A330 (GE CF6-80E1) : Engine & Correlated ATA 71 Up 80

A330
(GE CF6-80E1)
ENGINE & CORRELATED
ATA 71 up 80
A330 - ENGINE ATA 71 up 80
This document must be used

for training purposes only.
Under no circumstances
should this document be used as a reference.
GE CF6-80E1 2 of 394
( ) A330 - ENGINE ATA 71 up 80
72- 00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LOW PRESSURE TURBINE (LPT) . . . . . . . . . . . . . . . . . . 60

ABBREVIATIONS AND ACRONYMS . . . . . . . . . . . . . . . . 2 LPT STATOR CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ENGINE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 6 LPT ACTIVE CLEARANCE CONTROL . . . . . . . . . . . . . . 60
POWER SETTING CURVES (TAKE OFF) . . . . . . . . . . . 8 TURBINE REAR FRAME (TRF) . . . . . . . . . . . . . . . . . . . . . 60
ENGINE STATION DESIGNATIONS . . . . . . . . . . . . . . . . . 12 COLD FAN BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
ENGINE CONTROL PB‘S AND SWITCHES . . . . . . . . . . 14 BORESCOPE PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
ACCESS FOR BORESCOPE ROTATION ADAPTER . . 66
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . 16

ATA 71Ŧ20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
71Ŧ10 ENGINE COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
ENGINE COWLINGS DESCRIPTION . . . . . . . . . . . . . . . 16 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
THRUST REVERSER COWL DOORS . . . . . . . . . . . . . . . 22 71Ŧ70 DRAIN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
T/R INTERLOCK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
ENGINE AIR INTAKE COWL . . . . . . . . . . . . . . . . . . . . . . . 32 DRAIN LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
ENGINE FIRE BARRIERS . . . . . . . . . . . . . . . . . . . . . . . . . 36 ACCESSORY DRIVE GEARBOXES . . . . . . . . . . . . . . . . 74
72Ŧ00 ENGINE MODULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 AGB ACCESSORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
MODULE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 38 ACCESSORY DRIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FAN AND LPC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 40 SEAL LECKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
FAN ROTOR BLADES REMOVAL / INSTALLATION . . . 44 ACCESSORY HEAT SHIELD ASSEMBLY . . . . . . . . . . . . 80
ONE BLADE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 46
FAN BLADE CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . 48
VARIABLE BLEED VALVES (VBV) . . . . . . . . . . . . . . . . . . 50 ATA 79 ENGINE OIL . . . . . . . . . . . . . . . . . . . . . . . 82
VARIABLE STATOR VANES (VSV) . . . . . . . . . . . . . . . . . . 52
79Ŧ00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
HIGH PRESSURE COMPRESSOR CASE . . . . . . . . . . . 52
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
HIGH PRESSURE COMPRESSOR ROTOR . . . . . . . . . 52
COMPRESSOR REAR FRAME . . . . . . . . . . . . . . . . . . . . . 54 79Ŧ10 OIL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
COMBUSTION CHAMBER . . . . . . . . . . . . . . . . . . . . . . . . . 54 OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
HIGH PRESSURE TURBINE (HPT) . . . . . . . . . . . . . . . . . 56 MASTER CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . 86
STAGE 1 NOZZLE GUIDE VANES (NGV) . . . . . . . . . . . . 56 LUBE SUPPLY FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
HP TURBINE ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 SAVENGE OIL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
STAGE 2 NOZZLE GUIDE VANES . . . . . . . . . . . . . . . . . . 56 FUEL OIL HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . 88
PASSIV CLEARANCE CONTROL . . . . . . . . . . . . . . . . . . . 56 79Ŧ30 OIL INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
GE CF6-80E1 3 of 394
LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . 96 ECU INPUTS T5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148

OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . 98 ENGINE MASTER CONTROL . . . . . . . . . . . . . . . . . . . . . . 150
OIL QUANTITY INDICATION . . . . . . . . . . . . . . . . . . . . . . . 99 73- 21 FADEC TROUBLE SHOOTING . . . . . . . . . . . . . . . . . . . . 152
SCAVENGE OIL FILTER BYPASS WARNING . . . . . . . . 100 SPECIFIC CMS PAGES PRESENTATION . . . . . . . . . . . 152
73Ŧ00 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 ECAM ENGINE WARNINGS . . . . . . . . . . . . . . . . . . . . . . . 166
FUEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 102 WARNINGS (FADEC/FUEL) . . . . . . . . . . . . . . . . . . . . . . . . 168
73Ŧ30 FUEL INDICATION COMPONENTS . . . . . . . . . . . . . . . . . 104 WARNINGS (IGNITION/START) . . . . . . . . . . . . . . . . . . . . 170
FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . 104 WARNINGS (INDICATING) . . . . . . . . . . . . . . . . . . . . . . . . . 172
FUEL FLOW INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . 106 WARNINGS (REVERSE AND THRUST CONTROL) . . . 174
FUEL USED INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . 106 WARNINGS (OIL SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . 176
FUEL FILTER DIFFERENTIAL PRESSURE SWITCH . . 108
FUEL FILTER CLOGGING INDICATION . . . . . . . . . . . . . 108
HYDRO MECHANICAL UNIT (HMU) . . . . . . . . . . . . . . . . 110
ATA 75 AIR SYSTEMS . . . . . . . . . . . . . . . . . . . . . 178
FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 75Ŧ00 ENGINE AIR SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
SERVO FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 BORE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 182
IDG FUEL/OIL HEAT EXCHANGER . . . . . . . . . . . . . . . . . 116 CORE COMPARTMENT COOLING VALVE . . . . . . . . . . 186
COMBUSTION CHAMBER DRAIN VALVE . . . . . . . . . . . 116 TURBINE CASE COOLING SYSTEM . . . . . . . . . . . . . . . 188
FUEL OIL HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . 118 HPTCC / LPTCC CONTROL SCHEMATIC . . . . . . . . . . . 194
FUEL NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 COMPRESSOR CONTROL SYSTEM . . . . . . . . . . . . . . . 196
FUEL SUPPLY MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . 122 COMPRESSOR CONTROL (VSV) . . . . . . . . . . . . . . . . . . 198
73- 21 FADEC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 VSV CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . 200
FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 COMPRESSOR CONTROL (VBV) . . . . . . . . . . . . . . . . . . 202
ECU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 VBV SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . 204
ECU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 AIR SUMMARY SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . 206
ELECTRONIC CONTROL UNIT (ECU) . . . . . . . . . . . . . . 134 AIR EXTRACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
ENGINE RATING / IDENTIFICATION PLUG . . . . . . . . . . 138 LPT STAGE 1 NOZZLE COOLING . . . . . . . . . . . . . . . . . . 212
FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . 140 NACELLE TEMPERATURE INDICATION . . . . . . . . . . . . 214
PERMANENT MAGNETIC ALTERNATOR (PMA) . . . . . 142 IDG AIR/OIL COOLING SYSTEM . . . . . . . . . . . . . . . . . . . 218
ECU INPUTS / T12, PS12, T- FUEL SENSORS . . . . . . . 144 IDG AIR/OIL COOLING VALVE . . . . . . . . . . . . . . . . . . . . . 220
ECU INPUTS T25 / P25 . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 NACELLE VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . 226
GE CF6-80E1 4 of 394
77- 00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228 INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290

