip clearance.
The airflow selection for various steady-state power settings is: 28V DC
BAT BUS
S Idle RPM....................9th Stage
S Take Off RPM............ 9th Stage
TCC SOLENOID
S Climbe RPM.............. 9th and 5th Stage VALVE
S Cruise RPM............... 5th Stage

HPT Clearance Control Timer

For Training Purposes Only

ENGINE 1
The High Pressure Turbine Clearance Control (HPTCC) timer controls the op-
eration of the HPTCC valve during the first 182 seconds of engine operation if 28V DC
BAT BUS
N2 RPM is 96% or greater during take off condition. The HPTCC solenoid
AIR
valve prevents timer operation after take off through an air sensing relay.
The timer will be activated if: R432 TCC SOLENOID
AIR SENSING VALVE
S Aircraft on GRD and RELAY E11
S N2 RPM >94%
HPTCC TIMER CONTROL

FRA US/E di 13.04.99 Page: 148

 Lufthansa Technical Training
AIR B737-300/400/500
ACCESSORY COOLING
75-20

5th-STAGE AIR
HPT-LPT COOLING
AIR TUBE (4)

HPT CLEARANCE HPT CLEARANCE HPT CLEARANCE

CONTROL VALVE CONTROL VALVE CONTROL TIMER
HPT SCHROUD MANIFOLD AND LOCKOUT
AIR TUBE SOLENOID VALVE

9TH-STAGE HPC 5TH-STAGE HPC ELECTRICAL HPTCC TIMER LOCKOUT

BLEED TUBE BLEED AIR PORT CONNECTOR SOLENOID VALVE

RIGHT VSV
ACTUATOR SEAL
AND SHROUD DRAIN HPT CLEARANCE
CONTROL TIMER

HPT CLEARANCE
CONTROL VALVE

HPT CLEARANCE
CONTROL VALVE DRAIN
AND RIGHT VSV
For Training Purposes Only

ACTUATOR SEAL
AND SHROUD DRAIN

ACTUATOR VALVE RODS

HPT SCHROUD
MANIFOLD
FUEL TUBES FWD
FROM MEC
179655/593015

Figure 74 HPT Clearance Control Components

FRA US/E di 13.04.99 Page: 149
 Lufthansa Technical Training
ICE AND RAIN PROTECTION B737-300/400/500
AIR INTAKES
30-20

ATA 30 ICE AND RAIN PROTECTION

30-20 AIR INTAKES
INLET COWL THERMAL ANTI-ICING SYSTEM
The function of the system is to maintain ice free inlet cowl surfaces during
flight and ground operations.
The system consists of ducting,
S a dual butterfly pressure regulating and shutoff valve,
S pressure tap and switch downstream of the valve,
S an anti-icing distribution spray ring and
S an exhaust port located at the bottom of the nose cowl.
The anti-icing system is located on the right side of the engine. The controls
and indications are in the flight compartment.

General
The inlet cowl anti-icing system is a thermal system using hot bleed air from
the 5th and 9th stages of the high pressure compressor (HPC) section.
The valve is operated by the switch on the P5 panel. A blue light indicates
valve position and an amber light indicates an overpressure condition of 65
psig or an overtemperature condition of 440_C in the anti-icing ducting.
A blue light indicates valve position:
- OFF . . . . . Valve Closed
- BRIGHT . . Valve Transit
- DIM . . . . . . Valve Open
For Training Purposes Only

FRA US/T gz 7.5.97 Page: 150

 Lufthansa Technical Training
ICE AND RAIN PROTECTION B737-300/400/500
AIR INTAKES
30-20

COWL COWL > 440_C

ANTI-ICE ANTI-ICE > 65 PSI
COWL VALVE COWL VALVE
OPEN OPEN

ENG
ANTI-ICE
OFF

ON
1 2

PRESSURE OVERHEAT
P5 SWITCH SWITCH

PRECOOLER

ENGINE
BLEED
VALVE
MASTER FIRE HIGH STAGE
CAUTION WARN VALVE INLET COWL
PUSH TO RESET BELL CUTUOT
TAI VALVE

ENG
PRESSURE SHUTOFF
ANTI-ICE
REGULATOR VALVE
HYD OVERHEAD VALVE

DOORS AIR COND 5TH STAGE

BLEED DISTRIBUTION
MANIFOLD SPRAY RING
For Training Purposes Only

P2
9TH STAGE ENGINE
BLEED ANTI-ICE
MANIFOLD VALVE

OVERBOARD
EXHAUST 165902

Figure 75 Inlet Cowl TAI Components

FRA US/T gz 7.5.97 Page: 151
 Lufthansa Technical Training
ICE AND RAIN PROTECTION B737-300/400/500
AIR INTAKES
30-20

INLET COWL TAI COMPONENTS

Inlet Cowl Anti-Icing Valve
The purpose of the valve is to provide engine bleed air to maintain ice free inlet
cowl surfaces during flight and ground operations.
The thermal anti-ice (TAI) valve is located at the 1:30 o’clock position (aft look-
ing forward) on the fan frame.
The valve is air operated and is set to regulate outlet pressure at 50 psi. The
valve is fully open at inlet pressures of 10 to 47 psi. The unit consists of a nor-
mally closed butterfly shutoff valve, a normally open pressure regulator butterfly
valve, a servo pilot valve and associated components which form an insulated
air duct section. If the pressure regulator valve fails to regulate the pressure,
the shutoff valve will maintain the pressure at 70 psi. A manual override provi-
sion is incorporated in the valve for direct mechanical operation and for locking
the valve in a partially open position in the event of system malfunction. The
valve is designed to fail in the closed position.
Pressure Switch
The TAI pressure switch senses pressure from a pressure tap in the TAI duc-
ting downstream of the valve. The function of the switch is to act as a check
on the operation of the valve to prevent overpressurizaton of the inlet cowl.
The switch is set to activate at 65 PSI, and provides cowl overpressure warning
indication by illuminating an amber COWL ANTI-ICE warning light in the cock-
pit.
Overheat Switch
The TAI overheat switch senses temperature in the TAI ducting downstream of
the valve. The switch is set to activate at 440_C and will indicate an overtem-
perature condition by illuminating the master caution, anti-ice annunciator
For Training Purposes Only

lights, and an amber COWL ANTI-ICE warning light in the cockpit.

FRA US/T gz 7.5.97 Page: 152

 Lufthansa Technical Training
ICE AND RAIN PROTECTION B737-300/400/500
AIR INTAKES
30-20

TAI PRESSURE
SWITCH
TAI
VALVE

INLET COWL
TAI VALVE

FWD

VALID FOR VALVE P/N 3290662-1

TAI
OVERHEAT
SWITCH
For Training Purposes Only

RETAINING RETAINING
SCREW SCREW

HEX SHAFT MID

HEX SHAFT POSITION

PRESSURE REGULATOR MANUAL OVERRIDE SHUTOFF VALVE MANUAL OVERRIDE

Figure 76 Inlet Cowl TAI Components

FRA US/T gz 7.5.97 Page: 153
 Lufthansa Technical Training
ICE AND RAIN PROTECTION B737-300/400/500
AIR INTAKES
30-20

INLET COWL TAI VALVE DE-ACTIVATION

MAINTENANCE PROCEDURE (DDPG Dispatch Deviation Procedure Guide)
1. VALVE CLOSED POSITION:
Check valve position indicator to verify valve is closed. Manually position
valve to close and lock, if necessary.
2. VALVE OPEN POSITION:
A. Open fan cowl and thrust reverser.
B. The cowl anti-ice valve consists of a shutoff valve and a pressure regu-
lator valve. Secure cowl anti-ice valve as follows:
a. Lock pressure regulator in the open position by manually wrenching
flats to OP (open) positionand replace the closed position adjustment
set screw with a locking screw. The torque required to move the
valve butterfly will not exeed 25 in.-lbs.
NOTE: Airplanes with forward mount/thrust reverser hinge vibration isolators
install require the valve clamps to be loosened and the valve hardware
removed. The valve should then be rotated until the closed position ad
justment setscrew can be removed and replaced with a locking screw.
After the locking screw is installed, the valve must be realigned and the
hardware and clamps reinstalled.
b. Lock shutoff valve in mid-position by manually wrenching flats labe-
led OP-MID-CL to MID (mid) position and insert a quick-release pin
into lock hole in the valve cover. The torque required to move the
valve butterfly will not exceed 25 in.-lbs.
c. Disconnect, cap and stow electrical connector from pressure switch.
C. Secure 9th stage bleed air modulating and shutoff valve by manually
wrenching high stage valve to close position, loosen the position indica-
For Training Purposes Only

tor screw, slide the lock pin up into the recess in the cover plate and re-
tighten the position indicator screw.
D. Close fan duct cowl and thrust reverser.

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 Lufthansa Technical Training
ICE AND RAIN PROTECTION B737-300/400/500
AIR INTAKES
30-20

CLOSED POSITION
MANUAL ADJUSTMENT CLOSED
OVERRIDE POSITION
SETSCREW
REMOVE STOWED PIN. STOP
ROTATE HEX TO DESIRED
POSITION. INSERT PIN
IN LOCK POSITION.

LOCK
LOCKING SCREW
MID
CL (STOWED)
OP

STOW PRESSURE
REGULATOR
VALVE
LOCKING PIN
(STOWED)

MANUAL DRIVE
AND POSITION
INDICATOR
MANUAL DRIVE
AND POSITION
INDICATOR

OUTLET
PORT
For Training Purposes Only

INLET
PORT

FWD
SHUTOFF
VALVE

118231

Figure 77 Inlet Cowl TAI Valve De-Activation

FRA US/T gz 7.5.97 Page: 155
 Lufthansa Technical Training
ICE AND RAIN PROTECTION B737-300/400/500
AIR INTAKES
30-20

INLET COWL TAI-SYSTEM TEST

Inlet Cowl Anti-Ice Operational Test with APU Power
This test is necessary after replacement of the inlet cowl anti-ice valve. Do this test of the TAI valve operation:
Open the left thrust reverser half on the applicable engine. CAUTION: DO NOT ALLOW THE COWL TAI VALVE TO BE OPEN FOR
Start the APU and let it become stable. MORE THAN 30 SECONDS. IF THE VALVE IS OPEN FOR
MORE THAN 30 SECONDS, THERE CAN BE DAMAGE TO THE
Prepare for the test:
INLET COWL.
S Make sure that the BLEED 1, 2, and APU switches on the P5 panel
S Set the applicable ENG ANTI-ICE switch to ON.
are OFF.
S Make sure that the COWL VALVE OPEN light comes on bright
S Make sure that the applicable COWL VALVE OPEN light on the P5 panel is
(this shows that the valve is in transit).
off.
S Make sure that the COWL VALVE OPEN light becomes dim and stays on
S Record the APU EGT after the EGT has become stable.
(this shows that the valve is open).
S Set the applicable engine BLEED switch to ON.
S Make a record of the APU EGT after it becomes stable.
S Disconnect the electrical connector from the bleed air regulator on the
S Make sure that the APU EGT is at least 30_ C larger than the EGT you
applicable engine.
found before you opened the PRSOV.
Pressurize the pneumatic system:
S Set the ENG ANTI-ICE switch to OFF.
S Set the BLEED APU switch to ON.
S Make sure that the COWL VALVE OPEN light comes on bright.
S Make sure that the applicable duct pressure pointer on the P5 panel shows
S Make sure that the COWL VALVE OPEN light goes off.
30 to 45 psi.
Put the pneumatic system to its initial condition:
WARNING: YOU MUST USE A RATCHETING-TYPE SOCKET WRENCH TO
MANUALLY OPEN THE PRSOV. THE PRSOV WILL SUDDENLY S Remove the wrench from the PRSOV.
TURN THE WRENCH SOCKET BUT THE RATCHET WILL S Connect the electrical connector to the bleed air regulator.
PREVENT MOVEMENT OF THE WRENCH HANDLE. IF YOU S Set the applicable engine BLEED switch to OFF.
DO NOT USE A RATCHETING-TYPE WRENCH, THE SUDDEN
Do the normal APU shutdown procedure.
MOVEMENT OF THE PRSOV CAN CAUSE INJURY TO YOU.
Close the left thrust reverser half.
Manually open the PRSOV with a ratcheting type wrench and hold it open.
For Training Purposes Only

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 Lufthansa Technical Training
ICE AND RAIN PROTECTION B737-300/400/500
AIR INTAKES
30-20

L PACK ISOLATION R PACK L PACK ISOLATION R PACK

OFF VALVE VALVE
OFF OFF OFF
AUTO CLOSE AUTO AUTO CLOSE AUTO
HIGH HIGH HIGH HIGH
AUTO AUTO

WING WING WING WING

PACK OPEN PACK PACK OPEN PACK
ANTI ANTI ANTI ANTI
TRIP OFF TRIP OFF TRIP OFF TRIP OFF
ICE ICE ICE ICE
WING-BODY TRIP WING-BODY WING-BODY TRIP WING-BODY
OVERHEAT OVERHEAT OVERHEAT OVERHEAT
BLEED BLEED BLEED BLEED
TRIP OFF TRIP OFF TRIP OFF TRIP OFF
RESET RESET

OFF OFF OFF OFF

ON ON ON ON
1 APU 2 1 APU 2
BLEED BLEED

P5 ALL BLEEDS OFF RECORD APU EGT P5 APU BLEED ON MANUALLY OPEN PRSOV
ENGINE BLEED ON AND HOLD OPEN WITH WRENCH
ISOLATION VALVE OPEN

COWL COWL
ANTI-ICE ANTI-ICE
COWL VALVE COWL VALVE
OPEN OPEN
For Training Purposes Only

ENG
ANTI-ICE
OFF

ON
1 2

P5
ENGINE ANTI-ICE ON INLET COWL TAI VALVE OPENS RECORD APU EGT
CHECK COWL VALVE LIGHT
BRIGHT-DIM

Figure 78 Inlet Cowl TAI System-Test

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 Lufthansa Technical Training
IGNITION B737-300/400/500
GENERAL
74-00

ATA 74 IGNITION
IGNITION SYSTEM
The purpose of the system is to produce a high current electrical spark to ignite
the fuel/air mixture in the engine combustion chamber during starting and to
provide continuous ignition during takeoff, landing and operation in adverse
weather conditions.
The ignition system consists of:
S the ignition power supply,
S engine ignition control,
S 2 high energy ignition exciters,
S 2 spark igniters and
S 2 triaxial shielded ignition leads.

System Schematic Description

During engine ground start the ignition system is initiated by moving the start
lever to IDLE position, engine igniter selector switch to IGN L, IGN R or BOTH
position and the start switch to GRD position.When the engine is operating the
ignition system is not normally operating.
Continuous or flight start ignition can be selected by the engine start switches.
Ignition for each engine
For Training Purposes Only

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 Lufthansa Technical Training
IGNITION B737-300/400/500
GENERAL
74-00

ENGINE START
OFF OFF
GRD CONT BOTH GRD CONT
FLT FLT
IGN IGN
L R

1 2

ENGINE
IDLE ALF
1
GRD
BAT BUS OFF START LEVER
CONT
ENG 2
FLT CUTOFF
START
VALVE

START DRUM

2
IGNITER PLUG
AC TRANS CUTOFF LEFT
BUS
START LEVER IGNITION
ENG 2 IDLE EXITER
L IGN L IGN SWITCH
L IGN
BOTH
AC STBY R IGN
BUS
For Training Purposes Only

ENG 2
R IGN
2
P6-2 CIRCUIT
BREAKER PANEL
ENG IGN SEL SW
CUTOFF RIGHT
START LEVER IGNITION
1 START SYSTEM IDLE
R IGN SWITCH EXITER
ENG START SW
2 ENG 1
P5 FWD OVERHEAD PANEL

Figure 79 Ignition System Schematic

FRA US/T gz 13.3.96 Page: 159
 Lufthansa Technical Training
IGNITION B737-300/400/500
GENERAL
74-00

COMPONENT DESCRIPTION
Engine Start Switch
The ignition system for each engine is energized through an engine start
switch, engine igniter selector switch, and start lever actuated switches.
Ignition for each engine for a ground start is initiated by moving the start switch
to GRD position.
Engine start switch
S GRD - Opens the starter valve and provides ignition to the selected
igniters when the engine start lever is moved from CUTOF to IDLE.
S OFF - No ignition
S CONT - Provides ignition to the selected igniters with the engine start lever
in IDLE.
S FLT - Provides ignition to both igniters when the engine start lever is in
IDLE. The ignition select switch is bypassed when the engine start
switch is in FLT.

Igniter Selector Switch

S IGN L- Selects the left igniter for use on both engines.
S BOTH- Selects both igniters for use on both engines.
S IGN R- Selects the right igniter for use on both engines.
Ignition Switches
There are two start lever actuated ignition switches for each engine. The swit-
ches are mechanically actuated by the operation of the start levers. Two cams
attached to a drum over which the start lever cable passes actuate the swit-
ches. As the cable is actuated by the start lever, the cam engages a follower
on the switch actuating arm causing the switches to open or close. One start
For Training Purposes Only

lever actuated engine fuel shutoff valve switch is provided for each engine.
A cam attached to the start drum engages the switch follower causing the
switch to open or close.

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 Lufthansa Technical Training
IGNITION B737-300/400/500
GENERAL
74-00

ENGINE START
ENGINE START LEVERS
LEVER ACTUATED
SWITCHES ACCESS
PANEL

ENGINE START
PANEL

ENGINE START
FWD LEVERS

PILOTS’ CONTROL STAND

PILOTS’ CONTROL STAND

START CONTROL
IGNITION AND FUEL DRUM
SHUTOFF CAMS

ENGINE START
OFF OFF
GRD CONT BOTH GRD CONT
FLT FLT FUEL
IGN IGN
L R SHUTOFF
SWITCHES
For Training Purposes Only

1 2

ENGINE 2
IGNITION SWITCHES
ENGINE START PANEL

IGNITION SELECTOR SWITCH ENGINE 1 FWD

IGNITION SWITCHES
ENGINE START SWITCH

102625/102651

Figure 80 Ignition System Components

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 Lufthansa Technical Training
IGNITION B737-300/400/500
GENERAL
74-00
Ignition Exiter
The two exciters provide starting and continuous duty ignition on demand.
Each exciter is capable of independent operation and alternate use of ignition
circuits is recommended.
The ignition exciters are mounted on the inlet fan case with resilient shock
mounts at the 2 o’clock position.
The ignition exciter is a capacitor discharge-type exciter. A housing enclose
the exciter and the components are secured mechanically or with silicone
adhesive to the housing. The housing is hermetically sealed to ensure proper
operation under varying environmental conditions.
Two types of exciters are avaible. Both types are unidirectional.
S The high energy exciter output is 15-20 kv, with a spark rate of 2 sparks per
second. Energy delivered is 2 joules per spark.
S The low energy exciter output is 14-18 kv, with a spark rate of 1 spark per
second. Energy delivered is 1.2 joules per spark.
The ignition exciters operate on 105 to 122 volts ac, 380 to 420 Hz input.