POWER AND SPEED INDICATION . . . . . . . . . . . . . . . . . 236
EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
EGT SENSING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 242 ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . 294
77Ŧ30 ANALYZERS (VIBRATION MONITORING) . . . . . . . . . . 244 78Ŧ30 THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244 THRUST REVERSER DESCRIPTION . . . . . . . . . . . . . . . 294
NO.1 BEARING ACCELEROMETER . . . . . . . . . . . . . . . . 248 OPERATION / CONTROL OF THRUST REVERSER . . 296
COMPRESSOR REAR FRAME ACCELEROMETER . . 250 T/R PRSOV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
REMOTE CHARGE CONVERTER . . . . . . . . . . . . . . . . . . 252 T/R DCV AND PRESSURE SWITCH . . . . . . . . . . . . . . . . 300
77Ŧ00 EIVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 CENTER DRIVE UNIT (CDU) . . . . . . . . . . . . . . . . . . . . . . 302
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 ANGLE GEARBOX AND BALLSCREW ACTUATOR . . . 304
EIVMU CONTINUED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256 FLEXIBLE DRIVE SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . 304
FAN UNBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258 T/R INDEPENDENT LOCKING SYSTEM . . . . . . . . . . . . 306
MAX FLIGHT VIBRATION DISPLAY . . . . . . . . . . . . . . . . . 260 BLOCKER DOORS AND DRAG LINKS . . . . . . . . . . . . . . 308
FREOUENCY ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . 262 THRUST REVERSER RIGGING . . . . . . . . . . . . . . . . . . . . 314
DISCRETE INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264 STOW/DEPLOY SWITCH MODULE . . . . . . . . . . . . . . . . . 318
DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266 THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . 322
DIRECTIONAL PILOT VALVE DEACTIVATION . . . . . . . 324
THRUST REVERSER MANUAL OPERATION . . . . . . . . 326
ATA 76 ENGINE CONTROL . . . . . . . . . . . . . . . . . 268 THRUST REVERSER SYSTEM DEPLOYED . . . . . . . . . 330
THRUST REVERSER STOWED . . . . . . . . . . . . . . . . . . . . 332
76Ŧ10 POWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
THRUST REVERSER INDICATION . . . . . . . . . . . . . . . . . 334
COCKPIT ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . 268
THRUST REVERSER CMS TEST . . . . . . . . . . . . . . . . . . 336
THRUST CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
THROTTLE MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . 272 80Ŧ00 STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
ARTIFICIAL FEEL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 STARTER SHUTŦOFF VALVE (SOV) . . . . . . . . . . . . . . . . 344
THROTTLE ADJUSTMENT RODS / THROTTLE RESOLVER . . . STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
276 STARTER DUCT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
FUEL SHUT- OFF CONTROL . . . . . . . . . . . . . . . . . . . . . . . 278 30Ŧ21 ICE & RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . 350
74Ŧ00 IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 71Ŧ00 POWER PLANT GENERAL . . . . . . . . . . . . . . . . . . . . . . . . 354
IGNITION EXCITERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282 SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 354
IGNITION LEADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284 ENGINE DANGER ZONES . . . . . . . . . . . . . . . . . . . . . . . . . 355
GE CF6-80E1 5 of 394
SPEED RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360

OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
STARTING AND IGNITION SYSTEMS . . . . . . . . . . . . . . 364
GROUND OPERATION IN ICING CONDITIONS. . . . . . 364
THROTTLE MOVEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . 364
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
HIGH NACELLE TEMPERATURE INDICATION . . . . . . . 365
ABNORMAL OPERATION AND EMERGENCY PROCEDURES . . . 366
PROCEDURE IN CASE OF ENGINE FIRE . . . . . . . . . . . 366
ABNORMAL OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . 367
DRY MOTORING CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . 370
WET MOTORING CHECK . . . . . . . . . . . . . . . . . . . . . . . . . 374
ENGINE AUTOMATIC START . . . . . . . . . . . . . . . . . . . . . . 378
ENGINE MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . 382
ENGINE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
GE CF6-80E1 6 of 394
Figure 3 Hazard Areas Idle Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Figure 38 MCD; Lube Supply Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 4 Hazard Areas Takeoff Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 39 Engine Oil Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 5 Engine Sensor Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 40 Oil Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 6 Engine Cockpit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 41 Oil Pressure Transmitters and Interface Unit . . . . . . . . . . . . . . 93
Figure 7 Engine Cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 42 Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 8 Fan Cowl Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 43 Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 9 Fan Cowl Panel Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 44 Scavange Filter Diff Pressure Switch . . . . . . . . . . . . . . . . . . . . 101
Figure 10 Thrust Reverser Hinge & Latches . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 45 Fuel System Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 11 Latch Mounting Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 46 Fuel Indication and Components . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 12 Thrust Reverser Opening Components . . . . . . . . . . . . . . . . . . . 27 Figure 47 Fuel Flow and Fuel Used Indication . . . . . . . . . . . . . . . . . . . . . . 107
Figure 13 Core Cowl Hinges & Hold Open Rods . . . . . . . . . . . . . . . . . . . . 29 Figure 48 Fuel Filter Differential Pressure Switch . . . . . . . . . . . . . . . . . . . 109
Figure 14 T/R Interlock Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 49 Hydro Mechanical Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 15 Engine Nose Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 50 Fuel System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 16 Nose Cowl Anti/Ice Supply Duct . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 51 Engine Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 17 Engine Fire Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 52 Fuel System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 18 Engine Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 53 Fuel/Oil Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 19 Fan & Low Pressure Compressor . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 54 Main Fuel Supply Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 20 Engine Spinner Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 55 Fuel Nozzle and Supply Manifold . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 21 VBV System Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 56 ECU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 22 VSV System Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 57 FADEC Basic System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 23 CRF System Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 58 ECU Interfaces ADIRU/EIVMU . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 24 HPT System Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 59 FADEC Basic System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 25 ESC System Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 60 ECU Interfaces ADIRU/EIVMU . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 26 LPT System Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 61 Electronic Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 27 Cold Fan Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 62 ECU Power Supply Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 28 Borescope Plug Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 63 Engine Rating / Identification Plug . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 29 Borescope Rotation Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 64 FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Figure 30 Engine Mount Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 65 Permanent Magnetic Alternator . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 31 Engine Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 66 T12 Sensor, Ps12 Sensor, Fuel Temp Sensor . . . . . . . . . . . . . 145
Figure 32 Engine Leakage Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Figure 67 P25/T25 / T3 / P25 / PS3 Sensor . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 33 Accessory Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 Figure 68 PS14 / P49 / T5 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 34 Carbon Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Figure 69 Alternate Start Discrete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 35 Accessory Heatshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Figure 70 CMC System Report/Test Ŧ ENGINE . . . . . . . . . . . . . . . . . . . . 153
GE CF6-80E1 7 of 394
Figure 73 Engine Running Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 108 Nacelle Ventilation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 74 Engine CMC Display Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 109 ECAM Engine and Warning Display . . . . . . . . . . . . . . . . . . . . 229
Figure 75 Engine Specific Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 110 ECAM System Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 76 Current Status Readout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 111 ECAM System DisplayŦStart Page . . . . . . . . . . . . . . . . . . . . . 233
Figure 77 Engine Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 112 ECAM System DisplayŦCruise Page . . . . . . . . . . . . . . . . . . . . 235
Figure 78 FADEC / Fuel Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 113 N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Figure 79 Ignition / Start Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 114 N2 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 80 Indicating Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 115 EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Figure 81 Reverse and Thrust Control Warnings . . . . . . . . . . . . . . . . . . . 175 Figure 116 T49 (EGT) Measuring Equipment . . . . . . . . . . . . . . . . . . . . . . 243
Figure 82 Oil System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 Figure 117 Vibration Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 83 Engine Air General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 118 Vibration Indication Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 84 Engine Air System Components (Left Side Engine) . . . . . . . . 180 Figure 119 No.1 Bearing Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Figure 85 Engine Air System Components (Right Side Engine) . . . . . . . 181 Figure 120 CRF Vibration Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . 251
Figure 86 Bore Cooling Airflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 Figure 121 Remote Charge Converter (RCC) . . . . . . . . . . . . . . . . . . . . . . 253
Figure 87 Bore Cooling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 122 EIVMU System Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Figure 88 Core Compartment Cooling System Schematic . . . . . . . . . . . . 187 Figure 123 EIVMU Specific Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
Figure 89 HPTACC- Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 124 EIVMU Fan Unbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
Figure 90 LPTACC- Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 125 EIVMU Max Flight Vibration Display . . . . . . . . . . . . . . . . . . . . 261
Figure 91 HPTCC/LPTCC System Schematic . . . . . . . . . . . . . . . . . . . . . . 193 Figure 126 Frequency Analysis Readout . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Figure 92 HPTCC / LPTCC Control Schematic . . . . . . . . . . . . . . . . . . . . . 195 Figure 127 Discrete Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
Figure 93 Compressor Control Overview . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 128 Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
Figure 94 Compressor Control (VSV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 Figure 129 Cockpit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Figure 95 VSV Positioning Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201 Figure 130 Thrust Control Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Figure 96 Compressor Control (VBV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 Figure 131 Throttle Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Figure 97 VBV Positioning Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 132 Artificial Feel Unit Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . 275
Figure 98 Air Indication Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 Figure 133 Artificial Feel Unit / Throttle Control Unit . . . . . . . . . . . . . . . . . 277
Figure 99 Airflow General (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 Figure 134 Engine HP and LP Shut Off Valve Control . . . . . . . . . . . . . . . 279
Figure 100 Airflow General (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211 Figure 135 Ignition Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
Figure 101 7th Stage Delta Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . 213 Figure 136 Ignition Exciters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
Figure 102 Nacelle Temperature Indication . . . . . . . . . . . . . . . . . . . . . . . . 215 Figure 137 Ignition Leads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
Figure 103 Nacelle Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . 217 Figure 138 Ignitor Plug / Immersion Check . . . . . . . . . . . . . . . . . . . . . . . . 287
Figure 104 IDG Oil System Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . 219 Figure 139 Ignition Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
Figure 105 IDG Air/Oil Cooling Valve and Oil Cooler . . . . . . . . . . . . . . . . 221 Figure 140 Interface and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
GE CF6-80E1 8 of 394
Figure 143 Thrust Reverser Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297 Figure 178 Dry Motoring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373