Operation
The ignition exciter consists of an input circuit (filter network and power trans-
former), rectifier, storage capacitor, and a discharge circuit. The alternating cur-
rent input is rectified and stored in the capacitors. When the capacitors reach
approximately 2850 volts each, a combined voltage of approximately 5700
volts is discharged. The discharge process repeats at a rate depending on the
charging time of the capacitors.
Warning Exciters must be de-energized before working on ignition system.
Voltage output can be dangerous and electrical contacts must not be
touches. The exciters may contain an electrical charge, even when
not energized.
For Training Purposes Only

Ignition Leads
S The two ignition leads transmit high energy power from exciters to spark
igniters.
S They extend from ignition exciters, down around fan inlet case, inward aft of
the 3 o’clock fan strut and then aft to spark igniters.
S The lead from the upper exciter is routed to the left igniter while the lower
exciter lead is routed to the right igniter.

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 Lufthansa Technical Training
IGNITION B737-300/400/500
GENERAL
74-00

IGNITION
EXCITERS

BOND
JUMPER
UPPER IGNITION
EXCITER

IGNITER PLUG LEFT

UPPER AND LOWER POWER
IGNITION SUPPLY
IGNITION EXCITERS LEAD CABLE

LEFT IGNITION LEAD RIGHT POWER

IGNITION SUPPLY
(TO UPPER IGNITION
LEAD CABLE
EXCITER)

IGNITION
LEAD
3 O’CLOCK CONNECTOR
STRUT
For Training Purposes Only

LOWER IGNITION
EXCITER

CLAMP RIGHT IGNITION LEAD

(TO LOWER IGNITION
EXCITER)
IGNITION LEAD
CONNECTORS

Figure 81 Ignition Exciter and Ignition Lead

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 Lufthansa Technical Training
IGNITION B737-300/400/500
GENERAL
74-00
Ignition Lead (cont.) Caution: When handling the ignition leads, take care to prevent damage to
One of two ignition leads may be installed. conduits and internal wires.
When removing the ignitor plug, prior to removing the attached
S The Type 3 ignition lead utilizes a pin type connector and integral air cooling
ignition lead, ensure the first clamp from the lead has been loosened
shroud at the ignitor plug end of ignition lead. A drop-in Type 3 spark igniter
or removed. This will prevent damage to the ceramic tip on the spark
is retained in the combustion case by the igniter lead connector.
igniter lead.
S The Type 4 ignition lead has button type contacts, spring loaded elastomeric
white chamfered silicone seals and a two piece cooling shroud which is re-
tained by a clamp at the spark igniter end of the ignition lead. A Type 4
spark igniter is threaded into an igniter bushing at the spark igniter boss on
the combustion case.
Type 3 and Type 4 ignition leads are constructed of silicone insulated wire.
Each type has sealed flexible conduit having a copper inner braid and a nickel
outer braid. The leads connect the igniter plugs to the output connectors of the
ignition exciters. The aft ends of the leads, from the 3 o’clock strut support
bracket to the igniter plugs, are cooled by booster discharge air passing
through the lead conduit.
Igniter Plug
When charged by a high voltage from the ignition exciters, the two spark ignit-
ers provide an arc to ignite the fuel being injected into the combustor.
They are inserted into bosses at the 4 and 8 o’clock position, aft looking for-
ward, on the combustion case.
The igniter plug consists of a body, washer electrode or pin electrode, tip elec-
trode, connector pin or button contacts and ceramic insulation.
On the Type 4 plug the depth of the spark igniter into the combustion chamber
is controlled by the igniter bushing and the spark igniter gasket.

Operation
When the ignition exciter discharges the high voltage pulses through the igni-
For Training Purposes Only

tion lead to the igniter plug, electric arc pulses occur between the electrode tip
and ground washer or pin electrode, and an ionized discharge occurs from the
hole in the shell into the combustion chamber. The hot ion discharge ignites the
fuel injected by the fuel flow nozzle. The electrical pulse discharges continue
until electrical supply to the ignition exciter is discontinued.

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 Lufthansa Technical Training
IGNITION B737-300/400/500
GENERAL
74-00

BRAIDED THREADED
CONDUIT CONNECTOR

CERAMIC
INSULATION TIP ELECTRODE

INSULATOR

SHELL

IGNITION
LEAD ASSEMBLY
COOLING AIR
TIP
PIN
SNAP RING ELECTRODES
TYPE 4 TYPE 3
CONNECTOR CONNECTOR PIN TYPE ELECTRODE
CERAMIC
C
INSULATOR

COOLING
SHROUD
SOCKET
WHITE CHAMFERED CONTACT
SILICONE SEAL 1

CERAMIC TIP ELECTRODE

INSULATION
SPARK CONTACTS
IGNITER CONNECTOR PIN

CAPTIVE GASKET SHELL

For Training Purposes Only

COMBUSTION IGNITER WASHER TIP

CASE BOSS BUSHING ELECTRODE
COMBUSTION
SPARK IGNITER CASE BOSS WASHER TYPE ELECTRODE
GASKET D

SEE C D
SEE C
1 ON ENGINES WITH CFMI SB 74-009
TYPE 4 IGNITION LEAD AND SPARK IGNITER TYPE 3 IGNITION LEAD AND SPARK IGNITER BLUE SYMMETRICAL SILICONE SEAL

Figure 82 Spark Igniter

FRA US/E di 13.04.99 Page: 165
 Lufthansa Technical Training
IGNITION B737-300/400/500
SWITCHING
74-30

ENGINE IGNITION CONTROL

General
Ignition for each engine for a ground start is initiated by moving the start lever BOTH position provides power to the 2 ignition exciters to energize the two
to IDLE position, engine igniter selector switch to IGN L, IGN R or BOTH posi- spark igniters.
tion and the start switch to GRD position. S Flight ignition
Ignition for one engine igniter is accomplished by moving the start lever to IDLE To initate ignition for an inflight start of an engine which has been shut
position, engine start switch to GND or CONT and engine igniter selector down, check that L IGN and R IGN circuit breakers on the P6-2 circuit
switch to IGN L or IGN R position. breaker panel for the applicable engine are closed. Place the applicable
To initiate ignition for an inflight start of an engine which has been shut down, engine start switch in the FLT position and advance the start lever to the
check that ignition circuit breakers are closed. The start lever is placed in IDLE IDLE detent. After engine startup, the engine start switch is returned to the
detent and the start switch in FLT position. OFF position.
When the ignition system is energized, the ignition exciter produces a high volt-
age pulsating current to the spark igniters. The spark produced between the
spark igniters electrodes vaporizes fuel droplets. The fuel-air mixture is
brought to the proper temperature that is required for ignition.

Operation
S GRD ignition
To initiate ignition for a ground start of an engine, close L IGN and R IGN
circuit breakers on the P6-2 circuit breaker panel for the applicable engine.
Move the applicable engine start switch located on the pilot’s overhead
panel to the GRD position, engine igniter selector switch to IGN L, IGN R or
BOTH position. Advance the applicable start lever on the pilot’s control
stand to the IDLE detent. This procedure closes the circuit to the selected
ignition exciter where the voltage is stepped-up and directed to the spark
igniters. At starter cutout speed (46,33% RPM N2), power to the ground
start holding solenoid is removed and the start switch returns to the OFF
position automatically.
For Training Purposes Only

S Continious ignition
To maintain combustion during flight, one or two spark igniter can be ener-
gized by moving the applicable engine start switch to CONT position and
engine igniter selector switch to IGN L, IGN R or BOTH position and start
lever to the IDLE detent. The IGN L position provides power to the proper
ignition exciter to energize the spark igniter located at the engine 8 o’clock
position. The IGN R position provides power to the proper ignition exciter to
energize the spark igniter located at the engine 4 o’clock position. The

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 Lufthansa Technical Training
IGNITION B737-300/400/500
SWITCHING
74-30

ENGINE START
SYSTEM 1
GRD
OFF
1
CONT
FLT
115V AC
STBY BUS
ENGINE 2
R IGN CUTOFF

LEFT IGNITION EXCITER

115V AC IDLE
(UPPER UNIT)
TRANS ENG 2 START LEVER
BUS 2 LEFT IGNITION LEFT IGNITER
SWITCH 8 O’CLOCK
ENGINE 2
CUTOFF POSITION
L IGN
RIGHT IGNITION EXCITER
IDLE (LOWER UNIT)
ENGINE 2 START SWITCH ENG 2 START LEVER RIGHT IGNITER
RIGHT IGNITION 4 O’CLOCK
SWITCH
1 POSITION
L IGN
P8 AFT CONTROL STAND ENGINE NO. 2
BOTH
R IGN ENGINE START
SYSTEM 1
GRD
OFF
CONT
FLT
CUTOFF

115V AC IDLE
For Training Purposes Only

STBY BUS ENG 1 START LEVER

LEFT IGNITION INTERNALS
ENGINE 1
115V AC SWITCH SAME AS
R IGN ENGINE IGNITION SWITCH
TRANS ENGINE NO. 2
BUS 1 CUTOFF
ENGINE 1
L IGN
IDLE
ENG 1 START LEVER ENGINE NO. 1
P6-2 LOAD CONTROL CENTER RIGHT IGNITION
ENGINE 1 START SWITCH SWITCH
1 SWITCH MAGNETICALLY HELD IN GROUND
P8 AFT CONTROL STAND START POSITION UNTIL N2 REACHES 46.33% RPM
P5 FORWARD OVERHEAD PANEL
103918

Figure 83 Ignition Control Schematic

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 Lufthansa Technical Training
IGNITION B737-300/400/500
GENERAL
74-00

ADJUSTMENT / TEST
General
The ignition system test consists of the operation of the engine ignition system
and an operational check of:
S spark igniters,
S start lever ignition limit switch,
S engine igniter selector switch,
S engine start switch.
The ignition system test is a normal audible test and you must make sure you
do the test in the sequence provided in the AMM.

WARNING: DO NOT DO A CHECK OF THE IGNITION SYSTEM WHEN YOU

FILL THE AIRPLANE WITH FUEL. MAKE SURE THAT NO
PERSONS OR EQUIPMENT ARE IN THE DANGEROUS JET
WAKE AREA FOR THE GROUND IDLE OF THE APPLICABLE
EGINE.
IGNITION VOLTAGE IS VERY DANGEROUS. DO NOT TOUCH
THE IGNITER PLUGS, THE ENERGIZED PART OF THE
IGNITION EXCITER OR LEADS DURING THE OPERATION.

CAUTION: BEFORE YOU TEST THE IGNITION SYSTEM, DRY MOTOR

THE ENGINE TO REMOVE ANY FUEL THAT MAY BE IN THE
ENGINE. FUEL THAT HAS NOT BURNED CAN CAUSE AN IN-
TERNAL ENGINE FIRE OR A TURBINE EXHAUST AREA FIRE.
MAKE SURE N2 DOES NOT TURN WHEN YOU DO THE TEST
For Training Purposes Only

OF THE IGNITION SYSTEM. IF N2 TURNS, FUEL CAN GO

INTO THE COMBUSTION CHAMBER WHEN THE START
LEVER IS IN THE IDLE POSITION. AN ACCIDENTAL ENGINE
LIGHTUP CAN OCCUR.

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 Lufthansa Technical Training
IGNITION B737-300/400/500
GENERAL
74-00

ENGINES
START
VALVES
ENG 2 ENG 1 ENGINE START IDLE
OFF OFF
5 3 3 5 5 GRD CONT BOTH GRD CONT START LEVER
FLT IGN IGN FLT
ENGINE NO.2 ENGINE NO.1 L R
IGNITION
RIGHT LEFT RIGHT LEFT CUTOFF
1 2
3 5 5 5 5

P6-2

IGNITION
EXCITERS
For Training Purposes Only

SPARK IGNITER

Figure 84 Ignition System Test

FRA US/E di 07.01.99 Page: 169
 Lufthansa Technical Training
STARTING B737-300/400/500
CRANKING
80-10

ATA 80 STARTING
ENGINE STARTING SYSTEM
The engine start system provides the means of rotating the engine N2 com-
pressor on the ground or in flight to an rpm range at which engine start can be
attained.
The start system consists of the pneumatic ducting which is used for air supply
to the pneumatic systems. Branching from the pneumatic manifold are supply
ducts for the starters through start valves.
System components for each engine include:
S Engine Start Switch
S Engine Start Valve
S Start Valve Open Light
S Engine Starter
S Pneumatic Ducts
S Control Circiuts
The air supply for starting the engine can be obtained from the:
S auxiliary power unit (APU),
S or from an pneumatic ground cart via service connection,
S or cross bleed air from an operating engine.
The pack valves and wing thermal anti-ice valves must be closed, the isolation
valve must be open and the pressure regulating and shut-off valve must be
open for cross bleeding.
With the start valve open, air from the pneumatic manifold is supplied to the
starter.
For Training Purposes Only

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 Lufthansa Technical Training
STARTING B737-300/400/500
CRANKING
80-10

RECIRC FAN
AUTO
ENGINE START
OFF
OFF OFF
40 60 GRD CONT BOTH GRD CONT
OVHT
80 FLT IGN IGN FLT
PSI
0 100 L R
TEST
L PACK
R PACK
ISOLATION
OFF VALVE OFF 1 2
AUTO CLOSE AUTO N2 INDICATOR
HIGH AUTO HIGH

WING WING
PACK PACK
ANTI OPEN ANTI
TRIP OFF TRIP OFF
ICE A A ICE
WING-BODY
START VALVE
WING-BODY
TRIP OVERHEAT
OVERHEAT
A A OPEN AGB
BLEED
BLEED
TRIP OFF TRIP OFF
ENGINE
A
A
STARTER
RESET
OFF OFF

ON ON
1 APU 2
BLEED
ENGINE START VALVE
FAN

PRECOOLER
CONTROL VALVE
5TH
PRECOOLER
STAGE
5TH STAGE
9TH START BLEED
BLEED AIR PRESS REG VALVE
STAGE
ISOLATION & SHUTOFF
VALVE VALVE HIGH STAGE
For Training Purposes Only

VALVE
GROUND
APU BLEED PNEUMATIC OVERBOARD
AIR VALVE CONNECTION

AC/PACK WING COWL

TAI ANTI-ICE
APU

103782

Figure 85 Starting System Schematic

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 Lufthansa Technical Training
STARTING B737-300/400/500
CRANKING
80-10

ENGINE STARTING COMPONENTS

Engine Start Switch
Engine start switches, located on the forward overhead panel control the en-
gine starting system operation. The start switches are 4-position rotary swit-
ches, located on the forward overhead panel .
The four positions are:
S OFF
In this position, the switch will remain as positioned until another selection is
made.
S GRD
The switches are momentary in the ground start position. Once a switch is
positioned to ground start, a holding solenoid in the switch is energized and
holds the momentary contacts closed.
The holding solenoid is de-energized when the N2 tachometer indicator
switch opens at cutout speed (46% N2 rpm) and the start switch returns to
OFF position.
S CONT
In this position, the switch will remain as positioned until another selection is
made.
S FLT
In this position, the switch will remain as positioned until another selection is
made.
START VALVE OPEN Light (amber)
ON - Indicates the engine starter valve is open and air is being supplied to the
air driven starter.
For Training Purposes Only

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 Lufthansa Technical Training
STARTING B737-300/400/500
CRANKING
80-10

ENGINE START
OFF OFF
GRD CONT BOTH GRD CONT
FLT IGN IGN FLT
L R

1 2

ENGINE START
ENGINE START SWITCH
MODULE

CENTER INSTRUMENT
PANEL

START VALVE START VALVE

OPEN OPEN
For Training Purposes Only

LOW OIL OIL FILTER LOW OIL OIL FILTER

PRESSURE BYPASS PRESSURE BYPASS

103770

Figure 86 Starting System Components

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 Lufthansa Technical Training
STARTING B737-300/400/500
CRANKING
80-10
Engine Start Valve Start Valve Inlet Pressure Limits
The three-inch diameter start valve is spring loaded closed, solenoid control-
led, pneumatically operated shutoff valve. The valve is located in the pneuma-
tic duct to the starter. CONTROL CABIN GAGE READING
AIR SOURCE FOR
The start valve can be operated by use of a 3/8” square manual operating drive PNEUMATIC STARTING
if the electrical circuit for the valve becomes inoperative. Access to the start PRIOR TO VALVE AFTER VALVE
valve is obtained through a hole in the left fan cowl. The hole is labeled and OPENING OPEN
indicates the opening and closing instructions for the valve.
S NOTE: Communication between ground maintenance personnel and the MINIMUM MINIMUM
flight compartment must be established and maintained. PSIG PSIG
Warning: A 1/2-inch vertical strip is painted on the engine fan cowl aft of the ONBOARD APU 30.0 20.0
start valve access port. do not step forward of this line while engine
is running. serious injury or death could result from being drawn into GROUND CART 30.0 20.0
the inlet of an operating engine.
CROSS BLEED FROM 30.0 20.0
Caution: Starter may be damaged if start valve is not closed when N2 indication OTHER ENGINE
shows >52% rpm.
Manual operation of start valve without air pressure in inlet duct may The pneumatic starter duty cycles are as follows:
damage valve.
The normal duty cycle is
Engine Starter S two (2) minutes of continuous operation,
The starter is mounted on the forward face of the accessory gearbox at the 8 S then 20 seconds OFF with zero N2,
o’clock position. It is secured to an adapter pad by a V-band coupling and ac- S followed by two (2) minutes of continuous operation,
curately located by three locator pins on the starter flange.
S then OFF to zero N2 and allow starter to cool for three (3) minutes.
The engine starter converts compressed air pressure into rotational mechanical
energy sufficient to accelerate the engine to starting speed. The starter is a Extended starter duty cycles and cooling requirements are as follows:
lightweight, single stage, axial flow, turbine air motor. S For motoring - 15 minutes continuous operation followed by 15 minutes off.
Operation Starter re-engagement speeds are as follows:
For Training Purposes Only

When the valve is open, air is admitted to the starter scroll assembly and is S 0% N2 - recommended
directed radially inwards through the turbine wheel imparting high speed rota-
S 0-10% N2 - allowable
tion. The reduction gear train reduces the high speed, low torque of the turbine
wheel into low speed, high torque through a pawl and ratchet engagement S 10-20% N2 - permissible for purging fuel or to clear a fire.
mechanism to the output shaft. When the speed of the output shaft exceeds S above 20% N2 - not recommended for any reason.
the speed of the internal gear hub, the clutch mechanism overruns, providing
automatic disengagement.
CAUTION: STARTER RE-ENGAGEMENT ABOVE 20% N2 CAN RESULT IN
STARTER DAMAGE.