Figure 144 Thrust Reverser Pressurizing Valve . . . . . . . . . . . . . . . . . . . . . 299 Figure 179 Wet Motoring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Figure 145 Thrust Reverser Components . . . . . . . . . . . . . . . . . . . . . . . . . . 301 Figure 180 Automatic Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
Figure 146 Center Drive Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 Figure 181 Automatic Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Figure 147 Ball Screw Actuator Installation . . . . . . . . . . . . . . . . . . . . . . . . 305 Figure 182 Manual Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
Figure 148 Independent Locking System Components . . . . . . . . . . . . . . 307 Figure 183 Engine Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
Figure 149 Blocker Door Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
Figure 150 Cascade Vanes Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . 311
Figure 151 Cascade Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
Figure 152 Thrust Reverser Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
Figure 153 Thrust Reverser Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
Figure 154 Stow/Deploy Switch Module . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
Figure 155 Center Drive Unit RVDT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
Figure 156 Thrust Reverser Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . 323
Figure 157 Thrust Reverser Pilot Valve Deactivation . . . . . . . . . . . . . . . . 325
Figure 158 Center Drive Unit Manual Drive . . . . . . . . . . . . . . . . . . . . . . . . 327
Figure 159 Thrust Reverser Junction Box . . . . . . . . . . . . . . . . . . . . . . . . . 329
Figure 160 Thrust Reverser System Operation . . . . . . . . . . . . . . . . . . . . . 331
Figure 161 Thrust Reverser Electric Schematic . . . . . . . . . . . . . . . . . . . . 333
Figure 162 Thrust Reverser Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Figure 163 Thrust Reverser CMC Test 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 337
Figure 164 Thrust Reverser CMC Test 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 339
Figure 165 Starting Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
Figure 166 Starting Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
Figure 167 Starter Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
Figure 168 Engine Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
Figure 169 Starter Duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349
Figure 170 Engine Anti Ice Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351
Figure 171 Anti Ice Valve and Ducting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
Figure 172 Wind Direction and Engine Noise Danger Areas . . . . . . . . . . 356
Figure 173 Hazard Areas Idle Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357
Figure 174 Hazard Areas Breakaway Thrust . . . . . . . . . . . . . . . . . . . . . . . 358
Figure 175 Hazard Areas Takeoff Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . 359
GE CF6-80E1 9 of 394
EIS Electronic Instrument System HPC High Pressure Compressor
EIU Engine Interface Unit HPCR High Pressure Compressor Rotor
EMF ElectroMotive Force HPSOV High Pressure ShutOff Valve
EMU Engine Maintenance unit HPT High Pressure Turbine
ESN Engine Serial Number HPTC High Pressure Turbine Clearance
EIVMU Engine Interface & Vibration Monitoring Unit HPTCC High Pressure Turbine (active)
FAA Federal Aviation Agency Clearance Control
FADEC Full Authority Digital Engine Control HPTCCV High Pressure Turbine Clearance Control Valve
FAF French Air Force HPTR High Pressure Turbine Rotor
FAR Federal Aviation Regulation Hz Hertz (cycle per second)
FEIM Field Engineering Investigation Memo IDG Integrated Drive Generator
FFCCV Fan Frame/Compressor Case Vertical (vibration sensor) IFSD In Flight Shut Down
FI Flight Idle (F/I) IGB Inlet GearBox
FLA Forward Looking Aft IGN IGNition
FLX TO FLeXible Take Off IGV Inlet Guide Vane
FMGC Flight Management and Guidance Computer in. inches
FMS Flight Management System IP Intermediate Pressure
FMV Fuel Metering Valve IPS Inch per Seconds
FN Engine Thrust IR Infra Red
FOD Foreign Object Damage K 1000 x
FPi Fluorescent Penetrant,Inspection LCD Liquid Crystal Display
FRV Fuel Return Valve LCF Low Cycle Fatigue
FWC Fault Warning Computer LE Leading Edge
FWD ForWarD LH Left Hand
GE General Electric LP Low Pressure
GEM GroundŦbased Engine Monitoring LPC Low Pressure Compressor
GI Ground Idle (G/I) LPT Low Pressure Turbine
g.in gram x inches LPTC Low Pressure Turbine Clearance
GMT Greenwich Meridian Time LPTCC Low Pressure Turbine (active) Clearance Control
HCF High Cycle Fatigue LPTR Low Pressure Turbine Rotor
HMU Hydro Mechanical Unit LRU Line Replaceable Unit
HP High Pressure LVDT Linear Variable Differential Transformer
GE CF6-80E1 10 of 394
72- 00 GENERAL
ABBREVIATIONS AND ACRONYMS
A/C AirCraft cm.g centimeter x grams
AC Alternating Current CHATV CHannel AcTiVe
ACARS Aircraft Communication Adressing and Reporting System CIP (HP) Compressor Inlet Pressure
AD Airworthiness Directive CIT (HP) Compressor Inlet Temperature
ADC Air Data Computer CODEP High Temperature Coating
ADIRS Air Data and Inertial Reference System CPU Central Processing Unit
AEBG Aircraft Engine Business Group CRT Cathode Ray Tube
AGB Accessory GearBox CSD Constant Speed Drive
AIDS Aircraft Integrated Data System csi Cycles Since Installation
ALF Aft Looking Forward CSN Cycles Since New
ALT ALTitude cw Clock Wise
AOG Aircraft On Ground DAC Digital to Analog Converter
APU Auxiliary Power Unit D&C Delays and Cancellations
ARINC Aeronautical Radio, INC. (specification) DC Direct Current
ATA Air Transport Association DGAC Direction Gdndrale de 1’Aviation Civile
ATHR Auto THRust DIS DIScrete
ATO Aborted Take Off DMC Direct Maintenance Cost
BITE Built In Test Equipment DMC Display Management Computer
BMC Bleed Management Computer DOC Direct Operating Cost
BSI BoreScope Inspection DOD Domestic Object Damage
CAD Computer Assisted Design DS Directionally Solidified
CBP (HP) Compressor Bleed Pressure EBU Engine Buildup Unit
CCFG Compact Constant Frequency Generator ECAM Electronic Centralized Aircraft Monitoring
ccw Counter Clock Wise ECU Electronic Control Unit
CDP (HP) Compressor Discharge Pressure ECUCV Electronic Control Unit Cooling Valve
CESM Commercial Engine Service Memorandum EFH Engine Flight Hours
CMS Central Maintenance System EFIS Electronic Flight Instrument System
CFDS Centralized Fault Display System EGT Exhaust Gas Temperature
CG Center of Gravity EICAS Engine Indicating and Crew Alerting System
GE CF6-80E1 11 of 394
mo Aircraft speed mach number QTY QuantiTY
lbs Pounds, weight RACC Rotor Active Clearance Control
MCD Magnetic Chip Detector R/H Right Hand
MCDU Multipurpose Control Display Unit RPM Revolution Per Minute
MCL Maximum CLimb RTD Resistance Temperature Detector
MCT Maximum ConTinuous RTV Room Temperature vulcanizing (material)
MEC Main Engine control RVDT Rotary Variable Differential Transformer
MM. Millimeters SAV Starter Air Valve
MTBF Mean Time Between Failures SB Service Bulletin
MTBR Mean Time Between Removals SDI Source/Destination Identifier (bits) (cf ARINC spec)
Nl Low pressure rotor rotational speed 9ER Service Evaluation Request
NlACT ACTual Nl SFC Specific Fuel Consumption
NlCMD Nl CoMmanD SG specific Gravity
N2 (NH) High pressure rotor rotational speed SLS Sea Level Standard (conditions:
N2ACT ACTual N2 29.92 in. Hg/59’ F)
NVM Non Volatile Memory SMP Software Management Plan
OGV Outlet Guide Vane SIN Serial Number
OSG OverSpeed Governor SOL SOLenoid
PO Ambient static pressure S/R Service Request
P25 HP compressor inlet total air temperature S/V Shop Visit
PIA Power Lever Angle SVR Shop Visit Rate
PMC Power Management Control sw SoftWare
PMUX Propulsion MUltipleXer T12 Fan inlet total air temperature
PS12 Fan inlet static air pressure T25 HP compressor inlet air temperature
PS13 F an outlet static air pressure T3 HP compressor discharge air temperature
PS3 HP compressor discharge static air pressure T49.5 Exhaust gas temperature
PSI Pound per Square Inch T5 Low pressure turbine discharge total air temperature
PSIA Pound per Square Inch Absolute TAT Total Air Temperature
PSID Pound per Square Inch Differential TAT Turn Around Time
PSS (ECU) Pressure SubŦSystem TBD To Be Determined
PT Total air pressure T/E Trailing Edge
PT2 Fan inlet total air pressure (primary flow) T/C Thermocouple
GE CF6-80E1 12 of 394
TC HP Turbine Case temperature
TCC Turbine Clearance Control
TECU Electronic Control Unit internal Temperature
TEMPER Turbine Engine Modular Performance Estimating Routine
TEO Engine Oil Temperature
TGB Transfer GearBox
THP High Pressure fuel Temperature
Ti Titanium
TLA Throttle Lever Angle
TM Torque Motor
5
GE CF6-80E1 13 of 394
ENGINE SPECIFICATIONS
The CF6Ŧ80E1 engine is a high bypass ratio, dualŦrotor, axialŦflow turbofan ITEM SPECIFICATION
power plant. A 14Ŧstage high pressure compressor is driven by a two stage
ENGINE GENERAL
high pressure turbine, and the integrated front fan and low pressure
compressor (4 stages) is driven by a 5Ŧstage low pressure turbine. An annular Type HighŦbypass axialŦflow, dual rotory
combustor converts fuel and compressor discharge air into energy to drive the turbofan
turbines. Thrust Class 63,000 pounds
The accessory drive system extracts energy from the high pressure, high
speed rotor to drive the engine accessories and the engineŦmounted aircraft Number of Combustion Chambers One
accessories. Reverse thrust for braking the aircraft after landing is supplied by Type of Combustion Chamber Annular
an integrated system which acts on the fan discharge airflow.
Type of Compressor Two spool, 19Ŧstage compressor, consisting
of a fan, 4Ŧstage booster, and a 14Ŧstage
MODEL CF6Ŧ80E1 (A1, A2, A3, A4) high pressure compressor
TAKE OFF THRUST A1 63290 lbs Direction of Rotation (Both Rotors) Clockwise (as viewed from the rear looking
forward)
A2 64530 lbs
A3 68530 lbs Type of Turbine 7Ŧstage, split, consisting of a 2Ŧstage
high pressure turbine and a 5Ŧstage low
A4 66870 lbs pressure turbine
Engine Weight
MAX FLAT RATED TEMP 86F (30C) Engine (with QEC) 11,162 pounds (5074 Kg) (approximate)
EGT REDLINE LIMIT (INDICATED) 975C
MAX START EGT 750C
Engine Length
BYPASS RATIO 5.15 TO 1
COMPRESSOR PRESSURE RATIO 27.4 TO 1 Engine Length (No Inlet Cowl or 170 inches (4318 mm) (approximate)
Exhaust Nozzle)
MAX N1 115.5% Installed Engine Length (with 280.3 inches (7117 mm) (approximate)
Inlet Cowl and Exhaust Nozzle)
MAX N2 113.0%
Engine Diameter (O.D.) 106,64 inches
N1 RPM (115%) 3818
Engine Diameter (I.D.) 96,0 inches
N2 RPM (113%) 11105
327154
GE CF6-80E1 14 of 394
ELECTRONIC CONTROL UNIT (ECU)
GE Aircraft engines
TYPE CERTIFICATE PROD CERTIFICATE
E13NE PC 108
MODEL NO. SERIAL NO.
CF6Ŧ80E1A3 810Ŧ002
RATED TO MODEL CONFIGURATION
IDENTIFIED BELOW
CONFIG TO THRUST MAX CONT SERV BUL
A3 68530 68400 ORIG
DATE OF MFG
03/04 COMPLY
CHINCINNATI, OHIO MADE IN USA
ENGINE DATA PLATE

7
GE CF6-80E1 15 of 394
POWER SETTING CURVES (TAKE OFF)
The A330 is equipped with General Electric CF6Ŧ80E1 engines. This engines
are operated as ”FLAT RATED” engines. This means, the engine can produce
a thrust of approx. 63290 lbs (T/O) up to an OAT of 30 C (86 F) and an
(standard) outside pressure of 1013 Hpa.
N1 is used as the thrust equivalent.
To maintain the maximum T/O thrust at increasing temperature or decreasing
outside pressure, the N1 speed will be altered by the ECU.
This compensates the influence of the airŦdensity to the thrust.
The maximum TIT (Turbine Inlet Temperature) calculated by the ECU channel
A or B (which is the channel in command) must not be exceeded. Therefore at
30 C and above the T/O thrust has to be reduced, to avoid overtemperatures
at the high pressure turbine inlet (TIT). As a result, the N2, N1 and the thrust
decreases.
The N1 speed is calculated and controlled automatically by the FADEC
System. (FADEC = FULL AUTHORITY DIGITAL ENGINE CONTROL)
Up to an outside temperature OAT of 30 C the following principle is valid:
CONSTANT THROTTLE = CONSTANT THRUST
GE CF6-80E1 16 of 394
63290 lbs
THRUST NOTE: IF 30 C IS REACHED, THE EGT (TIT)
WILL BE FLAT RATED. THEREFORE THE N2, N1
(lbs) AND THE THRUST DECREASES.
Max T49
N1 SEE NOTE.
THRUST
(lbs)
N1 N1 RPM
EGT
15 30 (86) OAT C (F)
GE CF6-80E1 17 of 394
GE CF6-80E1 18 of 394
GE CF6-80E1 19 of 394
ENGINE STATION DESIGNATIONS
Station numbers are assigned to identify specific positions along the
aerodynamic flowpath of an engine.
A station is a position at the engine, where thermodynamically changes
(Pressure, temperature or airspeed) starts or ends.
Engine stations are labeled continuously from 1 to 5 along the aerodynamic
flowpath.
The station numbers are also used to identify instrumentation positions for
pressure and temperature sensors. Temperature sensors are labeled with ”T”,
pressure sensors are labeled with a ”P”, followed by a station number.
FAN INLET FAN DUCT LP TURBINE INLET PRESSURE