FRA US/T gz 14.3.96 Page: 174

 Lufthansa Technical Training
STARTING B737-300/400/500
CRANKING
80-10

CONNECTOR

SOLENOID VALVE
ASSEMBLY ACTUATOR
ASSEMBLY

CAUTION:
CLOSE START SYSTEM
MUST BE PRESSURIZED
DURING MANUAL OPERATION ENGINE
START VALVE
OPEN

ENGINE STARTER OVERRIDE

START VALVE ACCESS HOLE

LEFT FAN COWL CONTROL PRESSURE

TO 5TH STAGE
ENGINE STARTER START BLEED VALVE

MANUAL OVERRIDE

CLAMP QAD CLAMP

UNCLAMP HERE TO REMOVE STARTER

STARTER
CLAMP
OIL FILL

RIGHT LEFT SHEAR SECTION

WING WING

FULL ACCESSORY
For Training Purposes Only

GEARBOX
ADAPTER
RIGHT LEFT
WING WING
FULL

ADD ADD
FULL

FULL ADD

O-RING
O-RING
OIL DRAIN
ADD INSTALLED
HERE
OIL LEVEL VIEW GLASS ALIGNING PINS (3)
MAGNETIC PLUG
103921/327049

Figure 87 Starting System Components

FRA US/T gz 14.3.96 Page: 175
 Lufthansa Technical Training
STARTING B737-300/400/500
CRANKING
80-10

ENGINE STARTING OPERATION

28v dc electrical power is supplied to the engine start switch and to the N2 S The N2 tachometer indicator switch closes at 30,43% N2 rpm should the
tachometer indicator through the N2 tachometer relay. With the N2 tachometer engine fail to start. Another starting operation may then be attempted.
relay energized, the start switch holding solenoid is energized and will hold the
applicable engine start switch in the starting position when it is placed in the
GRD position. Placing the start switch in the GRD position energizes the:
S engine start solenoid,
S opening the start valve
S and illuminating the START VALVE OPEN light.
S If the engine bleed air switch is not ”OFF” for engine start as required to
close the pressure regulator and shutoff valve (PRSOV), the engine start
sense relay will override the ”ON” condition of the engine bleed air switch
and close the PRSOV. This allows for maximum bleed air to reach the en-
gine starter.
On airplanes with the engine starter protection interlock (ESPI), when you turn
a start switch to the GRD position and use the APU as the compressed air
source:
S The ESPI closes a relay which supplies secondary electrical power and
ground to the APU load control valve.
S This makes sure the APU load control valve remains open during an engine
start. This also prevents the duct pressure changes that are caused if the
APU load contol valve opens and closes.
The starter begins rotating the N2 compressor of the engine when compressed
air is supplied to the starter. Rotation of the N2 compressor establishes airflow
through the engine inducing rotation of the N1 compressor. Fuel and ignition
are supplied by advancing the start lever to the IDLE detent when the N2 com-
pressor has reached 20% N2 rpm. Engine light up occurs shortly after the start
For Training Purposes Only

lever movement.
At cutout speed >46,33% N2 RPM:
S the N2 tachometer indicator switch opens.
S N2 tacho relay and start switch holding solenoid are deenergized.
S start switch returns to the OFF position and the start valve closes.
S Closing of the start valve is evidenced by the extinguishing of the START
VALVE OPEN light on the center instrument panel.
S The engine bleed valve is controlled again by the engine bleed valve switch.

FRA US/T gz 21.6.96 Page: 176

 Lufthansa Technical Training
STARTING B737-300/400/500
CRANKING
80-10

NC BLEED AIR
N2 > X % VALVE BLEED AIR
A MD & T CONTROL VALVE
ENG 1 N2 TACH CONTROL
INDICATOR A
ENG START
ENG 1 STARTER VALVE SENSE RELAY
OPEN LIGHT
AIR CONDITIONING ACC UNIT (E3-2)

ENG 1
N2 TACH RLY
CLOSED
NC

OPEN

28V DC OFF
BAT BUS 1 GND CONT
FLT
ENG 1 START STARTER
2 AIR DUCT
VALVE ENG 1
LEFT IGN ENGINE START
VALVE
P6-2 LOAD CONTROL
CENTER ENG 1 ENGINE 1
AUXILIARY NC
RIGHT IGN NC TO ETC
POWER UNIT
CONTROL GTCP85-129/K
ENGINE 1 START SWITCH APU CONTROL
VALVE APS 2000
P5 OVERHEAD PANEL
ENG 1 START
For Training Purposes Only

RELAY

NC
NC
AUXILIARY
1 SWITCH REMAINS IN
POWER UNIT
GROUND START POSITION
CONTROL
UNTIL N2 REACHES > 46.33% RPM

APU BLEED VALVE

2 AIRPLANES WITH ENGINE RELAY
STARTER PROTECTION
INTERLOCK MISC SWITCHING MODULE (E3-2)
B03449

Figure 88 Starting Control Circuit

FRA US/T gz 21.6.96 Page: 177
 Lufthansa Technical Training
ENGINE B737-300/400/500
MOTORING
71-00

DRY MOTORING
Dry motor the engine as follows:
S Open the circuit breaker for the right and left ignition for the applicable en-
gine.
S Move the applicable start lever to ”IDLE” position.
S Open the circuit breaker ”Fuel Shutoff Valve” for the applicable engine.
S Move the applicable start lever to ”CUTOFF” position.
S Move the AFT fuel boost pump switches to ”ON”.
S Position all hydraulic pump switches to ”OFF”.
S Put the applicable Start Switch to the ”GRD” position.

WARNING: MAKE SURE THAT PERSONS AND EQUIPMENT ARE

CLEAR OF THE LEADING EDGE FLAPS AND SLATS. IF
YOU MOTOR THE ENGINES IT CAN CAUSE EXTENSION
OF THE LEADING EDGE FLAPS AND SLATS BECAUSE OF
PRESSURIZATION OF HYDRAULIC SYSTEMS A OR B.
THIS CAN CAUSE INJURY TO PERSONS OR DAMAGE TO
EQUIPMENT.
CAUTION: DO NOT OPERATE THE STARTER MORE THAN THE LIM-
ITS. DAMAGE TO THE STARTER COULD OCCUR.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE B737-300/400/500
MOTORING
71-00

FUEL SYSTEM
IDLE
ENGINE NO.2 ENGINE NO.1 IDLE
ENG START LEVER SHUTOFF BOOST PUMP SHUTOFF
IGNITION
VIB VALVE CTR TANK VALVE
MON RIGHT LEFT RIGHT LEFT ENG 2 RIGHT ENG 1
START LEVER
3 5 5 5 5 5 10 5
CUTOFF CUTOFF
P6-2 P6-3

LOW LOW LOW LOW

PRESSURE PRESSURE PRESSURE PRESSURE
ENGINE START
AFT FWD FWD AFT OFF OFF
GRD CONT BOTH GRD CONT
OFF OFF
FUEL FLT FLT
IGN IGN
PUMPS L R
ON ON
1 2 1 2

OVERHEAT OVERHEAT
For Training Purposes Only

LOW LOW LOW LOW

PRESSURE PRESSURE PRESSURE PRESSURE
ENGINE 1
ENG 1 ELEC 2 ELEC 1 ENG 2

OFF OFF
STARTER ACCESSORY
VALVE GEARBOX
ON ON
A HYD PUMPS B AIR STARTER

Figure 89 Dry Motoring

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 Lufthansa Technical Training
ENGINE B737-300/400/500
MOTORING
71-00

WET MOTORING
Wet motor the engine as follows:
S Open the circuit breaker for the right and left ignition for the applicable en-
gine.
S Move the AFT fuel boost pump switches to ”ON”.
S Position all hydraulic pump switches to ”OFF”.
S Put the applicable Start Switch to the ”GRD” position.
When N2 reaches 20%:
S Move the applicable start lever to ”IDLE” position.
S Motor the engine for 15 seconds maximum.
S Move the applicable start lever to ”CUTOFF” position.
S Continue to motor the engine for 60 seconds to purge the engine of the re-
sidual fuel.
S Put the applicable Start Switch to the ”OFF” position.

WARNING: MAKE SURE THAT PERSONS AND EQUIPMENT ARE

CLEAR OF THE LEADING EDGE FLAPS AND SLATS. IF
YOU MOTOR THE ENGINES IT CAN CAUSE EXTENSION
OF THE LEADING EDGE FLAPS AND SLATS BECAUSE OF
PRESSURIZATION OF HYDRAULIC SYSTEMS A OR B.
THIS CAN CAUSE INJURY TO PERSONS OR DAMAGE TO
EQUIPMENT.
CAUTION: DO NOT OPERATE THE STARTER MORE THAN THE LIM-
ITS. DAMAGE TO THE STARTER COULD OCCUR.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE B737-300/400/500
MOTORING
71-00

OVERHEAT OVERHEAT
ENGINE NO.2 ENGINE NO.1
ENG IGNITION
VIB LOW LOW LOW LOW
MON RIGHT LEFT RIGHT LEFT LOW LOW LOW LOW
PRESSURE PRESSURE PRESSURE PRESSURE PRESSURE PRESSURE PRESSURE PRESSURE
3 5 5 5 5
AFT FWD FWD AFT ENG 1 ELEC 2 ELEC 1 ENG 2
P6-2
OFF OFF
FUEL OFF OFF
PUMPS
ON ON
ON ON
1 2
A HYD PUMPS B

ENGINE START IDLE

OFF OFF IDLE IDLE
CONT BOTH START LEVER
GRD GRD CONT
FLT FLT
IGN IGN
L R START LEVER START LEVER

CUTOFF CUTOFF CUTOFF

1 2
For Training Purposes Only

ENGINE 1 OFF
GRD CONT
FLT

STARTER ACCESSORY
GEARBOX 2
VALVE

AIR STARTER

Figure 90 Wet Motoring

FRA US/E di 07.01.99 Page: 181
 Lufthansa Technical Training
POWER PLANT B737-300/400/500
ENGINE DRAINS
71-70

ATA 71 POWER PLANT

71-70 ENGINE DRAINS
SYSTEM DESCRIPTION
General
The engine vents and drains system collects and discharges fluid leakage
overboard through the starter air discharge duct fitting and a drain hole located
at the approximate bottom centerline of the right fan cowl panel.
There are 18 drains in the system that you can examine. Some of these drains
are in the front drain system or the rear drain system.
In addition, there are drains near the thrust reverser latches, and two fan case
drains. The engine vent and drain system connects to the strut vent and drain
system to discharge overboard all fluids that collect in the service disconnect
box.
For Training Purposes Only

FRA US/T gz 5.3.96 Page: 182

 Lufthansa Technical Training
POWER PLANT B737-300/400/500
ENGINE DRAINS
71-70

REAR STRUT DRAIN

(2 LOCATIONS) FRONT WING SPAR DRAIN

1. AFT OIL SUMP DRAIN CONDENSATION

STARTER AIR DRAIN HOLE
DISCHARGE SCUPPER
DUCT FITTING (2 LOCATIONS)

2. CSD/GENERATOR FORWARD DRAIN

INTERFACE PAD DRAIN HOLE SCUPPER
(ENGINES WITH CSD) AFT DRAIN
HOLE SCUPPER
(2 LOCATIONS)

FWD RIGHT FAN COWL

OUTER PANEL

STARTER AIR
DISCHARGE
DUCT FITTING

AFT DRAIN HOLE

For Training Purposes Only

(2 LOCATIONS)

4. HYDRAULIC PUMP
PAD DRAIN
FORWARD
DRAIN HOLE
5. OIL TANK
SCUPPER DRAIN
3. CSD/VSCF SEAL-
AGB PAD SEAL DRAIN FWD RIGHT FAN COWL
FWD
INNER PANEL
FRONT DRAIN SYSTEM 151422/A58068

Figure 91 Front Drain System

FRA US/T gz 5.3.96 Page: 183
 Lufthansa Technical Training
POWER PLANT B737-300/400/500
ENGINE DRAINS
71-70

THIS PAGE INTENTIONALLY LEFT BLANK

For Training Purposes Only

FRA US/T gz 5.3.96 Page: 184

 Lufthansa Technical Training
POWER PLANT B737-300/400/500
ENGINE DRAINS
71-70

18
17
16

SEE D 15
14

6. LEFT SERVICE DISCONNECT BOX 13

(STRUT) DRAIN
7. FUEL PUMP PAD DRAIN
8. STARTER PAD DRAIN
9. MEC SHAFT DRAIN
10. MAIN OIL/FUEL HEAT EXCHANGER DRAIN
11. MEC CASING DRAIN
12. FORWARD SUMP DRAIN
For Training Purposes Only

13. VBV FUEL GEAR MOTOR SEAL DRAIN

14. LEFT VSV ACTUATOR SEAL AND SHROUD DRAIN
15. CIT SENSOR SHROUD DRAIN
16. HPT CLEARANCE CONTROL VALVE DRAIN AND
FWD 6 12 10 8 7
RIGHT VSV ACTUATOR SEAL AND SHROUD DRAIN 11 9
17. FUEL SUPPLY AND MANIFOLD SHROUD DRAIN
18. RIGHT SERVICE DISCONNECT BOX
(STRUT) DRAIN
D REAR DRAIN SYSTEM
151609

Figure 92 Rear Drain System

FRA US/T gz 5.3.96 Page: 185
 Lufthansa Technical Training
POWER PLANT B737-300/400/500
ENGINE DRAINS
71-70

ENGINE VENTS AND DRAINS INSPECTION

General
A) This task gives the inspection criteria for fluid leakage from the engine/strut
drains and the action to stop the leakage if the leackage rates are more than
the limits .
B) The leakage rates given in Fig. 602 are the threshold and maximum servicable
limits and are applicable to static engines and engines that are operated at all
power settings.
C) If you find leakage, the amount of the leakage must be measured to find the
appropriate action.
Visual inspection for leakage
S Examine the aft sump and the ramp area below the aft sump, immediately
after the engine shutdown for evidence of oil leakage.
S Examine the underside of fan cowl panels and ramp area for leakage near
the forward drain hole scupper and starter air discharge duct fitting. Look for
fluid puddles on the ramp.
S Look for fluid dripping from the forward drain hole scupper. Look for fluid
dripping from the duct fitting for the starter air discharge.
S If you see fluid leakage, open the fan cowl panels Ref 71-11-02/201).
S Look for wet drain tubes to find the leakage source.
S For each drain tube that you think is the leakage source, find the leakage
rate(s).
Compare the leakage rate(s) to the allowable leakage rates in Fig. 602.
S If the leakage amount is between zero and threshold limit, no action is nec-
For Training Purposes Only

essary.
S If the measured leakage rate is more than the serviceable limit for the allow-
able leakage rate, do a corrective action.
S If the leakage amount is between the threshold limits and the serviceable
limits, an engine run is recommended to find the fluid type, the leakage
source and a more accurate leakage rate.

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 Lufthansa Technical Training
POWER PLANT B737-300/400/500
ENGINE DRAINS
71-70

DRAIN ALLOWABLE LEAKAGE

NO.
DRAIN/SOURCE FLUID THRESHOLD SERVICABLE CORRECTIVE ACTION
(FIG.
601) LIMIT LIMIT

1 AFT SUMP OIL OIL WETTED AREA: DO TROUBLESHOOTING FOR HIGH

(FLOODING DRAIN) ANY AMOUNT OR OIL CONSUMPTION 2
LESS THAN
60 CC/HR
(20 DROPS/MIN)
AFTER ENGINE
SHUTDOWN 1

2 CSD/GENERATOR OIL 1 CC/HR 2 CC/HR REPLACE THE CSD

INTERFACE PAD ( 1 DROP / 3 MIN ) ( 1 DROP / 1,5 MIN ) (AMM 24-11-1 1/401).
(ENGINES WITH
CSD)
3 CSD/VSCF SEAL-AGB PAD SEAL DRAIN - USE THE LIMITS FOR THE APPLICABLE SOURCE.
CSD/VSCF SEAL OIL NONE ALLOWED EXAMINE THE CSD/VSCF OIL
DRAIN SOURCE LEVEL. IF LOW OR REQUIRED
RECENT REPLENISHMENT, REPLACE
THE CSD/VSCF (AMM 24-11-1 1/
401).
AGB PAD OIL 7 ML/HR 20 ML/HR REPLACE THE AGB SEAL
DRAIN SOURCE (1 CC/9 MIN) (1 CC/3 MIN) (AMM 72-60-00/201). 3
(2 DROPS/MIN) (7 DROPS/MIN)

4 HYDRAULIC PUMP OIL 7 ML/HR 20 ML/HR REPLACE THE AGB SEAL

PAD (1 CC/9 MIN) (1 CC/3 MIN) (AMM 72-60-00/201).
(2 DROPS/MIN) (7 DROPS/MIN)

HYDRAULIC REFER TO 29-00-00/601 AND PERFORM LEAKAGE CHECK.

FLUID

5 OILTANK SCUPPER OIL SERVICING SPILLAGE PREVENT SPILLAGE DURING

ONLY SERVICING.

6 LEFT SERVICE FLUID NONE ALLOWED REPAIR/REPLACE THE TUBING/

DISCONNECT BOX FITTINGS IN THE STRUT.
(STRUT)

7 FUEL PUMP AGB OIL 7 ML/HR 20 ML/HR REPLACE THE AGB SEAL
For Training Purposes Only

PAD (1 CC/9 MIN) (1 CC/3 MIN) (AMM 72-60-00/201).

(2 DROPS/MIN) (7 DROPS/MIN)

FUEL 60 ML/HR 120 ML/HR REPLACE THE FUEL PUMP

(1 CC/MIN) (2 CC/MIN) (AMM 73-11-01/401).
(20 DROPS/MIN) (40 DROPS/MIN)
1 PUDDLE IN EXHAUST OR ON GROUND IS ACCEPTABLE
2 NORMAL CONSUMPTION IS LESS THAN 0.1 US GAL. (0.38L) PER HOUR
3 AN OVERSERVICE LIMIT EXTENSION OF 10 CYCLES IS PERMITTED IF THE SEAL DRAIN LINE IS DISCONNECTED
AND THE DRAIN IS SEALED WITH A CAP.
FUEL/HYDRAULIC DRAIN LINES SEALED WITH A CAP CAN RESULT IN UNWANTED MATERIALS IN THE OIL SYSTEM
BECAUSE OF HIGHER FUEL/HYDRAULIC SYSTEM PRESSURE. ONLY THE SPECIFIED DRAIN LINES CAN BE SEALED WITH A CAP.
NOTE:
____ LEAKAGE RATES IN DROPS PER MINUTE ARE BASED ON APPROXIMATELY 20 DROPS PER CUBIC CENTIMETER (CC).
FURTHER INVESTIGATION IS RECOMMENDED DURING AN ENGINE RUN WHEN THRESHOLD LIMIT IS EXCEEDED.