TEMPERATURE PRESSURE AND TEMPERATURE
T12 P14 P49 / T49
SECONDARY
AIRSTREAM
PRIMARY
AIRSTREAM
PRIMARY
AIRSTREAM
PARASITIC
LP TURBINE EXIT
TEMPERATURE
T5
HPC INLET PRESSURE COMPRESSURE DISCHARGE

AND TEMPERATURE PRESSURE AND TEMPERATURE
P25 / T25 P3 / T3
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USED A B C D E F G H I J
LEGENDE (HORIZONTAL)
FOR A FUEL METERING VALVE
START / IGN
B VARIABLE STATOR VANES / VARIABLE BLEED VALVES
CON MON
T/R INDIC
C HIGH PRESSURE COMPRESSOR TURBINE CLEARANCE CONTROL
VSV/VBV
D LOW PRESSURE COMPRESSOR TURBINE CLEARANCE CONTROL
HPTCC
LPTCC
ECAM
E
FMV
BCV
F BORE COOLING VALVE
G AUTO START & IGNITION
01 T 12 H CONDITION MONITORING
02 T 25 I ELECTRONIC CENTRALIZED AIRCRAFT MONITORING
J THRUST REVERSER INDICATION
03 T3
04 T 49
05 T5
LEGENDE (VERTICAL)
06 PS 14
01 ELECTRICAL FAN INLET TEMPERATURE SENSORS
07 PS 25 02 HIGH PRESSURE COMPRESSOR INLET TEMPERATURE SENSOR
08 PS 3 03 HIGH PRESSURE COMPRESSOR DISCHARGE TEMPERATURE SENSOR
04 EXHAUST GAS TEMPERATURE SENSOR (EGT)
09 P 49 05 LOW PRESSURE TURBINE EXHAUST GAS TEMPERATURE SENSOR
10 PO 06 FAN EXIT PRESSURE SENSOR
07 HIGH PRESSURE COMPRESSOR INLET PRESSURE SENSOR
11 TEO 08 HIGH PRESSURE COMPRESSOR DISCHARGE PRESSURE SENSOR
09 EXHAUST GAS PRESSURE SENSOR
12 N1
10 AMBIENT PRESSURE (PO)
13 N2 11 TEMPERATURE ENGINE OIL SENSIOR
12 LOW PRESSURE COMPRESSOR ROTOR SPEED SENSOR (N1)
14 FF 13 HIGH PRESSURE COMPRESSOR ROTOR SPEED SENSOR (N2)
15 TR ŦL 14 FUEL FLOW TRANSMITTER
15 THRUST REVERSER LEFT RVDT
16 TRŦR 16 THRUST REVERSER RIGHT RVDT
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ENGINE CONTROL PB‘S AND SWITCHES

ENGINE MODE SELECTOR FADEC GND PWR P/B
Position CRANK Position ON

selects FADEC power selects FADEC power
allows dry and wet motoring ( without ignition )
Position IGNITION / START

selects FADEC power
allows engine starting ( manual and auto mode )
Position NORM
FADEC power selected OFF
ENGINE MASTER LEVER
Position OFF
closes the HP fuel shut off valve in the HMU and the LP fuel shut off valve
and resets the ECU
Position ON
starts the engine in automatic mode ( when the mode selector is in
IGNITION/START )
selects fuel and ignition during manual start procedure
MANUAL START P/B
controls the start valve ( when the mode selector is in IGNITON / START or
CRANK position )
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FADEC GROUND POWER
1 2
ON ON
ENGINE MASTER PANEL
1 2
1 2
ENGINE MANUAL START

ENGINE START SELECTOR
1 2
5
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ATA 71 POWER PLANT

71Ŧ10 ENGINE COWLINGS
ENGINE COWLINGS DESCRIPTION
The cowling provides an aerodynamically smooth protective surface over the before opening a thrust reverser half of one of the 2 engines, you must
engine, engineŦmounted components, and accessories. The cowling controls make sure that
airflow around and through the engine, and provides access to various areas of Ŧ the respective thrust reverser is deactivated and secured.
the engine case and fan case.
Ŧ both latch mounting ring upper latches have to be opened first (even if
The cowling for each engine includes the only one of the thrust reverser halves should be raised), before the
inlet cowl lower tension latches are unlocked.
fan cowl panels in case that not all 16 deflector doors (cascade vanes) are installed, or the wind
core cowl panels velocity is above 40 kts, the thrust reverser halfs must not be opened.
The two thrust reverser halfs are used also as engine cowls. Do not extend the thrust reverser half, when the translating cowl is open more
than 33 (42 or second stick). If a thrust reverser translating cowl is partially
Access doors and openings are located on the cowling to facilitate mainten
or full deployed, the thrust reverser half must not be opened more than 33
ance and service operations.
(first stick).
Opening and closing of the engine cowlings must be performed in accordance
WARNING!
to the applicable safety precautions described in the AMM to prevent injury to
persons and damage to equipment (refer to AMM 71Ŧ11). The thrust reverser halfs are to be raised hydraulically to the 33 (first stick) or
42 (second stick). While opening is in progress, make sure all persons
a forward cowling overlaps the respective cowling behind (forward looking
are clear of the reverser halfs, until the respective holdŦopen rod is
aft), therefore the opening sequence must be:
installed and secured. Injury to persons can occur.
Ŧ fan cowlings
After closing the reverser cowlings, the two latch mounting ring upper latches
Ŧ thrust reverser halfs must not be closed, before the 3 lower T/R tension latches are closed and
Ŧ core cowlings. locked. After closing the latch mounting ring upper latches, a visual check is
reverse the sequence accordingly to close the cowlings. required to make sure, the two hooks are proper engaged.
All available hold open rods must be inserted and secured.
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CAUTION :
OPENING SEQUENCE 1 2 3
1 EXHAUST SYSTEM COMPONENTS

SHOWN FOR REFERENCE ONLY
TURBINE EXHAUST SLEEVE 1
2
CORE COWL PANEL
THRUST REVERSER 1
FAN COWL PANEL
INLET COWL
INBD
7
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Fan Cowl Doors
The fan cowl door assemblies are engine to engine interchangeable units
enclosing the engine fan case between the air intake cowl and thrust reverser
cowl doors. Each assembly is supported by three hinges at the pylon and
latched along the bottom splitline with three tension hook latches.
HoldŦopen rods
Two holdŦopen rods are provided on each door. The fan cowl door may be
opened to a maximum of 56q. The holdŦopen rods lock to brackets on the
engine fan case to support the fan cowl doors.
Two stops are provided on the telescopic holdŦopen rods to maintain the doors
in either 40q or 55q position. The fan cowl doors cannot be physically latched if
the thrust reverser cowl doors to fan case latches (mounting ring latch) are not
latched.
Hoisting provisions
Three hoist points are provided on the top portion of the fan cowl door for
ground support equipment (GSE) installation.
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HINGE FITTING
FAN COWL FOR THE FAN
PANEL BALL LOCK PIN COWL PANEL
COTTER PIN
HINGE FITTING
FOR THE FAN
PUSH COWL PANEL
HERE FWD
PUSH STRUT HINGE
FITTING
STRUT DETAIL A
ROLL PIN HINGE
TRIGGER FITTING HINGE
(3 LOCATIONS)
SEE DETAIL A
LIFT
HERE
SECONDARY
LOCK COWL LATCH (3)
INNER
SEGMENT SECONDARY RIGHT FAN
LOCK
COWL PANEL
INNER OUTER
COLLAR SEGMENT
RED ”UNLOCKED” SLEEVE

BAND
OUTER
COLLAR ENGINE MOUNTED
RECEIVER (EXAMPLE)
RED
”UNLOCKED”
BAND
HOLDŦOPEN ROD
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Fan Cowl Doors
The fan cowl doors consist of a bonded Kevlar/Graphite epoxy skins and an
aluminum honeycomb sandwich construction. For additional lightning
protection, the fan cowl door has as part of its construction a layer of copper
screen.
Lands provide interface with the air intake cowl at the forward end and with the
thrust reverser cowl doors at the aft end. The fan cowl doors have to be
opened in order to open the thrust reverser cowl doors.
Opening of these cowl doors provide access to all the hardware mounted on
the fan outer case. The fan cowl doors comprise the following items:
seals
holdŦopen rods
hook type latches
access door
pressure relief door
hoisting provisions
Seals
A bulbŦtype seal is provided along the lower longitudinal splitline and a sheet
metal seal (stainless steel) is provided along the upper longitudinal interface to
the pylon.
Latches
Three hook type latches are provided on the left hand door, and mate with
three latch keepers the right hand door.
Access doors
Access door is provided in the rightŦhand fan cowl door for access to the
engine oil tank.
Pressure relief door

A pressure relief door is provided in the leftŦhand fan cowl door.
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WASHER
(2 PLACES)
NUT
LEFT FAN
COWL PANEL
BOLT COTTER
PIN
SEE DETAIL A
LATCH
FWD KEEPER
FITTING (FOR TENSION
ADJUSTMENT )
WASHER NUT
(2 PLACES) (2 PLACES) RIGHT FAN
SHIM COWL PANEL
WASHER LATCH
(2 PLACES)
FITTING
KEEPER
RIGHT FAN 0.06Ŧ0.18 INCH
BOLT COWL PANEL
LEFT FAN (1.5Ŧ4.5 mm)
(2 PLACES) COWL PANEL
FWD LATCH KEEPER

DETAIL A
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THRUST REVERSER COWL DOORS
The thrust reverser is a bifurcated assembly of two halves forming the fan Opening/closing actuators
exhaust duct and nozzle, enclosing the engine between the fan frame and the Each thrust reverser cowl door is opened by a hydraulic actuator which is
core cowling, and containing the mechanism for reversing the flow of the fan operated with fluid from ground support equipment (GSE). The GSE
exhaust flow during aircraft landing. connection is located on the fan case approximately on the nacelle centerline.
Each reverser half is supported by three hinges at the pylon and latched along When closing the thrust reverser cowl doors, the GSE is reconnected to each
the bottom splitline with three tension hook latches and at the forward outer fan half and the fluid is returned to the GSE during the closing action. Each thrust
frame interface with top and bottom tension latches. reverser cowl door engages a grooved ring at both the inner and outer flow
surface on the engine case and is latched to the fan case at the upper and
Thrust Reverser Cowl Doors
lower extremities of each thrust reverser cowl door forward flange. Two hold
The thrust reverser cowl doors are composed of various metallic and open positions are provided, a max of 42q and an intermediate position of 33q,
nonŦmetallic materials. by using one engine fan case attach bracket and adjusting the hold open rod
Opening of the thrust reverser cowl doors will provide access to the hardware length. A hydraulic interlock is provided which prevents the reverser from
mounted on the HP compressor combustion chamber and accessory gearbox. being closed when the core cowldoors are open.
Each cowl door assembly includes a fixed structure and a translating cowl.
Pressure relief door
NOTE : Only the cowling function is described in this chapter. For additional
thrust reverser functions refer to chapter 78Ŧ30Ŧ00. A pressure relief door is located in the outer fixed structure along the bottom
centerline between the lower duct sidewalls. This door is designed to prevent
The thrust reverser cowl doors comprise the following items:
excessive pressure buildŦup in the core compartment in case of a pneumatic
fixed structure duct failure.
translating cowl assembly
Access door
acoustic provisions
Access and pressure relief door assembly provide access to the starter valve
opening/closing actuators
and the thrust reverser cowl doors lower splitline latches.
Access through the thrust reverser left hand side inner wall provides access to
access door the IDG reset handle and IDG oil reservoir (pressure fill and quantity check)
thrust reverser brake and hydraulic filter bypass indicator.
Fixed structure
The outer fixed structure is of conventional riveted sheet metal and machined
extrusion construction, while the duct side walls and inner cowl are honeycomb
sandwich bondments.
Translating cowl assembly

The translating cowl, six blocker doors per translating cowl and acoustic
suppression panels are fabricated of nonŦmetallic composite sandwich panels
with metallic fittings.
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SEE DETAIL A
UPPER
BIFURCATION
TETHER
PLUNGER
BUTTON
LOWER
BALLŦ LOCK PIN BIFURCATION
FWD
ROD END
CAUTION :
BOTH MOUNTING RING UPPER LATCHES
MUST BE OPENED BEFORE OPENING T/R
LOWER TENSION LATCHES.
GE CF6-80E1 31 of 394
LATCH RING ASSEMBLY

The thrust reverser assembly attaches to the core engine at aft fan case with a
latch ring assembly.
The latching system consists of an upper and lower latch clamping each TR
half to the fan case ”V” groove. The latch secures the outer leading edge of the
reverser halves to the aft flange of the fan case.
It transmits reverser loads into the fan frame and not to the hinges or strut. The
top latch of the ring is a hook that slips into a ”U” bolt bracket atop the fan
case. The U bolt is adjustable to control upper latch closing force tension.
The bottom latch is a barrel nut that fits into a clawŦtype clevis bracket at the
bottom of the fan case. The barrel nut is adjustable as well to control closing
force.
The latch ring is opened by first rotating the upper latch handle outward and up
to disengage the hook from the U bolt.
Since the upper latch handle secures or locks the lower handle in place, this
will free the lower handle for movement. The lower latch handle is rotated
downward to disengage the barrel nut from the clevis.
The latch ring assembly secure the TR halves to the aft fan case.
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FAN STATOR
CASE ROD END
ECCENTRIC
JAM NUT
UŦBOLT UPPER
LATCH
HOOK AND SLEEVE