Figure 93 Engine Vents and Drains Allowable Leakage Rates

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 Lufthansa Technical Training
POWER PLANT B737-300/400/500
COWLING
71-10

71-10 COWLING
ENGINE COWLING
General Thrust Reverser Cowling
The powerplant cowling privides an smooth aerodynamic surface over the en- The thrust reverser cowling consists of two halves hinged at the top, and
gine and a protective enclosure for the engine mounted components and latched together by five latches at the bottom. The inner and outer ducting pro-
accessories. The cowling interfaces with the egine strut to provide the proper vide a flow path for the fan air exhaust.
aerodynamic blending to reduce drag. Translating sleeves, blocker doors and cascade segments on each thrust re-
The cowling consists of the: verser cowling half provide a re-directing of fan air exhaust during thrust
S Inlet Cowl reverser operation. The sleeve translation is accomplished hydraulically.
S Left and Right Fan Cowl Cowl actuators, connected to the engine fan frame, provide opening the cowls
S Thrust Reverser Cowling by using a hand pump.
The fan and reverser cowls are hinged and removable for engine components NOTE: THE WING LEADING EDGE FLAPS MUST BE RETRACTED
access. PRIOR TO OPENING THE THRUST REVERSER COWLING
TO PREVENT DAMAGE TO EQUIPMENT.
Inlet Cowl
The inlet cowl provides a passage for proper entry of air for optimum engine
WARNING: DO NOT OPEN THE FAN COWL PANEL DURING AN EN-
operation. Inlet air noise is suppressed by acoustic panels in the inlet surface.
GINE OPERATION BECAUSE THE FORWARD LATCHES
The inlet cowl is attached to the fan inlet case by bolts and alignment pins.
ARE IN THE HAZARD AREA ZONE OF THE ENGINE INLET.
NOTE: Engine removal / installation is normally accomplished with the inlet IF YOU GO INTO THE HAZARD AREA, YOU CAN
cowl attached. GET PULLED INTO THE ENGINE WITH POSSIBLE FATAL
RESULTS.
Fan Cowl
BE CAREFUL WHEN YOU OPEN THE FAN COWL PANEL IN
The fan cowl panels are hinged at the fan cowl support beam. The panels are HIGH WINDS OR GUST CONDITIONS. THIS CAN CAUSE
secured by six flush-mounted hook-type tension latches, four along the split INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
line and two at the inlet cowl. Hold-open rods allow the cowl to be supported DO NOT USE THE HOLD-OPEN ROD TO HOLD THE FAN
and locked in the open position. The rods are stowed in clips in the fan cowl COWL IF THE WIND VELOCITY IS MORE THAN 60 KNOTS.
when not in use. THE HOLD-OPEN ROD CAN FALL AND CAUSE INJURY TO
For Training Purposes Only

The fan cowl panels are of Kevlar Graphite composite construction with alumin- PERSONS AND DAMAGE TO EQUIPMENT.
ium foil applied to the inside attenuate electromagnetic interference.
A vortex control device (VCD) is attached to the inboard fan cowl panel. The
CAUTION: DO NOT OPEN THE INBOARD FAN COWL PANEL UNLESS
VCD controls air separation at low air speed to prevent unstable airflow over
THE LEADING EDGE FLAPS ARE DEACTIVATED IN THE
the wing.
RETRACTED POSITION.
Access doors in the fan cowl panels are provided for servicing the engine.

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 Lufthansa Technical Training
POWER PLANT B737-300/400/500
COWLING
71-10

VORTEX CONTROL FORWARD

DEVICE LATCH
HOLD OPEN ROD
RECEIVER
(EXTENDED)
HOLD OPEN ROD

ACCESS
DOOR

LEFT FAN
COWL
SLEEVE

UNLOCK LATCH
(4 PLACES)

ÄÄ
INDICATION
HOLD OPEN ROD

ÄÄ
COLLAR (STOWED)

ÄÄ
THRUST
ACUSTIC
PANEL REVERSER
HOLD OPEN COWLING
ROD
RECEIVER

LATCH
(5 PLACES)

ACCESSORY
GEARBOX UPPER
CLEVIS MOUNT

INLET COWL
For Training Purposes Only

LEFT REVERSER LATCH

HALF HOOK

FWD
RIGHT REVERSER
HALF
LATCHING TOOL
LEFT FAN COWL OPEN

Figure 94 Engine Cowling

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 Lufthansa Technical Training
POWER PLANT B737-300/400/500
COWLING
71-10

THRUST REVERSER COWLING OPENING

WARNING: MAKE SURE YOU DO THE DEACTIVATION PROCEDURE FOR Open the Thrust Reverser Cowling - Pump Procedure
THE THRUST REVERSER DEACTIVATION FOR GROUND S Open the five latches along the bottom centerline of the thrust reverser.
MAINTENANCE.
S Connect the hand pump hose to the reverser opening actuator.
S Operate the hand pump to fully open the reverser half.
To isolate the reverser hydraulic system from the airplane hydraulic system,
S Make sure you hear the lock collar move on the reverser opening actuator.
you install the lockpin in the control valve module. The lockpin is installed with
the handle for the manual isolation valve moved. This will prevent movement of S Make sure the word ” LOCKED ” shows on the bottom of the extended
the translating sleeves if the reverse thrust lever are moved. You must install piston of the reverser opening actuator.
the lockpin when persons or equipment are in the area where the translating S Install the actuator lock on the extended piston rod.
sleeve can move. Open the Thrust Reverser Cowling - Manual Procedure
For the left / right engine, open these cicuit breakers on P6-2 panel and attach You must use the pump procedure unless there is a failure in the power ope-
a DO-NOT-CLOSE tag: ning system, or if a hand pump is not available. If you must open and close the
S ENG 1 THR REV CONT / ENG 2 THR REV CONT and reverser half manually, it is recommended that you use two persons to safely
ENG 2 THR REV CONT SYS-ALTN handle the reverser half. ThIs procedure can decrease the snubbing action of
the opening actuator. If the hydraulic fluid in the power opening system decrea-
ses, the reverser half can close too fast.
WARNING: MAKE SURE THE LEADING EDGE DEVICES ARE FULLY RE
TRACTED, DEACTIVATED, AND IDENTIFIED WITH A DO-NOT- S Open the five latches along the bottom centerline of the thrust reverser.
OPERATE TAG. S Use a stable force to lift the reverser half to the fully open position.
MAKE SURE THE THRUST REVERSER IS IN STOWED POSI- S Make sure you hear the lock collar move on the reverser opening actuator.
TION AND THE THRUST REVERSE LEVER IS AGREE WITH S Make sure the word ” LOCKED ” shows on the bottom of the extended
THRUST REVERSER POSITION. piston of the reverser opening actuator.
DO NOT OPERATE THE OPENING SYSTEM FOR THE S Install the actuator lock on the extended piston rod.
THRUST REVERSER IF THE WIND VELOCITY IS MORE THAN
40 KNOTS. THE OPENING SYSTEM FOR THE THRUST RE-
VERSER CAN HAVE A FAILURE IN LARGE WINDS WHICH
CAN CAUSE INJURY TO PERSONS AND DAMAGE TO
For Training Purposes Only

EQUIPMENT.
CAUTION: DO NOT CAUSE THE THRUST REVERSER SLEEVE TO MOVE
TO THE DEPLOYED POSITION WHEN THE THRUST REVER-
SER IS OPEN. THIS CAN CAUSE DAMAGE TO THE TRANSLA-
TING SLEEVE AND THE LEADING EDGE FLAP.
MAKE SURE THE ADJACENT FAN COWL PANEL IS FULLY
OPEN BEFORE YOU OPEN THE REVERSER HALF. IF THE AD-
JACENT FAN COWL PANEL IS NOT FULLY OPEN, YOU CAN
DAMAGE IT WHEN YOU OPEN THE REVERSER HALF.

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 Lufthansa Technical Training
POWER PLANT B737-300/400/500
COWLING
71-10

THRUST REVERSER
COWLING

ACTUATOR
LOCK TOOL

TR CONTROL VALVE MODULE

LOCKPIN COLLAR

MANUAL ISOLATION
VALVE HANDLE
DUST COVER

PUMP HOSE
For Training Purposes Only

PUMP QUICK
DICONNECT THRUST REVERSER
FAN FRAME OPENING ACTUATOR

FWD

TR CONTROL VALVE MODULE

Figure 95 Thrust Reverser Cowling Opening

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 Lufthansa Technical Training
EXHAUST B737-300/400/500
THRUST REVERSER
78-30

ATA 78 EXHAUST
78-30 THRUST REVERSER
GENERAL
The exhaust system receives and discharges the fan and turbine air through
separate propelling nozzles to the atmosphere at a velocity and direction to
produce the required thrust.
S Turbine Exhaust
The turbine exhaust system provides an efficient exit for the turbine ex-
haust. The turbine exhaust consists of hot, combusted gases exiting the
low pressure turbine at high velocity. The major components of the turbine
exhaust system are the turbine exhaust sleeve and turbine exhaust plug.
S Fan Exhaust
The fan exhaust is high velocity exhaust exiting the fan or first stage com-
pressor. The fan exhaust provides 78% of the total forward thrust.
The direction of the fan exhaust is reversed during landing by the thrust rever-
ser to produce additional braking power for the airplane.
Thrust Reverser operation
The thrust reverser system reverses the direction of the fan exhaust during lan-
ding and braking of the airplane.
S Stowed, the thrust reverser provides a smooth surface for the fan ex-
haust to produce thrust.
S Deployed, the thrust reverser redirects the fan exhaust to produce reverse
thrust.
The thrust levers in the flight compartment initiate forward or reverse thrust.
For Training Purposes Only

The thrust levers are connected electrically to the thrust reverser control mo-
dule which controls the thrust reverser hydraulic actuators.
The thrust reverser control system synchronizes the deployment of the thrust
reverser halves.
The thrust reverser position indicating system provides visual indication to the
flight compartment of thrust reverser position.

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THRUST REVERSER
78-30

STOW POSITION DEPLOY POSITION

FIXED CASCADED
DRAG LINK FAN TURNING VANE RING
REVERSED THRUST

FAN
FORWARD THRUST
BLOCKER DOOR

TRANSLATING SLEEVE
TRANSLATING SLEEVE

DRAG LINK
DRAG LINK
BLOCKER DOOR
For Training Purposes Only

TRANSLATING TRANSLATING
SLEEVE SLEEVE

BLOCKER DOOR
(10 PLACES)

HYDRAULIC ACTUATOR CASCADE VANES

(6 PLACES) 102630/102633

Figure 96 Thrust Reverser Assembly

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

THRUST REVERSER SYSTEM SCHEMATIC

Reverse thrust is accomplished by two translating sleeves on each engine
which deflect the fan exhaust flow forward using blocker doors and fixed cas- S THRUST REVERSER DEPLOY:
cade vanes. The reverser on engine No.1 is operated by system A hydraulic
With the fire switch down and either radio altimeter sensing less than 10 ft
pressure and the reverser on engine No.2 is operated by system B hydraulic
altitude, or the air/ground safety sensor in the ground mode, and reverse
pressure. Alternate operation, at a reduced rate, is available through the
thrust selected, hydraulic pressure to the deploy line is directed. The deploy
standby hydraulic system if hydraulic system A or B has failed (the reverser
hydraulic pressure overpowers the stow pressure and opens the thrust re-
may not stow and some assymetry can be anticipated).
verser sleeves. Loss of the electrical signal to the valve causes the isolation
Thrust Reverser Hydraulic Fuse valve to spring closed. The selector valve is controlled by the Reverse
Thrust Lever and directs hydraulic pressure to unlock, deploy, Stow or lock
There are six hydraulic fuses installed in the thrust reverser hydraulic system.
the translating sleeves.
If a failure or line rupture occurs, the fuse will close to prevent a complete loss
of hydraulic fluid. The fuses in the pressure lines are designed to let 175 cubic S THRUST REVERSER STOW:
inches of fluid flow before it closes, while those in the return lines are designed When the reverse thrust lever is lowered to the stowed position, and the
to let 80 cubic inches of fluid flow before it closes. The two types of fuses will reverser sleeves are not stowed and locked within 10 sec, the selector valve
reset automatically when the hydraulic pressure on the two sides of the fuse will get an armed signal. After the selector valve is armed, the valve opens
is equalized to within 5 psi. The return line hydraulic fuses are located in each and directs constantly hydraulic pressure via the isolation valve, to the stow
air conditioning bay. The primary pressure system hydraulic fuses are located side of the actuators, to hold the reverser in forward position.
on the forward bulkhead of each main landing gear wheel well, between the This action will also command the reversers to stow, if an uncommanded
landing gear system transfer valve and the thrust reverser shuttle valve. The motion of the reverser sleeves towards the deploy position occurs. Mainte-
standby pressure system hydraulic fuses are located in the main landing gear nance action is necessary in such a case.
bay on the keel beam.
Thrust Reverser Shuttle Valve REVERSER UNLOCKED light
The thrust reverser shuttle valve shifts the hydraulic pressure supply from the A REVERSER UNLOCKED light located on the center instrument panel illumi-
primary system to the standby system or vice-versa, when the pressure diffe- nates when either translating sleeve is not in the stowed and locked position.
rence between the two systems exceeds approximately 125 psi. The thrust re-
verser shuttle valves are located on the forward bulkhead of the main landing REVERSER fault light
gear wheel well.
For Training Purposes Only

The REVERSER fault light, located on the aft overhead panel, illuminates
Thrust Reverser Control Valve Module whenever a comparator senses a disagreement between the position of the
isolation valve and the selector valve or disagreement between the reverser
The thrust reverser control valve module, is a completely self-contained unit,
sleeve position sensors. The REVERSER light illuminates when the thrust re-
housing all the necessary electrical and hydraulic components in one manifold
verser is commanded to stow and extingguishes when it is fully stowed. After a
including isolation-, selector- and control valve. An electric sensor system con-
12-seconds delay, if the REVERSER light is still illuminated, the MASTER
sisting of the engine fire warning switch, the Captain’s and First Officer’s low
CAUTION and ENGINE annunciators illuminate.
range radio altimeters, and the air/ground safety sensor, provide enabling logic
for thrust reverser operation.

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THRUST REVERSER
78-30

MASTER
ENGINE REVERSER REVERSER
CAUTION
UNLOCKED
PUSH TO RESET

POSITION
DEPLOY
DISCH SENSORS
L R
ENG ACC
UNIT
STOW
RADIO ALTIMETERS SOLENOID CONTROL
R
<10 FT VALVE VALVE RIGHT TR REVERSER HALF

ARMING MANUAL
SOLENOID ISOLATION TR REVERSER
VALVE VALVE ACTUATORS
28V DC
DEPLOY GRD DEPLOY ISOLATION

LOCK
SOLENOID VALVE

ÍÍÍ
NORMAL VALVE
TR

ÍÍÍ
CONT SYS
STOW AIR

ÍÍÍ
T/R VALVE
MODULE

ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
For Training Purposes Only

MLG

LEGENDE :

ÍÍÍÍÍ
RETURN
TO TANK
FUSE
ÍÍÍ
ÍÍÍ
LEFT TR REVERSER HALF

ÍÍÍ
MAIN HYDRAULIC SYSTEM PRESSURE
STBY HYDRAULIC

ÍÍÍ
RETURN PRESSURE SYTEM

DEPLOY PRESSURE
ÍÍ ÍÍÍ
ÍÍÍÍ
ÍÍÍÍÍÍ
EMDP
STOW PRESSURE MAIN HYDRAULIC
SYSTEM SHUTTLE VALVE
POSITION SENSOR SIGNAL EDP

Figure 97 TR System Schematic

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

THRUST REVERSER INDICATION

The thrust reverser indication is divided into: ENGINE ACCESSORY UNIT INDICATION
S Control Cabin indication and In addition, for maintenance purposes, the ’REVERSER’ fault lights are dupli-
S Engine Accessory Unit indication cated by lights located on the face of the Engine Accessory Unit (EAU) in the
rack in the electronic equipment bay.
CONTROL CABIN INDICATION On the two-light EAU, the ’THRUST REVERSER FAIL’ light for each engine,
S REVERSER UNLOCKED Light (amber) will illuminate whenever any of the three faults described above cause a ’RE-
ON -Indicates the thrust reverser is unlocked. VERSER’ light to illuminate.
S REVERSER Fault Light (amber) On the six-light EAU, there are the following lights for each engine:
ON -One or more of the following has occured: S T/R SLEEVE DISAGREE Light (amber)
S The isolation valve or the thrust reverser control valve is not in the ON- The ’SLEEVE DISAGREE’ light will illuminate whenever there is a
commanded position. disagreement in the positions of the two translating sleeves on one
engine for more than two seconds.
S The thrust reverser sleeve position sensors are in disagreement for
more than two seconds. S T/R VALVE DISAGREE Light (amber)
S The auto restow circuit has been activated. ON- The ’VALVE DISAGREE’ light will illuminate whenever there is a
disagreement between the directional control valve and the isolation
ENGINE ACCESSORY UNIT valve in the reverser hydraulic control valve module.
The Engine Accessory Unit M528 contains the following circuits for the control S T/R RESTOW Light (amber)
and indication for the thrust reverser: ON- The ’RESTOW’ light will illuminate whenever there is an actuation of
S Not Stowed Proximity Sensor (Thrust Reverser Unlocked Light) the auto restow circuit.
S Auto Restow Proximity Sensor (Restow Light and Sleeve Disagree Light))
T/R RESET switch
S Deploy Proximity Sensor (Flight Data Recorder)
Each light will remain illuminated until the appropriate T/R RESET switch on
S Control Valve Position Sensor (Valve Disagree Light) the EAU is pressed.
S Isolation Valve Position Sensor (Valve Disagree Light)
On the front of the unit are six amber lights and reset switches.
For Training Purposes Only

Whenever a malfunction occurs in the thrust reverser system, the correspond-

ing amber light illuminates. The light is extinguished by the reset switch.

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THRUST REVERSER
78-30

ÎÎÎÎ ÎÎÎÎ
1 2

ÎÎÎÎ ÎÎÎÎ
ENGINE
REVERSER REVERSER
E3 RACK
PMC PMC

ON ON
w LOW IDLE w

INOP INOP
a a

TR/1 TR/2
SLEEVE SLEEVE
P5 AFT OVERHEAD PANEL DISAGREE DISAGREE

TR/1 TR/2
VALVE VALVE
DISAGREE DISAGREE SLEEVE DISAGREE
LIGHT

TR/1 TR/2
RESTOW RESTOW
VALVE DISAGREE
LIGHT

RESTOW LIGHT
T/R RESET T/R RESET
NO.1 NO.2
RESET
SWITCH
For Training Purposes Only

P/N65-73
S/N

1 2

REVERSER REVERSER
UNLOCKED UNLOCKED
A A

ENGINE ACCESSORY UNIT

CENTER INSTRUMENT PANEL
C98777

Figure 98 Thrust Reverser Indicating System

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30
ENGINE ACCESSORY UNIT with sixteen lights
NOT STOW Light S831 and S832 (amber) CONT VALVE DEPLOY Light S834 Eng 1 and S839 Eng 2 (amber)
The S831 NOT STOW light is controlled by the AUTO RESTOW proximity sen- The CONT VLV DEPLOY light, S834/S839, is controlled by the proximity sen-
sor on the left reverser half. sor on the directional control valve.
The S832 NOT STOW light is controlled by the AUTO RESTOW proximity sen- The light will go ON when the sensor shows that the directional control valve is
sor on the right reverser half. in the deploy position (target near) for a minimum of 4 seconds after the re-
The light will go ON when the sensor shows that the reverser is not retracted verse thrust lever is pushed down (stow) for a minimum of 14 seconds.
(target far) after the reverse thrust lever is pushed down (stow) for a minimum
of 14 seconds. SLEEVE DISAGREE Light (amber)
The SLEEVE DISAGREE will go ON and stay on when the thrust reverser le-
NOT STOW Light S835 and S836 (amber) ver is pulled up (deploy) and the NOT STOWED relays for the left and right
The S835 NOT STOW light is controlled by the NOT-STOWED proximity sen- reverser sleeve are not in the same position for a minimum of 4.4 seconds.
sor on the left reverser half. The S836 NOT STOW light is controlled by the NOTE: The 4.4 second time delay keeps the light OFF for small difference in
NOT-ST OWED proximity sensor on the right reverser half. the reverser sleeve translation times.
The light will go ON when the sensor shows that the reverser is not retracted
RESTOW Light (amber)
(target far) after the reverse thrust lever is pushed down (stow) for a minimum
of 14 seconds. The RESTOW light goes ON when ever the STOW relay is energized.

TEST Switch RESET Switch

When you push and hold the TEST SW with the thrust reverser extended, all of The RESET SWITCH on the face of the unit provides the following functions:
the BITE lights for the applicable engine will come on except the SLEEVE DI- S Manual reset of all BITE lights, except the SLEEVE DISAGREE and RE-
SAGREE light. The RESTOW light was already on as a result of the thrust STOW lights, when the thrust reverser is retracted.
reverser being extended. S Manual reset of the SLEEVE DISAGREE light, if the RESET SW is depres-
S If a light does not go on, there is a problem with the light or a problem in the sed when the thrust reverser is extended.
applicable BITE circuit. S Manual reset of the Auto-restow control circuit by restarting the 10 and 10.3
S When you push and hold the TEST SW with the thrust reverser retracted, second timers.
none of the lights come on.
Auto Reset Feature
ISO VLV OPEN Light S833 Eng 1 and S830 Eng 2 (amber) The AUTO RESET automatically turns all of the lights, except the SLEEVE DI-
For Training Purposes Only

The ISO VLV OPEN light, S833/S830, is controlled by the proximity sensor on SAGREE and the RESTOW lights OFF. The AUTO RESET feature engages
the isolation valve. when the oil pressure signal for the two engines is >15PSI.
The light will go ON when the sensor shows that the isolation valve is open NOTE: The AUTO RESET feature makes sure that all of the lights that are set
(target near) after the reverse thrust lever is pushed down (stow) for a mini- during a flight, except the SLEEVEDISAGREE and the RESTOW are
mum of 14 seconds. OFF at the beginning of a new flight.

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THRUST REVERSER
78-30

ENGINE ACCESSORY UNIT

P/N 65 73606

MOD LEVEL

ENG 1 ENG 2

S831 S832 S831 S832

NOT STOW NOT STOW NOT STOW NOT STOW

S835 S836 S835 S836

NOT STOW NOT STOW NOT STOW NOT STOW

FAULT LIGHT

TEST TEST (16 LOCATIONS)

S833 S834 S830 S839

ISO VLV CONT VLV ISO VLV CONT VLV
OPEN DEPLOY OPEN DEPLOY

SLEEVE SLEEVE
DISAGREE DISAGREE
For Training Purposes Only

RESTOW RESTOW

RESET RESET

SIXTEEN-LIGHT UNIT

Figure 99 Engine Accessory Unit Sixteen Lights

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

T/R CONTROL SYSTEM

DEPLOY Operation STOW Operation
The reverse thrust levers are pulled up and back from stowed position to re- The reverse thrust levers are pushed forward and down to the stowed position.
verse position. The movement of the reverse thrust lever from idle to reverse The thrust lever latch re-engages. The stow valve repositions the directional
thrust closes the contacts on a microswitch in the autothrottle switch pack control valve, which vents return hydraulic pressure from the extend side of
and sends power to a latch relay which energizes the sync lock solenoid to re- the actuator. The hydraulic system pressure on the retract side of the actuators
lease the rotary flex shaft system. The movement of the reverse thrust lever causes the actuators to retract. The flex shafts synchronize the actuator retrac-
from idle to reverse thrust will rotate the strut control box throttle drum counter tion. The upper actuator lock remains unlocked until the actuator piston con-
clockwise. This occurs only after the interlock cams have repositioned themsel- tacts the lock and begins to load the lock spring. The face of the lock mecha-
ves with the reverse interlock rollers. The thrust reverser control and arm swit- nism has angled teeth causing ratchet-type action as the actuator retracts.
ches in the flight compartment are closed, energizing the deploy and arm sole- The isolation valve check valve allows hydraulic fluid at return pressure of 45
noids in the control valve module if the following conditions are met: psi to return to the aircraft hydraulic system. The REVERSER UNLOCKED
S 28v dc switched hot battery bus power available light remains illuminated until both sleeves are fully stowed as detected by the
not-stowed proximity sensors, at which time the light extinguishes. The forward
S Fire switch handle in normal position
thrust levers cannot be moved from idle position until the feedback push-pull
S Airplane altitude less than 10 feet as sensed by the low range radio altime- cables re-position the feedback interlock cams.
ters and by the air/ground sensing system. Power is sent through the microswitch pack to a two minute time delay relay.
When the arm valve solenoid is energized, the arm valve pressurizes one side The two minute time delay permits the thrust reverser to retract which provides
of the isolation valve and the isolation valve moves to pressurize the system. time for the indicating system to detect failures that prevent the locking actua-
The deploy solenoid valve, when energized, ports hydraulic fluid to position the tor from locking the thrust reverser sleeve in the retracted position. After two
directional control valve to the deploy position. Hydraulic system pressure of minutes, power is sent through the time delay relay to unlatch the latch relay,
3000 psi is supplied to both sides of all actuators via the flow control valve. The which then de-energizes the sync lock solenoid. This permits the sync lock to
hydraulic system pressure to the upper actuators disengages the lock mecha- mechanically lock the rotary flex shaft system.
nism. The hydraulic system pressure is ported through the flex shaft tubing to
the extend sides of the middle and lower actuators. The pressures on both si- Auto Restow Operation
des are equal but the larger surface area on the extend side of the actuator When the reverse thrust lever is lowered to the stowed position, and the re-
piston causes the actuator to extend. As the actuators extend, the hydraulic verser sleeves are not stowed and locked within 10 sec, the selector valve will
fluid from the retract side of the actuators recirculates to the extend side. The get an armed signal. After the selector valve is armed, the valve opens and
flex shafts synchronize actuator extension. directs constantly hydraulic pressure via the isolation valve, to the stow side of
For Training Purposes Only

The sleeves translate to the full extend position in approximately 2.5 seconds. the actuators, to hold the reverser in forward position.
The actuators act as hydraulic brakes with the rate of extension controlled by This action will also command the reversers to stow, if an uncommanded mo-
the rate of flow. The piston rods are decelerated and stopped at the full extend tion of the reverser sleeves towards the deploy position occurs.
position by snubbers, inside the actuators. The feedback push-pull cables pro-
vide position indication of the center actuator extension and sleeve position to
the strut control box. The feedback interlock cams are repositioned by push-
pull cables. Cam positioning allows for increased power setting. The reverse
thrust levers can now be pulled back and up further to increase power.

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

AUTOTHROTTLE
28V DC LOW OIL PRESS
FIRE RESTOW LIGHT
BUS 2 THR REV ARM RELAY
CONT
1 SYS-ALTN NC
28V DC VARIABLE
SWITCHED THR REV NORMAL 28V DC
NC T/R BLEED VALVE
HOT BAT CONT SYS INDICATION
BUS PWR LOSS ENGINE FIRE
1 SWITCH
SENSE RLY NC NC
10.3 STOW
P6 LOAD CONTROL CENTER J20 MISC. EQUIPM. SEC T/D
PANEL RH T/R
10 SEC NOT STOW AUTO
STOW T/D NC
RH T/R NOT RESTOW
K3 RH T/R NOT SENSOR
TIME DELAY STOWED RLY STOWED
DEPLOY
T/R STOW SWITCH T/R
K1 CONTROL INDICATION
STOW
RELAY 28V DC
NC LH T/R
AUTO
DEPLOY S1 T/R NO. 1 STOW RESTOW
RESET SW SENSOR
T/R CONTROL SWITCH
NOT STOW
DISARM K2 LH T/R NOT
STOWED RLY LH T/R NOT ENGINE 1
STOWED

ARM ENGINE ACCESSORY UNIT (E3)

T/R ARM SWITCH
P8 CONTROL STAND

STOW MANUAL
SHUTOFF TO : T / R
CONTROL VALVE ACTUATORS
VALVE DEPLOY
GND < 10 FT STOW

RADIO ALTIMETER 1 DEPLOY

NC
For Training Purposes Only

J20 SEQUENCE
GND < 10 FT
2 RELAY
ARM
RADIO ALTIMETER 2
ISOLATION
VALVE
HYD SYS A RETURN
GND
STBY
SYSTEM
AIR
1 AIRPLANES WITH THRUST REVERSER
AIR SENSING SYNC LOCKS, ENGINE 2 ONLY
RELAY EMDP
HYD
LANDING GEAR SYS A
2 AIRPLANES WITH THRUST EDP#1
LOGIC SHELF THRUST REVERSER CONTROL VALVE MODULE (LEFT AIR COND. BAY)
REVERSER SYNC LOCKS a58002/231380

Figure 100 T/R Control System Schematic

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

T/R SYNC - LOCK CONTROL SYSTEM

The sync lock is an electrically operated mechanical lock installed on the worm - Power is sent through the microswitch pack to a two minute time delay
shaft of the upper hydraulic actuator on each thrust reverser sleeve. When relay. The two minute time delay permits the thrust reverser to retract
de-energized, the sync lock holds the rotary flex shafts to prevent the linear which provides time for the indicating system to detect failures that pre-
movement of the hydraulic actuators and the sleeve. The sync lock contains a vent the locking actuator from locking the thrust reverser sleeve in the
pronged rotor which is turned by the rotary flex shaft system. The rotor is held retracted position.
by plungers that engage the rotor. The plungers are spring loaded to the lok- - After two minutes, power is sent through the time delay relay to unlatch
ked position, and are moved to the unlocked position by a solenoid operated the latch relay, which then de-energizes the sync lock solenoid. This
yoke when energized. There is not flight compartment indication for sync lock permits the sync lock to mechanically lock the rotary flex shaft system.
position or control status.

Operation
S Stowed Position
- In the stowed position, the reverse thrust levers are stowed; the forward
thrust levers are in any position. The forward/reverse thrust interlock
prevents movement of the reverse thrust levers if the forward thrust le-
vers are in any position but idle.
- The thrust reverser control switch is open so the arm solenoid valve on
the isolation valve is not energized.
- The upper actuators are locked.
- The sync lock solenoid is not energized and the sync locks are locked.
S Deployment
- The reverse thrust levers are pulled up and back from stowed position to
idle position.
- The movement of the reverse thrust lever from idle to reverse thrust
closes the contacts on a microswitch in the autothrottle switch pack and
sends power to a latch relay which energizes the sync lock solenoid to
release the rotary flex shaft system.
For Training Purposes Only

- When the sync lock solenoid is energized, a sequence relay and 100ms
time delay permits the sync lock to open before hydraulic pressure is
applied to the thrust reverser system.
S Stowing
- The reverse thrust levers are pushed forward and down to the stowed
position.
- The hydraulic system pressure on the retract side of the actuators cau-
ses the actuators to retract.

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THRUST REVERSER
78-30

28V DC
BAT BUS
ENG 2
SYNC-LOCK

28V DC
ENG 2
BUS 2
SYNC-LOCK 1 SYNC-LOCK
1 TO THRUST
ALTN PWR LOSS REVERSER
SENSE RLY NC CONTROL
CIRCUIT
P6 LOAD CONTROL
CENTER
DEPLOY
SEQUENCE RELAY

T 100 MS
D
STOW TIME DELAY
SYNC-LOCK
TIME DELAY
(120 SEC TO OPERATE)

LOCK

RIGHT SLEEVE
SYNC LOCK
For Training Purposes Only

STOW

DEPLOY UNLOCK
R T/R LOCK
ENGINE LEFT SLEEVE
AUTOTHROTTLE SYNC-LOCK
FIREWALL SYNC LOCK
LATCH RELAY
ASSY
J 20 MISC ELECT EQUIPMENT PANEL
1 ENGINE 2 ONLY a86929

Figure 101 T/R Sync - Lock Control System Schematic

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THRUST REVERSER
78-30
Operation
THRUST REVERSER COMPONENTS There are three separate modes of operation of the control valve module:
Blocker Doors S Arming Solenoid Valve
The forward section of the blocker door is attached to the sleeve with two 1/4 The arm solenoid valve provides hydraulic fluid pressure from the aircraft
inch bolts in hinge assemblies. As the sleeves translate aft, the blocker doors system to the control valve module.
rotate into a blocking position, due to sleeve movement and the door’s attach- S Deploy Solenoid Valve
ment to the inner duct. The deploy solenoid valve correctly positions the control valves to port pres-
When extended, the doors block fan exhaust, forcing air in the reverse direc- sure to the deploy side of the actuators, thereby moving the reversers from
tion through the cascade segments. their stowed position to the deployed position.
When retracted, the doors form part of the outer duct for fan exhaust air. S Stow Solenoid Valve
Cascades The stow solenoid valve correctly positions the control valves to port pres-
sure to the stow side of the actuators, thereby moving the reveresers from
The thrust reverser cascades nearly encircle the engine. The cascades are
their deployed position back to the stowed position.
covered by the sleeves when the thrust reverser is stowed.
During thrust reverser operation, the sleeves translate aft, exposing the casca-
des. The fan exhaust air is blocked by the blocker doors, and sent through the
cascades to provide reverse thrust. The cascades are arranged to direct airflow
away from the aircraft structure or engine air inlet during thrust reverser opera-
tion.
The cascade installation arrangements are different for the right and left engi-
nes. When replacing cascades, it is important to ensure that the correct arran-
gement is being installed. Improper arrangement could cause reduced life for
structural elements exposed to exhaust air.
Access to the cascades is by translating the thrust reverser sleeves.

Thrust Reverser Control Valve Module

The thrust reverser control valve governs the functions of deploying and stow-
ing the thrust reverser in response to commands from the reverse thrust lever
For Training Purposes Only

in the flight compartment.

The control valves are located on the forward bulkheads of the air conditioning
bays.
The thrust reverser control valve module, is a completely self-contained unit,
housing all of the necessary components in one manifold. The manifold pro-
vides for all hydraulic and electrical connection to the aircraft structure. The unit
converts electrical signals from the aircraft thrust reverser control system into
controlled hydraulic flow to the reverser actuators. Located on the unit is a
manual lockout handle.

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THRUST REVERSER
78-30

MANUAL ISOLATION
BLOCKER DOORS AND VALVE HANDLE
THRUST REVERSER
CASCADE SEGMENTS CONTROL VALVE MODULE LOCKPIN

AUXILIARY
SLIDER
TRACK/SLIDER
FAIRING

SLIDER

DUCT
INNER ASSY
ACOUSTIC
PANEL
For Training Purposes Only

THRUST REVERSER
DUCT OUTER ASSY CASCADES CONTROL VALVE MODULE
BLOCKER DOOR
(5 PLACES) FWD 127059/122637102640

Figure 102 Thrust Reverser Components

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THRUST REVERSER
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Thrust Reverser Actuators
Six hydraulic actuators, spaced at intervals around the reverser case, provide When de-energized, the sync lock holds the rotary flex shafts to prevent the
the means of actuating the translating cowl to the reverse thrust position. Four linear movement of the hydraulic actuators.
actuators are identical; two are lock actuators, providing positive locking when S MANUAL DRIVE CONNECTOR
the system is stowed. There are two common actuators and one lock actuator
With the manual drive you can move the translating sleeve without hydraulic
on each C-duct; the lock actuator occupying the upper position. The actuators
power. Therefor a ratcheting-type socket wrench is needed.
are similar in cylinder construction, the differences being in the end housing of
the lock actuator, which incorporate lock mechanisms. Rotary Flex Shafts
All actuators are hydraulically and mechanically interconnected to provide syn- The rotary flex shafts mechanically connect the center actuator to the upper
chronized operation of the translating cowl. The actuator front mounting is pro- and lower actuators. The flex shafts provide synchronization between the ac-
vided by a gimbal ring attached to the end housing and secured to a bracket on tuators. The tendency of any actuator to speed up or slow down is transmitted
the reverser case torque box. The gimbal ring provides flexibilty in actuator to the others by the flex shafts. The flex shafts are encased in a rigid steel
alignment. The rear connection is the actuator rod end, incorporating a spheri- tube, which contains hydraulic fluid. The hydraulic fluid lubricates the flex
cal bearing, connected to a mounting bracket on the translating cowl aft frame. shafts. The tubing conducts extend pressure flow between the center actuator
Each actuator comprises: and upper and lower actuators. The tubing enables hydraulic pressure to
S A piston, incorporating a nut with an acme screw thread. be equal in all actuators to permit extension at the same rate. The flex shafts
are attached in each actuator through a square drive fitting. There is no mecha-
S A piston rod accommodating an acme threaded screw shaft.
nical connection used to provide synchronization between each thrust reverser
S A worm gear and shaft assembly transmits rotary movement of the piston half, but the flow control valve synchronizes the thrust reverser halves to within
rod to drive the synchronizing flexible drive shafts. two seconds of each other.
S The end housing of the non-locking actuators houses a piston stop to limit
the retract stroke of the piston.
The UPPER (LOCKING) ACTUATOR contains additional:
S LOCK MECHANISM
The end housing of the lock actuator is a double assembly incorporating a
lock valve housing. The piston stop differs from that of the non-locking ac-
tuator in that it is internally splined to locate a locking sleeve, thus preven-
ting rotation while allowing linear movement. Serrations on the end of the
sleeve mate with similar serrations on the actuator lock in the locked posi-
For Training Purposes Only

tion.
S MANUAL UNLOCK HANDLE,
Moving the manual unlock handle forward, the lock actuator will be in the
unlocked position.
S SYNCHRO LOCK
The sync lock is an electrically operated mechanical lock. It is installed
on the worm shaft of the upper hydraulic actuator on each thrust rever-
ser sleeve.

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

THRUST REVERSER
ACTUATORS

NOT-ST OWED
PROXIMITY
SENSOR

TARGET

FEEDBACK
MECHANISM
FEEDBACK
MANUAL DRIVE CABLE
DEPLOY CONNECTOR
PROXIMITY
SENSOR

MANUAL SYNCHRO LOCK AUTO RESTOW

UNLOCK HANDLE PROXIMITY
ELECTRICAL SENSOR
CONNECTOR

UPPER (LOCKING)
COUPLING NUT ACTUATOR
TUBE ADAPTER
For Training Purposes Only

FLEX SHAFT
MANUAL
DEPLOY LOCK
PROXIMITY HANDLE
NOTE: UPPER ACTUATOR SHOWN; SENSOR
CENTER AND LOWER
ACTUATORS SIMILAR FLEX SHAFT
IN TUBE
30504

Figure 103 Thrust Reverser Actuator

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

Lock Actuator
T/R sleeve locking is accomplished by connection of the locking actuator piston
to fixed structure (the torque box) through the locking keys, the actuator cylin-
der and the actuator gimbal. The Iocking keys are maintained in their locked
position by the spring-Ioaded lock sleeve. No hydraulic pressure is required to
maintain the upper actuators Iocked. T/R sleeve forces trying to extend the
non-Iocking actuators are transmitted to the locking actuator piston through the
flexshafts.
When the thrust reverser control valve module is commanded to the depIoy
mode, hydraulic pressure drives the lock sleeve towards the head end of the
actuator overriding the spring force. The three lock keys are now free to be
forced radially outward to the unlocked position by the extending actuator pis-
ton. As the piston extends the spring loaded lock follower sleeve will maintain
the lock keys in the unlocked position.
This prevents the keys from drifting back to the locked position with the actua-
tor extended. The lock sleeve can be manually operated with the manual un-
lock Iatch for manual deployment of the thrust reversers.
The position feedback is provided by an internally threaded feedback nut con-
nected to the actuator acme screw and an externally threaded feedback rod.
Rotary motion of the acme screw is converted to linear motion of the feedback
rod through the feed back nut. During actuator extension the feedback rod
moves toward the actuator; on retraction the motion is opposite. Due to the
difference in pitch of the acme screw/nut threads and the threads of the feed-
back rod/nut, total feedback rod travel is only 1.52 inches as compared to total
actuator travel of 19.78 inches. As a consequence of close tolerancing of
threads, the feedback rod is accurately positioned over the entire range of ac-
tuator travel.
For Training Purposes Only

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

TO SYNCHRO LOCK
AND MANUAL DRIVE
DEPLOY
WORM WHEEL LINE STOW LINE
& SHAFT ROD END
ACME NUT ACME SCREW (CONNECTED TO
T/R SLEEVE)
FEEDBACK
NUT

ÈÈÈ
ÈÈ
ÈÈÈ
ÈÈ
FEEDBACK
ROD
LOCKING KEY (3)

MANUAL UNLOCK LOCK SLEEVE LOCK SLEEVE

LATCH SPRING
LOCK FOLLOWER SLEEVE
SYNCHRONIZATION LOCK FOLLOWER SPRING
FLEX SHAFT
For Training Purposes Only

ÈÈÈÈÈ
ÈÈÈÈÈ

Figure 104 Thrust Reverser Lock Actuator Schematic

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 Lufthansa Technical Training
EXHAUST B737-300/400/500
THRUST REVERSER
78-30

Thrust Reverser Switches

This switches are activated by the revers lever (deploy/stowed).
S ARM SWITCH,
When the arm switch is in arm position, it energizes the arm solenoid valve
in the control valve module if the following conditions are met:.
S 28v dc switched hot battery bus power available.
S Fire switch handle in normal position.
S Airplane altitude less than 10 feet as sensed by the low range radio
altimeters and by the air/ground sensing system.
When the arm valve solenoid is energized, the arm valve pressurizes one
side of the isolation valve and the isolation valve moves to pressurize the
system.
S REVERSER CONTROL SWITCH, (Deploy)
When the reverser control switch is in deploy position, it energizes the
deploy solenoid valve in the control valve module if the following conditions
are met:.
S 28v dc switched hot battery bus power available.
S Fire switch handle in normal position.
S Airplane altitude less than 10 feet as sensed by the low range radio
altimeters and by the air/ground sensing system.
The deploy solenoid valve, when energized, ports hydraulic fluid to position
the directional control valve to the deploy position.
S STOW SWITCH
When the reverse thrust lever are moved to stowed position the stow switch
is activated. The solenoid on the arm valve remains energized because
auto restow sensor are out of proximity. After the sleeves have retracted
For Training Purposes Only

and auto restow sensors are in proximity the circuit is completed. It stays
completed for 10 seconds to insure that all the actuators have retrac-
ted completely.

Detent
The thrust reverser detent is a reference for the pilots to reverse power without
exceeding operation limits.

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

THRUST
DRUM

REVERSE
THRUST
LEVER
DETENT

CAM
FOLLOWER
ARM FORWARD
THRUST
LEVER
STOP

STOW SWITCH
SWITCH
ADJUSTMENT
SCREW SWITCH BRACKET REVERSER
ARM SWITCH ASSEMBLY CONTROL
SWITCH
For Training Purposes Only

ARM SWITCH
SWITCH ADJUSTMENT
MOUNTING NUT
SCREW
STOW SWITCH
COVER

SWITCH BRACKET
ASSEMBLY
FWD

Figure 105 Thrust Reverser Switches

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 Lufthansa Technical Training
EXHAUST B737-300/400/500
THRUST REVERSER
78-30

FEEDBACK PUSH-PULL CABLES

Purpose
The feedback push-pull cables transfer motion from the thrust reverser actua-
tor feedback to the strut drum control box. The cables provide a mechanical
signal of the thrust reverser sleeve position to the strut drum control box. This
signal is used to control the thrust reverser interlock system inside of the strut
drum control box.
Physical Description
Two feedback push-pull cables are installed, one for each thrust reverser
sleeve. The lower end of the cable is connected by an adjustable rod end fitting
to the upper (locking) thrust reverser actuator. The upper end of the cable is
connected by a rack and pinion system to an feedback cam in the strut drum
control box.
For the feedback push-pull cable rigging, the thrust reverser must be in the
closed (stowed) position. There are two rig holes for the system. One rig hole is
located on the upper thrust reverser actuator and the other one on the strut
drum control box.
For cable adjustments you can use the rod end fitting or the jamnuts on the
lower cable support bracket.
For Training Purposes Only

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

PENETRATION RIG PIN

STRUT
FEEDBACK CABLES MIDSPAR FITTING
STRUT DRUM WEB RIG HOLE
CONTROL BOX (UNDER SEAL)

STRUT DRUM
CONTROL BOX
UPPER (LOCKING)
ACTUATOR

FEEDBACK
CABLE

SUPPORT FWD
BRACKET

FEEDBACK
CABLES
FEEDBACK ROD END
LEVER RIG HOLE
JAMNUTS
BELLCRANK
BRACKET
UPPER (LOCKING)
ACTUATOR
For Training Purposes Only

UPPER (LOCKING)
ACTUATOR 149299/150045

Figure 106 TR Feedback Cable Rigging

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

THRUST REVERSER INTERLOCK

An engine control reverser interlock system is provided. This interlock limits the
thrust increase command if the reverser remains stowed when the reverse
thrust lever is moved to a reverse position. The interlock is withdrawn during
reverser translation from the stowed position to the deployed position. If the
reverser remains deployed when the reverse thrust lever is moved to the for-
ward thrust position, thrust increase commanded by the throttle is limited. The
interlock is withdrawn during reverser translation from the deployed position to
the stowed (flight) position. Freedom of motion of the throttles is not an abso-
lute indication that the thrust reverser is fully deployed or stowed and locked,
since the interlocks are withdrawn during reverser motion.
Operation
The movement of the reverse thrust lever from idle to reverse thrust will rotate
the strut control box throttle drum counter clockwise (as viewed from above).
This occurs only after the interlock cams have repositioned themselves with the
reverse interlock rollers.
S The sleeves translate to the full extend position in approximately 2.5 se-
conds.
S The feedback interlock cams are repositioned by push-pull cables. Cam
positioning allows for increased power setting.
S The reverse thrust levers can now be pulled back and up further to increase
power.
For Training Purposes Only

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

THRUST CABLE DRUM

STRUT DRUM CONTROL BOX

INBD

FWD

CABLE
THRUST CONTROL DISCONNECT
DRUM FEEDBACK CAMS (2)
THRUST
PUSH-PULL
CABLE

THRUST REVERSER
FEEDBACK PUSH-PULL
CABLE (2)

RIG HOLE

FORWARD ROLLER
THRUST FWD THRUST
MOVEMENT RIG HOLE

CAM STOP

THRUST CONTROL
For Training Purposes Only

PINION

REVERSER
THRUST
IDLE POSITION MOVEMENT
ROLLER
REV THRUST

THRUST CONTROL
PUSH-PULL CABLE

Figure 107 Thrust Reverser Interlock

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

THRUST REVERSER DE-ACTIVATION

General
An inoperative thrust reverser can be deactivated by securing the translating
sleeves in stow position.
This is accomplished by means of:
S A turnbuckle
S A secondary deactivation pin
S Indicator pins
S Retainers and retainer bolts
Note:
S ON AIRPLANES BEFORE LINE NO. 1553
The deactivation equipment is stowed on the engine.
S ON AIRPLANES AFTER LINE NO. 1553
The deactivation equipment is stowed in the flyaway kit.
For Training Purposes Only

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EXHAUST B737-300/400/500
THRUST REVERSER
78-30

SECONDARY
DEACTIVATION STOWAGE
PIN RUBBER
BRACKET PLUG

TORQUE BOX

SLEEVE
PLUG

SECONDARY INNER SURFACE OF

DEACTIVATION
PIN ACCESS THE ACCESS PANEL
PANEL
STOWAGE BRACKET FOR THE
SECONDARY DEACTIVATION CASCADE
PIN (REVERSER ACTIVATED) OR CASCADE SUPPORT RING
PLUG (REVERSER DEACTIVATED) SUPPORT RING
INDICATOR PIN
INDICATOR PIN
RETAINER
PIN RETAINER TURNBUCKLE SLEEVE
FITTING
SLEEVE
FITTING
For Training Purposes Only

INDICATOR INDICATOR
PIN PIN
ACCESS RETAINER
PANEL

REVERSER AKTIVATED REVERSER DEACTIVATED

126872/126874

Figure 108 Thrust Reverser De-Activation

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 Lufthansa Technical Training
ENGINE INDICATING B737-300/400/500
GENERAL
77-00

ATA 77 ENGINE INDICATING

77-00 GENERAL
SYSTEM DESCRIPTION (CONF. 1)
General
The engine indicating system consists of:
S the engine tachometer system which measures rotational speed at the low
speed rotor (N1).
S the engine tachometer system which measures rotational speed at the high
speed rotor (N2).
S the engine exhaust gas temperature (EGT) indicating system.
S the engine vibration monitoring system (AVM).
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE INDICATING B737-300/400/500
GENERAL
77-00

CRZ TAT - _C
MAN SET

EGT SIGNAL PSI

%RPM
N1 SIGNAL
OIL
EGT PRESS
PROBE (9)

N1
_C

OIL
_C N1 SPEED TEMP
SENSOR TURBINE
VIBRATION
SENSOR %FULL
N2 CONTROL
ALTERNATOR OIL QTY
EGT

FAN
VIBRATION
%RPM SENSOR
VIB
N2 SIGNAL

A HYD
N2 x1000
PSI
For Training Purposes Only

x1000
PRESS
PULL VIBRATION SIGNAL
TO %FULL
SET
N1
FF/FU QTY
RF 88%
FUEL AVM SIGNAL
PUSH CONDITIONER
USED

PRIMARY DISPLAY PANEL SECONDARY DISPLAY PANEL

Figure 109 Engine Indicating System
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 Lufthansa Technical Training
INSTRUMENTS B737-300/400/500
ENGINE INSTRUMENT SYSTEM
31-42
S Programmable Engine Red-line Limits
ATA 31 INSTRUMENTS The N1, EGT, and N2 parameters have limits that should not be exceeded
during engine operation; these limits are known as ”red-line” limits. When an
31-42 ENGINE INSTRUMENT SYSTEM engine is operating at or above its red-line limit, a visual indication is im-
mediately obvious by means of colored sectors on the display and also by
red warning lights. Also, by means of program pins, the Primary Display is
General
capable of displaying four different red-line limits on N1, N2, and EGT.
The engine instrument system (ElS) is microprocessor-controlled instrument
S Failure Monitoring
panels which display parameters of engines and hydraulic systems to monitor
airplane engines and hydraulic systems operation. It also displays total air tem- The display panel visually indicates to the flight crew any open circuit fail-
perature and (for EFIS configured airplanes only) engine thrust mode annunci- ures of the N1, N2, EGT and FF engine sensors, by slewing the pointer and
ation messages. counter displays to zero, holding the setting for 2 seconds, then setting the
counter display to ”dashes” and blanking the pointer display. An electrical
The ElS is composed of two adjacent independent, solid state integrated dis-
short to ground of any analog high signal has the same effect. The loss of
plays: a Primary Display and a Secondary Display. Both displays are installed
digital input data or incorrect parity of digital input data causes the affected
on the pilots’ center instrument panel P2-2. The left-hand side is the Primary
display to blank. An invalid or no computed data received by the display unit
Display and the right-hand side is the Secondary Display.
will cause the affected display to show dashes.
The ElS receives 28v electrical power from the P6-2 panel.
S Internal Relay Circuits
EIS PRIMARY DISPLAY The Approach Idle relay circuit and the Starter Cutout relay circuit for each
engine channel enable the relay contacts to signal the N1 Low Idle Warning
The ElS Primary Display receives, processes, and displays the primary engine system and N2 Starter Disengage circuit, respectively.
parameters of N1 (both limit and actual), N2, exhaust gas temperature (EGT),
and fuel flow/fuel used (FF/FU) for two engines. For EFIS configured airplanes, S Built-In-T est-Equipment (BITE)
it also displays engine thrust mode annunciation (TMA) input data from the A software driven BITE facility is initiated by depression of an unmarked
flight management computer (FMC). In addition, it provides the following bezel-mounted button. When initiated, the BITE facility exercises all major
special features: functions derived within the instrument. This facility is inhibited if either en-
S All displayed engine parameters are transmitted on an ARINC 429 digital gine %N1 values exceed 10% rpm.
output data bus to be read and used by any system requiring engine in- S Engine Exceedance Recording and Storage
formation, such as a flight recorder system or an ACARS system. S A maintenance module inside the display monitors the N1, N2 and EGT of
S An independent analog output of actual N1, EGT, N2 and FF parameters for both engine channels. On detection of an exceedance in one or more of the
For Training Purposes Only

use by digital flight data acquisition unit (DFDAU). parameters, the ElS Primary Display unit stores the actual parameter values
S An N1 valid output signal for each engine to stall warning computers and of N1, N2, EGT and Fuel Flow for that engine in a battery-backed RAM.
flight control computers. This information is also stored during an abnormal engine start condition.
Information stored in battery-backed RAM may be retrieved and erased by
S Abnormal Start Indication (ASI) an external command signal while power is applied to the unit.
The Primary Display will detect impending hot start (excessive exhaust gas S Exceedance Data Display
temperature) or hung starts (failure of the engine’s high pressure compres-
sor to accelerate). If either condition is detected, the EGT digital counters The BITE test button enables display of the maximum exceedance and the
on the display will flash to alert the flight crew of the impending abnormal accumulated time of all exceedances, since the last power down, for N1, N2
start. and EGT parameters.

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INSTRUMENTS B737-300/400/500
ENGINE INSTRUMENT SYSTEM
31-42

CRZ TAT - _C
MAN SET

PSI

%RPM

OIL
PRESS

N1
_C

OIL
_C TEMP

%FULL

OIL QTY
EGT

%RPM
VIB

A HYD B
N2 x1000
PSI
For Training Purposes Only

x1000
PRESS
PULL PULL
TO TO %FULL
SET SET
N1 N1
FF/FU QTY
RF 88%
FUEL
FUEL USED
PUSH RESET
USED

PRIMAR DISPLAY PANEL SECONDARY DISPLAY PANEL

Figure 110 Engine/Hydraulic Indicating Display

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 Lufthansa Technical Training
INSTRUMENTS B737-300/400/500
ENGINE INSTRUMENT SYSTEM
31-42

PRIMARY DISPLAY PARAMETERS INDICATION N2 Parameter

The N2 module receives an analog signal from the engine control alternator.
N1 Parameter The frequency of the signal is proportional to the core rotor speed. The N2 pa-
N1 consists of two input signals, the actual N1 signal and the limit N1 signal. rameter value is displayed by an LED pointer and a digital counter.
The limit N1 input signal is a dc ratio from the FMC via the digital analog S An internal switch in the N2 module transmits a signal to the engine start
adapter. circuit. This signal ensures starter disengagement at the maximum starter
S The actual N1 input signal is derived from an engine—mounted sensor and run speed (46.3%) and prevents starter re-engagement at engine speeds
is a frequency input proportional to engine speed. The actual N1 parameter (above 30.4%) which could damage the starter or engine. This switch also
value is displayed by the LED counter and pointer. inhibits the PMC INOP light.
S The limit N1 parameter value is displayed by means of an LED circular bug TMA
display and in manual set mode by a 7 segment LED numeric counter dis-
The thrust mode annunciation (TMA) input signal is from the flight management
play in addition to LED bug display.
computer (FMC) on ARINC 429 digital data bus. The TMA will display one of
S The manual set knob selects the source of the limit N1. With the knob the following messages:
pulled out the limit N1 bug and the manual limit N1 (MAN SET) values are
CLB (Climb)
set by turning the knob. The 7 segment display is ”blanked” in the automatic
CON (Continuous)
mode (i.e. Manual Set knob pushed in).
CRZ (Cruise)
If the FMC input fails, the N1 bug freezes and dashes show in the MAN G/A (Go Around)
SET N1 limit display. If N1 transmitter fails, the N1 pointer and counter dis- R-CLB (Reduced Climb)
plays slew to zero, after 2 seconds, the N1 pointer will blank and dashes will R-T O (Reduced Takeoff)
show across the N1 counter. TO (Takeoff)
S To provide a high idle switching circuit, the contacts of which open at 25.5%
RPM and remain open above the value. The contacts revert to the closed FF/FU Parameter
condition when the 24.5% RPM decreasing and remain closed below that The fuel flow (FF) input signals are derived from an engine fuel flow transmitter.
value. The FF parameter is displayed on an LED counter and pointer.
EGT Parameter FUEL USED PUSH button
Exhaust gas temperature (EGT) is measured by nine chromel alumel thermo- The FUEL USED PUSH button is located in the bottom of the front bezel. Nor-
couples located in the LP turbine. An average temperature signal is provided mally the FF/FU indicator displays fuel flow parameter, when the FUEL USED
for input to the EGT module. The EGT parameter value is displayed by a LED PUSH button is pressed, the display shows fuel used parameter value for a
For Training Purposes Only

counter and pointer. period of 10 seconds. After this time, the display will revert to fuel flow param-
S Total air temperature (TAT) and airspeed data, which when processed and eter display. The pushbutton is a momentary action.
combined with the engine parameters enables an abnormal start condition
FUEL USED RESET button
to be detected. The EGT digital counter will flash to alert the flight crew of
an impending engine hot start or hung start. The FUEL USED RESET button is located in the bottom of the front bezel.
This button is used to reset the fuel used value to zero.

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INSTRUMENTS B737-300/400/500
ENGINE INSTRUMENT SYSTEM
31-42

TMA
MESSAGE CRZ
MAN SET
RED
WARNING
LIGHT
%RPM
N1
LIMIT
BUG
N1

_C

LED
POINTER
EGT

%RPM

N2
For Training Purposes Only

x1000

PULL PULL
TO TO
SET SET
MANUAL N1
FF/FU
N1
SET KNOB
FUEL
FUEL USED
BITE PUSH
USED RESET
BUTTON
PRIMARY ENGINE DISPLAY
Figure 111 Primary Display Panel
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ENGINE INSTRUMENT B737-300/400/500

31-42

EXCEEDANCE DATA RECORDING AND STORAGE

Exceedance Data Recording and Storage during this time the display annunciates SEC vertically on the far right-hand
S The highest exceedance value and the duration of the exceedances, since LED counter. The displays then return to the pretest condition upon release
power up, will be recorded for actual N1, N2 and EGT for both engines in of the BITE button.
volatile RAM by the individual processors. During exceedance/Abnormal S If no exceedances have occurred during the engine run/flight and the excee-
Start conditions all parameter values including fuel flow for that engine will dance display is requested, the engine indicators will continue to display
be stored in non-volatile RAM. current parameter values and will not change. The indications will only
S Maintenance module storage begins with an exceedance on N1, N2 or EGT change when an exceedance value has been recorded and the power to the
or upon the detection of an Abnormal Start condition. When this occurs all ElS has not been removed. Removing the power (for 10 seconds or more)
four parameters for the engine in addition to the airplanes air/ground condi- before requesting the exceedance display will reset the exceedance values
tion and the Abnormal Start condition status will be recorded during the total to zero.
time of the exceedance/Abnormal Start condition. Data points of actual pa- S Exceedance data display, like BITE test, can only be performed when both
rameter values will be taken at 1.2 second intervals. N1 values are below 10%.
S Up to ten minutes of exceedance data can be stored before the memory will
Interrogation and Erasure of Exceedance Data
be full. When the exceedance memory is full, an ERF (Exceedance RAM
Full) message will be displayed on the left fuel flow counter readout during S The exceedance data can be interrogated and erased when the airplane is
BITE. The presence of this message does not affect the operation of the on the ground. The EIS Primary Display unit exceedance memory
EIS display unit, and the exceedance data storage will continue to function INTERROGATE and ERASE discrete inputs and ARINC 429 outputs are
properly; however, the new data will start to overwrite the oldest data. The accessible via the EIS test connector D10146, which is located on a stan-
ERF message warns maintenance personnel that the exceedance memory chion of the E2 rack, at station 347 in the E/E compartment.
should be read and then cleared. S Any suitable ARINC 429 bus reader can be used for retrieval of the excee-
S Low battery condition occuring in a battery back-up RAM will be annun- dance data, this can be accomplished by connecting an ARINC 429 bus
ciated by the fault code MMF (Maintenance Module Fault) at power up reader to the EIS test connector (D10I46) and interrogating the exceedance
and/or BITE check. memory. A bus reader with storage/print capability will assist in the data
retrieval. The data retrieval (dump) will start with the left engine, starting
Exceedance Data Display with N1, then EGT, N2 and fuel flow. If no data is held for the parameter a
S The unmarked BITE test button is used to display exceedance data stored single ”exceedance” transmission with a null data field will be transmitted for
in the individual microprocessor systems prior to removal of power. Once that parameter.
For Training Purposes Only

the electrical power is removed, the system shuts down and the excee- S A ground applied to the INTERROGATE discrete (pin 3 of D10146) will
dance data will be lost from the volatile memory and will no longer be acces- cause the exceedance memory to be output to the ARINC 429 bus. The
sible by using the BITE button. data is output starting with the most recent block of data and ending with
S Two successive actuations of the BITE pushbutton within two seconds initi- the oldest. The data is available at pins 1 and 2 of D10146 approximately
ates an exceedance display. Upon initiation, the digital display for that pa- 20 seconds after the INTERROGATE discrete is applied.
rameter (N1, N2 or EGT) that has recorded an exceedance condition will S Three to five minutes after the initiation of data retrieval, the exceedance
display the highest exceedance value experienced since power application. memory may be erased. Interrogation of the exceedance memory must be
The value(s) are displayed for 2 seconds. The affected display(s) then dis- done before you erase the exceedance memory.
play the accumulated time in seconds of the over-limit values that have ex-
isted since power application. This value(s) is displayed for 2 seconds and

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31-42

CRZ
MAN SET

%RPM

PEAK
N1 OVER LIMIT
(displayed for 2 sec)

_C

EGT
TIME
OVER LIMIT
%RPM
(displayed for 2 sec)

N2
For Training Purposes Only

x1000

PULL PULL
TO TO
SET SET
N1 N1
FF/FU

FUEL
FUEL USED
BITE PUSH
USED RESET
BUTTON
PRIMARY ENGINE DISPLAY
Figure 112 Primary Display Panel
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31-42

BITE
Built—in Test Equipment (BITE) Table A: Primary Display Fault Codes
S A BITE facility is incorporated in the engine displays, and will test the indica-
tor for confidence level. The BITE facility is inhibited whenever an engine is FAULT CODE MODULE
running.
S An unmarked recessed pushbutton is located in the bottom of the front be- PROM CHECK SUM ROM N1, N2, EGT, FF
zel. Single operation of this button (holding button depressed) enables an
”on ground” BITE sequence provided that both N1 displays indicate less
RAM CHECK RAM N1, N2, EGT, FF
than 10% rpm, otherwise BITE is inhibited.
S The BITE sequence tests all functions (that are practical) within the instru-
FREQUENCY/DIGITAL CON- FDC N1, N2, EGT, FF
ment and in the event of failures displays fault codes on the counter dis- VERTER
plays per Table A. It also tests each parameter throughout its range and at
preset parameter values. ENGINE IDENTITY INPUTS ENG N1, N2, EGT
S On unit ”power up” the same sequence of tests are carried out prior to the
displays being illuminated and if a fault condition is detected the relevant
POWER MONITOR PWR N1, N2, EGT, FF
display remains blank. Pressing and holding the ”on ground” BITE button
causes the detected fault code to be displayed on the appropriate numeric
counter; when BITE button is released the display returns to normal opera- MAINTENANCE MODULE FAULT MMF FUEL FLOW (LEFT)
tion.
REAL TIME CLOCK RTC FUEL FLOW

EXCEEDANCE RAM FULL ERF FUEL FLOW (LEFT)

A/D CONVERTER A/D N1

ARINC RECEIVER ARF FUEL FLOW

For Training Purposes Only

PROCESSOR mP N1, N2, EGT, FF

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31-42
For Training Purposes Only

Figure 113 Primary Display Panel Block Diagram

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ENGINE INDICATING B737-300/400/500
POWER
77-10

77-10 ENGINE TACHOMETER SYSTEM

N1 SPEED SENSOR DESCRIPTION
Purpose
The N1 speed sensor detects the low pressure assembly rotational speed and
transmits the corresponding signals to the flight compartment indicator and the
Power Management Control (PMC).

Location
The N1 speed sensor is mounted through a strut of the fan frame at the 4:00
o’clock position and is secured to the fan frame with 2 bolts. When the N1
speed sensor is installed on the engine, only the two-connector receptacle
and the body are visible.
Physical Description
This sensor is an induction-type tachometer. It consists of 2 independent sens-
ing elements which are magnetically and electrically insulated from each other.
Each sensing element includes a magnet, a winding, and a pole piece. These
sensing elements are hermetically enclosed in a stainless steel housing. The
signals transmitted by these sensing elements are routed to both connectors
through conductors embedded in a metal tube.
For Training Purposes Only

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ENGINE INDICATING B737-300/400/500
POWER
77-10

NO. 2 BEARING

REFERENCE LUG

FAN SHAFT

SENSOR
PROBE
SENSOR RING
N1 SPEED N1 SPEED
SENSOR SENSOR

ELECTRICAL
CONNECTOR
INDICATION

ELECTRICAL
CONNECTOR
PMC

RECEPTACLE BODY
SENSOR PROBE SENSING ELEMENT
For Training Purposes Only

ELECTRICAL
CONNECTOR

101903/118390

Figure 114 N1 Speed Sensor

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ENGINE INDICATING B737-300/400/500
POWER
77-10

N1 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1)

Purpose associated LED numeric display are driven by manual rotation of the set
N1% RPM is for monitoring the low pressure rotor speed and is the principal knob located on the indicator bezel and the automatic mode is inhibited.
engine thrust setting target. Sensing is also for the Power Managegement Con- In the automatic mode, the index marker will be positioned provided that the
trol system (PMC), the low idle circuit and vibration signal detection. command N1 valid input signal is present. In the absence of the valid input
signal, the index marker remains at its last valid position and failure bars
System Description appear across the N1 % RPM command LED seven bar numeric display.
The system consists of a speed sensor and an EIS primary engine display.

Operation
Actual N1 fan speed is measured by speed sensor elements which provide an
ac voltage whose frequency is proportional to the fan speed. The sensor incor-
porates dual sensing elements with one element providing N1 signal for the
power management control and the other element providing signal to the N1
tachometer indicator. A magnetic ring mounted on the fan shaft is provided with
30 teeth. The passage of each tooth generates an alternating voltage in the
sensor element proportional to actual N1 speed.
NOTE: The sensor ring has one tooth thicker than the 29 others to generate a sig-
nal of greater amplitude used as phase reference for trim balance.

N1 Indicator Physical Description

The N1 Indicator presents a continous indication of N1 % RPM by means of
solid state electronics and LED’s on the face of the primary engine display.

N1 Indicator Operation
The primary function of the indicator is to display an indication of N1 % RPM by
means of a pointer/dial combination and numeric display of light emitting diodes
(LED).
For Training Purposes Only

The secondary functions of the indicator are:

S To provide an overspeed indication by a red warning light on the display.
The light is illuminated when the engine is operating at, or above, the red
line limit of 106% RPM.
S To display a command (or target) value of N1 % RPM capable of being set
manually or by automatic control. In the automatic mode, the indicator ac-
cepts a dc voltage ratio proportional to command N1 % RPM and displays
the command N1 % RPM by means of an index marker (bug) against the
periphery of the dial. In the manual mode, the index marker and its

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POWER
77-10

28V DC
BATT BUS
EIS PRI 1
CRZ
MAN SET
FMC
INPUT SIGNAL
COMMAND BUG
%RPM

PMC ACMS N1
CONTROL OUTPUT SIGNAL
N1 SPEED
SENSOR
ENGINE 1 _C

LOW IDLE
AVM SIGNAL COND. LIGHT

AUTOTHROTTLE
EGT

%RPM

N2
For Training Purposes Only

x1000

PULL PULL
TO TO
SET SET
N1 N1
FF/FU

FUEL
FUEL USED
PUSH RESET
USED

PRIMAR DISPLAY PANEL

Figure 115 N1 Indication System Schematic
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ENGINE INDICATING B737-300/400/500
POWER
77-10

N2 SPEED SENSOR DESCRIPTION

Purpose
The N2 speed sensor detects the high pressure assembly rotational speed and
transmits the corresponding signals to the flight compartment indicator. The N2
speed sensor also provides the power source for the Power Management Con-
trol (PMC) operation.

Location
The N2 speed sensor (control alternator) is mounted to the upper, forward face
of the accessory gearbox (AGB). The rotor is spline-mounted directly to the
gearbox gearshaft and axially secured to the shaft by a self-locking nut. The
stator, a housing assembly, is completely separate and mounts directly to the
gearbox housing on a bolt pad.

Physical Description
The N2 control alternator is a two-piece single-phase generator which pro-
vides a high frequency output to the Power Management Control (PMC). The
output provides power for the PMC and is used to provide flight compartment
indication of core engine speed.

Operation
The N2 control alternator speed sensor delivers a signal directly proportional to
the high pressure rotor system rotational speed.
For Training Purposes Only

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POWER
77-10

ELECTRICAL
CONNECTOR PMC

ELECTRICAL
CONNECTOR
INDICATION

N2 SPEED SENSOR

GEARSHAFT

GEARSHAFT
SELF-LOCKING N2 SPEED SENSOR
NUT
(CONTROL ALTERNATOR)

ROTOR
For Training Purposes Only

ACCESSORY
O-RING GEARBOX PAD

FWD
SPEED SENSOR HOUSING
A10058/117557

Figure 116 N2 Speed Sensor (Control Alternator)

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ENGINE INDICATING B737-300/400/500
POWER
77-10

N2 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1)

Purpose
The high pressure rotor speed N2% rpm indication is for monitoring engine op-
eration. Sensing is also for the starter cutout circuit, vibration signal detection,
PMC INOP light circuit and for engine 1 only, the landing transfer valve circuit.

System Description
The system consists of a speed sensor and an EIS primary engine display unit.

Operation
The control alternator (N2) speed sensor receives impulses when the engine is
operating. The engine core rotor drives the accessory drive system which is
connected to the control alternator rotor. The control alternator generates a
single-phase electrical output that energizes the PMC and provides a signal to
the primery engine display unit that varies directly with core engine speed (N2).
S Overlimit indication is provided by a red warning light in the display unit. The
light is illuminated when the engine is operating at, or above, the red line
limit of105% RPM.
S An internal switch in the display unit transmits a signal to the engine start
circuit. This signal ensures starter disengagement at the maximum starter
run speed (46.33%) and prevents starter re-engagement at engine speeds
(above 30.43%) which could damage the starter or engine. This switch also
inhibits the PMC INOP light.
For Training Purposes Only

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POWER
77-10

CRZ
MAN SET

28V DC
STBY BUS %RPM
EIS PRI 2

N1

_C

ACMS EGT
OUTPUT SIGNAL
PMC
%RPM
G

N2 CONTROL N2
ALTERNATOR
For Training Purposes Only

ENGINE START
ENGINE 2
SYSTEM x1000

PULL PULL
TO TO
SET SET
AVM SIGNAL N1 N1
CONDITIONER FF/FU
LG TRANF. CIRCUIT
FUEL
FUEL USED
ENG. 1 ONLY PUSH
USED RESET

PRIMAR DISPLAY PANEL

Figure 117 N2 Indication System Schematic
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ENGINE INDICATING B737-300/400/500
TEMPERATURE
77-20

77-20 EXHAUST GAS TEMP. (EGT) INDICATING SYSTEM

EGT THERMOCOUPLE
Purpose
The EGT thermocouple probes detects the exhaust gas temperature and
transmits the corresponding signals to the flight compartment indicator.

Location
The nine EGT thermocouple probes are installed in the stage 2 low pressure
turbine nozzle assembly (statoin 49.5).

Physical Description
The thermocouple consists of a chromel-alumel wire junction. The nine probes
are connected together in a parallel circuit.

Operation
The engine exhaust gas flowing in the low pressure turbine core passes
through 4 calibrated gas flow holes into a tube containing thermocouple
junction. The thermocouple responds to the temperature changes by
generating an electromotive force proportional to the gas temperature.

EGT THERMOCOUPLE HARNESS

Purpose
The harness connects the thermocouples to the junction boxes.

Location
The harness is located on the low pressure turbine case on the engine.
For Training Purposes Only

Physical Description
Three thermocouple harness assemblies consists of:
S Three rigit metal tubes, each of them provided with three flange-mounted
chromel-alumel probes.
S Three rigit metal tubes with a connector at each end connect each harness
secondary junction box to the main junction box.
S One forward extension lead is for airplane/engine interface. The interface
may be a connector or a terminal block.

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ENGINE INDICATING B737-300/400/500
TEMPERATURE
77-20

RIGHT HARNESS
EXTENSION LEAD
PROBE NO. 8

EGT HARNESS PROBE NO. 7 LEFT

RIGHT JUNCTION
JUNCTION BOX
BOX RIGHT EGT
HARNESS

PROBE NO. 6 PROBE NO. 5

GAS FLOW EXHAUST
OUTSIDE LPT CASE
LEFT EGT
HARNESS
MAIN
MOUNTING
PROBE NO. 9 FORWARD JUNCTION
FLANGE
EXTENSION CABLE BOX

INTERFACE
TERMINAL PROBE NO. 4

CHROMEL-ALUMEL LOWER
THERMOCOUPLE TIP PROBE NO. 1 JUNCTION BOX
LPT CASE

CALIBRATED PROBE NO. 2 LOWER HARNESS

For Training Purposes Only

GAS FLOW EXTENSION

(4 HOLES)
PROBE NO. 3

FWD LOWER EGT

HARNESS

STAGE 2
NOZZLE VANE

328713/104307
Figure 118 EGT Probes and Harness
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ENGINE INDICATING B737-300/400/500
TEMPERATURE
77-20

EGT IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 1)

Purpose
The exhaust gas temperature provides an indication in the flight compartment
of the exhaust gas total temperature for monitoring engine operation.
The purpose of the indicator is to display an average engine exhaust gas tem-
perature.

System Description
The system consists of thermocouples, harnesses and an EIS primery display
unit. The EGT indicator presents a continuous indication of EGT by means of
solid state electronics and LED’s on the face of the primery engine display.

Operation
The thermocouple probes cause a voltage that is proportional to the tempera-
ture around the chromel-alumel hot-junction.
The EGT indicator responds to the varying voltage generated by the thermo-
couples to display temperatures over the range of -50_C to 1150_C. It incorpo-
rates a cold-junction reference circuit to reference the incoming signals to 0_C.
S Overlimit indication is provided by a red warning light in the display unit. The
light is illuminated when the engine is operating at, or above, the red line
limit.
For Training Purposes Only

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TEMPERATURE
77-20

28V DC CRZ
STBY BUS MAN SET
EIS PRI 2

%RPM

N1

RH SECONDERY
_C
JUNCTION BOX

CH AL
UPPER LH SEC.
JUNCTION BOX ACMS
OUTPUT EGT
SIGNAL

%RPM

N2
LOWER LH SEC.
JUNCTION BOX
For Training Purposes Only

x1000

PULL PULL
TO TO
SET SET
N1 N1
FF/FU

FUEL
FUEL USED
ENGINE EGT THERMOCOUPLE HARNESS PUSH RESET
USED

ENGINE 1 PRIMAR DISPLAY PANEL

Figure 119 EGT Indication System Schematic
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ENGINE INDICATING B737-300/400/500
ANALYZERS
77-30

77-30 AIRB. VIBR. MONIT. SYSTEM

AVM SYSTEM COMPONENT DESCRIPTION
The airborne vibration monitoring (AVM) system continuously shows the engine
vibration level. The system consists of two accelerometers (vibration sensors)
and a vibration indicator for each engine and an AVM signal conditioner. Power
for the system is 115 volts ac supplied from transfer bus 1. Abnormal engine
vibration, sudden or progressive, is positive indication of engine malfunction.
Abnormal vibration can be caused by compressor or turbine blade damage,
rotor imbalance, or other problems. Early warning of engine malfunction per-
mits corrective action before extensive damage results. With engine operating,
the engine accelerometers generate signals proportional to engine motion in
radial direction. These signals are received by the AVM signal conditioner,
where they are converted to signals suitable for indicator operation. Signals are
then sent to the vibration indicator.

Vibration Sensors (2)

The engine accelerometers sense engine vibration in terms of engine accelera-
tion in radial direction and generate electrical signals proportional to the engine
acceleration. The accelerometers are of the piezoelectric type.
S The fan vibration (fan) sensor is mounted on the number one bearing hou-
sing at the 9 o’clock position. This sensor senses low/high speed rotor mo-
tion. The No. 1 bearing vibration sensor has a charge sensitivity of 100 pc/g.
The lead connector is on the fan frame mid-box structure aft frame at the 3
o’ clock position.
S The turbine rear frame (TRF) vibration (core) sensor is mounted on the for-
ward flange of the turbine rear frame at about the 12:00 o’clock posi-
tion. The TRF vibration (core) sensor has a charge sensitivity of 50 pc/g.
For Training Purposes Only

ON AIRPLANES WITH THE AVM SIGNAL CONDITIONER S332T304

The AVM signal conditioner processes inputs from vibration sensors, N1 and
N2 speed sensors. The monitor unit is programmed to determine the N1 and
N2 rotor vibration from both the fan and core sensors. The unit is a micropro-
cessor with BITE, self-test, and flight data history functions.

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ENGINE INDICATING B737-300/400/500
ANALYZERS
77-30

TURBINE SENSOR

AVM SIGNAL
CONDITIONER

LEAD CONNECTOR FAN SENSOR TEST

BITE/ERASE SWITCH
SWITCH

VIBRATION SENSOR (TYPICAL) FAULT CODE

DISPLAY

DATA
SWITCH
For Training Purposes Only

Figure 120 AVM System Components

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ENGINE INDICATING B737-300/400/500
ANALYZERS
77-30

AVM SYSTEM DESCRIPTION AND OPERATION

Indicator ches the rotor speed. The filters ”track” the rotor speed, and filter out any un-
The AVM indicator shows the vibration level of the two engines. matched frequencies that may occur from outside sources.
S ON AIRPLANES WITH AN S332T304-27 AVM; The multiplexer samples each tracking filter. Software then normalizes the trak-
ked value and transmits the highest normalized No. 1 bearing (NOB) or turbine
The indicator displays the highest vibration experienced by the fan or high
rear frame (TRF) sensor value for each engine to vibration indicator.
pressure compressor on a 0 to 5 unit non-dimensional scale.
Continuous monitoring of the AVM system LRUs, including the signal conditio-
The AVM vibration indicator is a dc microammeter coupled to a pointer.
ner itself, is maintained by the software in the AVM signal conditioner.
The signal from the AVM signal conditioner to the applicable vibration indicator LRU and/or wiring faults are stored in a non-volatile memory.
will stop if one of these conditions occur:
S The N1 signal or the N2 signal stops.
S The two accelerometer signals stop.
S High noise on the two accelerometer signals.
S One accelerometer signal stops and there is high noise on other accelero-
meter signal for that engine.
S The loss of signal input to the vibration indicator will turn the pointer to the
mark under zero.
To prevent false messages on startup or shutdown, a one minute delay
occurs before checking for N1 or N2 loss faults.
Operation
With the engine operating, the accelerometers sense the engine acceleration in
the radial direction.
As the engine vibrates, the accelerometer moves back and forth with the en-
gine while the internal mass inside the accelerometer tends to remain at rest.
When compressed, a piezoelectric crystal will exhibit a minute change in its
electrical charge. This change in charge is proportional to the severity of vibra-
For Training Purposes Only

tion. The signal conditioner receives two accelerometer signals from each en-
gine along with the N1 and N2 tachometer signals from each engine.
Charge amplifiers within the signal conditioner convert the accelerometer si-
gnals to velocity signals (expressed in volts). The velocity signals are proces-
sed by a digital tracking filter whose center frequency is controlled by the ta-
chometer signals.
The unit, located on the E1 shelf, provides two analog outputs for flight deck
display. It is desired to sense the amplitude of vibration of a frequency that mat-

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ENGINE INDICATING B737-300/400/500
ANALYZERS
77-30

115V AC ENG VIBRATION

TRANSFER MONITOR
BUS 1

FAN N1 FAN
VIBRATION TRACKING
SENSOR FILTER

1
TURBINE
N1 CORE
VIBRATION
TRACKING
SENSOR
FILTER MULTI-
PLEXER
N1 N2 FAN
SPEED TRACKING VIB
SENSOR FILTER

N2 CORE
N2
TRACKING ACMS
SPEED
FILTER
SENSOR

ENG 1
For Training Purposes Only

SAME AS ENG 1 SAME AS ENG 1

ENG 2 M1240 VIBRATION SIGNAL CONDITIONER (E1)

VIB
1 PROVISION FOR ALTERNATE FAN SENSOR

Figure 121 AVM System Schematic

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ENGINE INDICATING B737-300/400/500
ANALYZERS
77-30

AVM SIGNAL CONDITIONER TEST

BITE/ERASE Button
A BITE/ERASE button on the front panel of the AVM signal conditioner permits A new flight begins and the last flight ends when one or both engines rise
the fault codes to be read from the storage memory. through 45% N2.
S A fault code will be shown when the BITE/ERASE button is pushed. If history data for a flight before the last flight is necessary, unit can be put in
S This fault code will be shown until the BITE/ERASE button is pushed again. ”Fast Forward” mode by holding the DATA button for 4 seconds. Display will
go from flight to flight and stop at each Flight No. for one second. Release the
S The next fault code is shown and the old fault code will be erased from the
DATA button at the Flight No. will put the unit back into ”History” mode and
storage memory.
data for that flight can be read.
S The fault codes will be shown for the signal loss from the accelerometers,
high noise from the accelerometers, and signal loss from the N1 and N2
speed sensors.

TEST Button
A Self test button on the front panel of the AVM signal conditioner permits a
test of the conditioner. Only the conditioner is tested.
S When the TEST button is pushed, the 2-digit LED display will show the
code 88 for 3-8 seconds.
S If the self test is a failure, the code A9 is shown on the display.
S The display will go out if the self test is ok.
Self test is also automatically done when electrical power is supplied to the sy-
stem.
DATA Button
A Data button on the front panel of the AVM signal conditioner permits the flight
history to be shown.
S Push the DATA button to put the unit in the ”History” mode to show the flight
For Training Purposes Only

history data. Code FF will be shown.

S The flight history will give data for each flight, up to a maximum of 32
flights.
S The data will include the fan vibration, the high pressure compressor vibra-
tion, the low pressure turbine vibration, the high pressure turbine vibration,
the time of maximum vibration from the start of the flight for each engine.
S Flight 0 is the last flight flown and the first flight in the storage memory.
Flight 31 is the oldest flight.

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ANALYZERS
77-30

PUSH AND RELEASE THE FLIGHT HISTORY FLIGHT HISTORY

DATA BUTTON *(5) DATA SHOWN
TEST
1st FF SEQUENCE START BUTTON
2nd 00 - 31 *(3) FLIGHT NUMBER
BITE/ERASE
3rd E1 ENGINE NO. 1 BUTTON
4th 00 - 50 *(1) FAN VIBRATION
5th 00 - 50 *(1) HPC VIBRATION FAULT CODE
6th 00 - 50 *(1) LPT VIBRATION DISPLAY
7th 00 - 50 *(1) HPT VIBRATION
8th 00 - B9 *(2) N1 SPEED (%)
9th 00 - B9 *(2) N2 SPEED (%)
10th >01 *(1) TIME (HOURS) *(4)
DATA
BUTTON
11th E2 ENGINE NO. 2
12th 00 - 50 *(1) FAN VIBRATION
13th 00 - 50 *(1) HPC VIBRATION
14th 00 - 50 *(1) LPT VIBRATION
15th 00 - 50 *(1) HPT VIBRATION
16th 00 - B9 *(2) N1 SPEED (%)
17th 00 - B9 *(2) N2 SPEED (%)
18th >01 *(1) TIME (HOURS) *(4)
For Training Purposes Only

19th FF NEXT SEQUENCE START

*(1) DISPLAY WILL BE XX BUT ACTUAL DATA IS X.X

*(2) DISPLAY WILL SHOW 00 - 99%, A0 - A9 (100 - 109%), B0 - B9 (110 - 119%)
*(3) LAST FLIGHT IS 00, NEXT TO LAST FLIGHT IS 01
*(4) ELAPSED TIME FROM THE START OF THE FLIGHT IN HOURS
*(5) PUSH AND HOLD THE DATA BUTTON FOR MORE THAN 4 SECONDS AND THE
FLIGHT NUMBER WILL CHANGE EACH SECOND UNTIL YOU RELEASE THE DATA BUTTON.

Figure 122 AVM System BITE

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ENGINE INDICATING B737-300/400/500
GENERAL
77-00

ATA 77 ENGINE INDICATING

77-00 GENERAL
SYSTEM DESCRIPTION (CONF. 2)
General
The engine indicating system consists of:
S the engine tachometer system which measures rotational speed at the low
speed rotor (N1).
S the engine tachometer system which measures rotational speed at the high
speed rotor (N2).
S the engine exhaust gas temperature (EGT) indicating system.
S the engine vibration monitoring system (AVM).
For Training Purposes Only

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ENGINE INDICATING B737-300/400/500
GENERAL
77-00

% RPM x 10
8
12 88. 7 0
28V DC N1 6 N1 SIGNAL
BATT BUS 10 2

8 4
86.4

EGT
PROBE (9)
C x 100
6
74 5 N1 SPEED
4 SENSOR
10 EGT 0
28V DC EGT SIGNAL
STBY BUS 2
8
TURBINE
6 4 VIBRATION
SENSOR

% RPM x 10
8 N2 CONTROL
12 88. 7 ALTERNATOR
0 FAN
N2 6
N2 SIGNAL VIBRATION
28V DC 10 2 SENSOR
STBY BUS
8 4
6
For Training Purposes Only

3
2
4
VIBRATION
115V AC VIBRATION SIGNAL
1
TRANSFER 5
BUS
0

AVM SIGNAL
CONDITIONER

Figure 123 Engine Indicating System

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ENGINE INDICATING B737-300/400/500
GENERAL
77-00

PANEL DESCRIPTION (CONF. 2)

N1 RPM Indicator Engine Vibration Indicator
Indicates fan speed in percent of RPM used as the primary thrust setting Indicates engine vibration levels in the fan and turbine section of the engine.
referency.
NOTE: Indicator pointer moves to the OFF INDEX MARK (blue) if the
S UPPER DIGITAL COUNTER displays actual N1. system is inoperative.
S LOWER DIGITAL COUNTER and COMMAND BUG displays target N1.
Failure of FMC signal to the indicator is indicated by the horizontal dashes
in place of the lower digital display.
S COMMAND MANUAL SET KNOB
- IN The Command Bug is set by input signals from the flight
management computer (FMC). The lower digital display is
normally blank.
- OUT Disables the FMC input signal. Sets the desired N1 RPM in the
lower digital display. The Command Bug moves to the
corresponding position on the outer scale.
S OVERLIMIT LIGHT (red)
- ON N1 is at or above red radial.
- OFF N1 is below red radial.

Exhaust Gas Temperature Indicator (EGT)

Indicates the turbine exhaust gas temperature.
S OVERLIMIT LIGHT (red)
- ON EGT is at or above red radial.
- OFF EGT is below red radial.

N2 RPM Indicator
For Training Purposes Only

Indicates high pressure compressor speed in percent of RPM

S OVERLIMIT LIGHT (red)
- ON N2 is at or above red radial.
- OFF N2 is below red radial.

FRA US/T gz 15.3.96 Page: 248

 Lufthansa Technical Training
ENGINE INDICATING B737-300/400/500
GENERAL
77-00

1 2

REVERSER REVERSER
UNLOCKED UNLOCKED

% RPM x 10 % RPM x 10
8 8 N1 RPM INDICATOR
12 88. 7 0 12 88. 7 0
N1 6 N1 6
2 2
10 10 OVERLIMIT LIGHT
8 4 8 4
86.4 86.4
COMMAND MANUAL
SET KNOB

COMMAND BUG C x 100 C x 100

EXHAUST GAS TEMPERATURE
6 6
P2-1 CENTER INSTRUMENT PANEL 74 5 74 5 INDICATOR
10 EGT 4 0 10 EGT 4 0

OVERLIMIT LIGHT
8 2 8 2

6 4 6 4 ENGINE VIBRATION
INDICATOR

% RPM x 10 % RPM x 10
8 8 3 3
2 2
12 88. 7 12 88. 7 0 4 4
0
N2 6 N2 6 VIBRATION VIBRATION
For Training Purposes Only

2 2 1 1
N2 RPM INDICATOR 10 10
5 5

8 4 8 4 0 0
6 6

OFF INDEX MARK

P2-1 CENTER INSTRUMENT PANEL OVERLIMIT LIGHT

101688

Figure 124 Engine Instruments

FRA US/T gz 15.3.96 Page: 249
 Lufthansa Technical Training
ENGINE INDICATING B737-300/400/500
POWER
77-10

N1 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 2)

The N1 tachometer indicator is a servo operated instrument which presents a vert to the closed condition when the % RPM falls to another specified value
continuous indication of N1 % RPM (i.e., a percentage of a predetermined and remain closed below that value.
engine speed) by means of a tachometer input signal from a remote source. S Overlimit indication is provided by a red warning light in the indicator dial
The indicator is a microprocessor based instrument which performs its various that is illuminated when the engine is operating at, or above, the red line
functions under the control of a software program stored in the read only limit of106% RPM.
memory. The random access memory is used to store current data. S To indicate absence of N1 % RPM tachometer signal (i.e., open circuit
Under the action of the software program all the functions required from the conditions) to the indicator by means of blanking the actual N1 % RPM LED
indicator are regularly sampled, thereby producing a continuous updating of numeric display and driving the indicator pointer to below the 0% RPM mark
actual N1 % RPM pointer, numeric displays and output functions. on the dial.
The dc supplies for the indicator are obtained from the 28 volt dc supply S To indicate excessive servo system error by means of blanking the actual
through a switching regulator which controls the drive to a transformer. The N1 % RPM LED numeric display.
secondary outputs of the transformer are rectified and smoothed to provide the S To indicate failure of low voltage of the 28 volt dc supply by means of blank-
necessary dc supplies required by the indicator. ing the actual N1 % RPM LED numeric display and driving the indicator
pointer to below the 0% RPM mark on the dial.
Operation
The primary function of the indicator is to accept an ac tachogenerator signal,
to process the signal and to display a coarse and fine indication of N1 %RPM
by means of a pointer/dial combination and a light emitting diode (LED) nu-
meric display, respectively.
The secondary functions of the indicator are:
S To display a command (or target) value of N1 % RPM capable of being set
manually or by automatic control. In the automatic mode, the indicator ac-
cepts a dc voltage ratio proportional to command N1 % RPM and displays
the command N1 % RPM by means of an index marker (bug) against the
periphery of the dial. In the manual mode, the index marker and its
associated LED numeric display are driven by manual rotation of the set
knob located on the indicator bezel and the automatic mode is inhibited.
For Training Purposes Only

In the automatic mode, the index marker will be positioned provided that the
command N1 valid input signal is present. In the absence of the valid input
signal, the index marker remains at its last valid position and failure bars
appear across the N1 % RPM command LED seven bar numeric display.

S To provide a high idle switching circuit, the contacts of which open at a spe-
cified value of % RPM and remain open above the value. The contacts re-

FRA US/T gz 15.3.96 Page: 250

 Lufthansa Technical Training
ENGINE INDICATING B737-300/400/500
POWER
77-10

28V DC
BATT BUS POWER ACTUAL N1 DISPLAY LIGHT SENSOR
C733 BUS SUPPLY
SUPPLY
N1 TACH
IND-ENG 2 ACMS
OUTPUT SIGNAL
% RPM x 10

FREQUENCY
8
CONVERTER 12 88. 7 0
PMC
N1 6
MICRO
CONTROL PROCESSOR
FMC 10 2
INPUT SIGNAL MODULE
N1 SPEED
COMMAND BUG
SENSOR
ENGINE 2 8 4
86.4
LOW
AVM SIGNAL COND.
IDLE
AUTOTHROTTLE RELAY
SWITCH
IDLE RELAY < 25%
COMMAND BUG

RELAY COMMAND N1 DISPLAY

MD & T R
SWITCH COMMAND MANUAL
NO. 2 BEARING OVERLIMIT LIGHT >106% SET KNOB

ENGINE 2 N1 RPM INDICATOR

REFERENCE LUG
For Training Purposes Only

FAN SHAFT

SENSOR
PROBE
SENSOR RING

221917

Figure 125 N1 Indication System Schematic

FRA US/T gz 15.3.96 Page: 251
 Lufthansa Technical Training
ENGINE INDICATING B737-300/400/500
POWER
77-10

N2 IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 2)

The control alternator (N2) speed sensor receives impulses when the engine is
operating. The engine core rotor drives the accessory drive system which is
connected to the control alternator rotor. The control alternator generates a
single-phase electrical output that energizes the PMC and provides a signal to
the indicator that varies directly with core engine speed (N2).
The N2 input signal, after conditioning, is fed to the frequency digital converter.
The output of the converter is accessed by the microprocessor and the % RPM
calculated. This is the output to the N2 digital counter and the N2 servo pointer.
S Overlimit indication is provided by a red warning light in the indicator dial
that is illuminated when the engine is operating at, or above, the red line
limit of105% RPM.
S Fault monitoring of the N2 servo and the supply is provided.
S The power supply is a dc regulator followed by an inverter and incorporates
surge and transient protection.
S The digital display brightness is varied by the dim control from the central
dim input.
S The indicator visually indicates to the flight crew any failures or malfunctions
in the engine speed sensing or indicating system.
S An internal switch in the indicator transmits a signal to the engine start cir-
cuit. This signal ensures starter disengagement at the maximum starter run
speed (46.33%) and prevents starter re-engagement at engine speeds
(above 30.43%) which could damage the starter or engine. This switch also
inhibits the PMC INOP light.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE INDICATING B737-300/400/500
POWER
77-10

28V DC
STBY BUS POWER
C735 BUS SUPPLY ACTUAL N2 DISPLAY LIGHT SENSOR
SUPPLY
N2 TACH-IND
ENG 2
ACMS
% RPM x 10
OUTPUT SIGNAL
8
PMC
12
88. 7 0
G N2 6
FREQUENCY MICRO
CONVERTER PROCESSOR 10 2
MODULE
N2 CONTROL
ALTERNATOR
ENGINE 2 ENGINE 8 4
START SYST
6
NC
RELAY
SWITCH
CUT-OUT
AVM SIGNAL STARTER CUTOUT
CONDITIONER RELAY >46%
RELAY
For Training Purposes Only

LG TRANF. CIRCUIT MD & T R

ENG. 1 ONLY SWITCH
OVERLIMIT LIGHT >105%

ENGINE 2 N2 RPM INDICATOR

129503

Figure 126 N2 Indication System Schematic

FRA US/E di 13.04.99 Page: 253
 Lufthansa Technical Training
ENGINE INDICATING B737-300/400/500
TEMPERATURE
77-20

EGT IND. SYSTEM DESCRIPTION A. OPERATION (CONF. 2)

The EGT indicator responds to the varying voltage generated by the parallel-
connected Chromel-Alumel thermocouples located in the engine exhaust sec-
tion to display temperatures over the range of -50_C to 1150_C. It incorpora-
tes a cold-junction reference circuit to reference the incoming signals to 0_C.
The EGT indicators provides the following:
S Display of EGT by means of a pointer positioned by a DC motor driven by a
closed loop DC servo. The pointer is spring-loaded to return to the bottom
stop position in the event of a power or signal failure.
S Numeric display of EGT by means of a four digit LED dot matrix display
which electronically simulates the action of a four-drum mechanical counter.
Blanking this display indicates failure in the EGT indication system.
S Engine over-temperature operation is indicated by a red warning light in the
indicator dial face which illuminates when the engine is at, or above, the red
line limit.
S The intensity of the LED digital display is controlled by an ambient light sen-
sitive cell mounted in the dial face.
Operation
The power for the EGT indicating system is 28v dc provided by EGT IND circuit
breakers on panel P6. The thermocouple probes cause a voltage that is pro-
portional to the temperature around the chromel-alumel hot-junction. Paral-
lel chromel-alumel leads connect the probes to the junction boxes. The junc-
tion boxes give an average of the voltages. The EGT indicator reads this
average of the voltages. The multiplexer digitizes the signal and compares
this digital signal to the digital signal of the cold junction reference.
The processor module reads the output of the multiplexer and gives the appli-
cable signals to these modules:
For Training Purposes Only

S the digital display, the pointer, and the light that shows if the EGT is more
than the limit.

FRA US/T gz 18.3.96 Page: 254

 Lufthansa Technical Training
ENGINE INDICATING B737-300/400/500
TEMPERATURE
77-20

28V DC
STBY BUS
POWER ACTUAL EGT DISPLAY LIGHT SENSOR
C647 BUS SUPPLY
ENG 2 EGT IND SUPPLY

ACMS _C x 100
OUTPUT
SIGNAL 6
74 5
10 EGT 4 0
RH SECONDERY MICRO
THERMOCOUPLE
JUNCTION BOX PROCESSOR
AMPLIFIER MODULE
8 2
CH AL
UPPER LH SEC.
JUNCTION BOX 6 4

RELAY
MD & T R
SWITCH
OVERLIMIT LIGHT >930_C

LOWER LH SEC.
JUNCTION BOX
ENGINE 2 EGT INDICATOR
For Training Purposes Only

ENGINE EGT THERMOCOUPLE HARNESS

ENGINE 2
177686

Figure 127 EGT Indication System Schematic

FRA US/T gz 18.3.96 Page: 255