IN TIGHT CONTACT
LOCKNUT
ECCENTRIC MOUNTING RING UPPER LATCH OPEN
HOOKED POSITION
LOAD LINE
UŦBOLT ECCENTRIC
LOCKNUT PIVOT POINT
BUSHING CAM
FOLLOWER
UPPER LATCH
RETAINER BARREL
NUT
UPPER LATCH
CABLE PIN
LATCH CLEVIS LOWER NUT
PIN BRACKET LATCH
LOWER BARREL SAFETY HOLE
LATCH SLOT NUT CLEVIS
FAN STATOR
CASE MEASURE
APPLIED
FORCE
SPRING
CATCH
LOWER LATCH LOWER LATCH
HANDLE HANDLE UPPER LATCH
UPPER LATCH HANDLE
0.00 IN.(00.0 mm)
HANDLE MEASURE CLOSE UPPER 1.00 IN.(25.4 mm)
APPLIED LATCH HANDLE
FORCE
MOUNTING RING UPPER LATCH CLOSED 0.00 IN.(00.0 mm) LOWER LATCH
1.00 IN.(25.4 mm) HANDLE PIN
5
GE CF6-80E1 33 of 394
OPENING MECHANISM
The two thrust reverser halves can be opened using an installed hydraulic
actuator mounted an the pylon. Fluid for the actuators is supplied by either a
ground support equipment (GSE) hand pump, or through the use of an installed
optional power pack system.
The manual method of opening the thrust reverser halves is accomplished by
using a GSE hydraulic hand pump. The hydraulic hand pump supplies pressure
to the Thrust Reverser Opening Actuators mounted an the aircraft pylon.
The pump contains a hydraulic reservoir with sufficient amount of fluid for
actuation of one reverser half. If both reverser halves are to be open at the
same time, i.e. maintenance, then two hydraulic pumps are required, one for
each reverser half.
The portable hydraulic hand pump attaches to a hydraulic connector an the aft,
lower fan case; accessed after opening the fan cowl. There is a connector for
each half of the thrust reverser assembly.
Input power is transmitted from the hand pump through hard line tubes, hoses
and an Interlock Valve to the respective opening actuator.
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OPENING
ACTUATOR THRUST
REVERSER
HALF SEE DETAIL A
FLEXIBLE HOSE
STRUT
DETAIL A
FWD
FLEXIBLE HOSE
QUICK DISCONNECT
(USED FOR ENGINE
CHANGE)
HYDRAULIC
TUBE
PRESSURE
RELIEF
VALVE
HYDRAULIC
CONNECTOR
HANDPUMP
DUST CAP
7
GE CF6-80E1 35 of 394
Core Cowl Doors Pressure relief door and vent

The core cowl doors assemblies are interchangeable units which enclose the A pressure relief door is located in the right hand core cowl door. Compartment
core engine between the thrust reverser cowl doors and the exhaust nozzle. cooling air is vented aft at the sliding land between the core cowl door and
Each assembly is hinged from the pylon in three locations and latched along exhaust nozzle in the lower 270q segment.
the bottom splitline with three tension hook latches.
Hoisting provisions
The core cowl doors are a conventional sheet metal structure. A land is
Three hoist points are provided on the core cowl door for ground support
provided at the forward end for the thrust reverser cowl doors. At the aft end of
equipment installation.
the core cowl doors, a sliding land is provided with the exhaust nozzle to allow
for engine expansion. In addition a fireshield (stainless steel) is located in the
upper 45q segment of each cowl door panel on the inner surface.
Opening of the core cowl doors will provide access to the hardware mounted
on the turbine section of the engine.The core cowl doors comprise the following
items:
seals
holdŦopen rods
hook type latches
hoisting provisions
Seals
A sheet metal seal (stainless steel) is provided along the upper longitudinal
interface to the pylon to prevent air leakage.
HoldŦopen rods
A hold open rod supports each core cowl door in an open position and support
fittings are provided on the cowl door frames for ground support equipment
(GSE) hold open links.
The core cowl doors may be opened to a maximum of 52q. A hold open rod is
provided to maintain each door at 50q open position. The thrust reverser cowl
door must be opened in order to open the core cowl door.
An interlock system is provided to prevent the thrust reverser cowl doors from
closing when the core cowl doors are open.
Hook type latches

Three hook type latches are provided on the right hand core cowl door and
mate with three latch keepers on the left hand core cowl door.
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COLLAR
SLEEVE
ENGINE
MOUNTED
RECEIVER
RECEIVER
SECONDARY LOCK
HOLDŦOPEN ROD (ENGAGED)
PUSH
HERE
PUSH
TRIGGER
LIFT
HERE
CORE COWL COLLAR ”UNLOCKED” SLEEVE

PANEL INDICATOR
FWD
(STOW POSITION)
THE HOLDŦOPEN ROD
GE CF6-80E1 37 of 394
T/R INTERLOCK VALVE
The cowl interlock valves are a spool ONŦOFF type that are actuated by the
opening and closing of the core cowl doors via a cable assembly attached to
the core cowl doors forward hinge.
This valve precludes thrust reverser cowl door or core cowl door damage by
preventing lowering the thrust reverser cowl doors and/or preventing raising the
thrust reverser cowl doors off of the hold open rod when the core cowl door is
not closed.
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GE CF6-80E1 39 of 394
ENGINE AIR INTAKE COWL

GENERAL Air Intake Cowl Access Panels
The Air Intake Cowl structure is an interchangeable aerodynamically faired There are three access panels in the outer barrel at inlet radials 70q, 180q and
assembly which supplies the inlet airflow to the fan and core sections of the 325q, aft looking forward. The access panel at 70q is used for inspection of the
engine. inner barrel, the one at 180q is also the antiŦice exhaust duct and the one at
It is installed on the forward face of the engine fan case. The assembly is 325q is used for inspection of the antiŦice supply line. In addition to these three
composed of: access panels, there are four access panels in the aft bulkhead. These panels
are used for inspection of the inner barrel splice joints and the antiŦice line.
one accoustic inner barrel (3 pieces) and one outer barrel (2 pieces)
one inlet lip (5 pieces) Pressure Relief Door
one forward and one aft bulkhead A pressure relief door is provided in the left hand upper part of the air intake
The assembly also includes: cowl. This door is designed to prevent excessive pressure buildŦup in the air
intake cowl in case of antiŦice duct failure.
one anti-ice duct
one phone jack Air Intake Cowl Acoustic Treatment
one ground jack The inner barrel is acoustically treated graphite epoxy skin and titanium
hoisting provisiones honeycomb structure panels. The acoustic area is approximately 63 square
feet.
receptacles for the air intake cover pins
engine attachment hardware Air Intake Cowl Structure
The majority of the internal pressure loads and external air loads are taken in
COMPONENT DESCRIPTION
hoop loads through the skins and frame. Longitudinal and transverse loads due
The outer barrel of the air intake cowl is a composite/sandwich frame to the air intake cowl structure own inertia as well as any internal or external
construction. body loads not taken in hoop tension are distributed into the fan case forward
The inner barrel consists of: flange through a bolted joint.
acoustically treated panels
Ground Jack and Phone Jack
one engine attach ring
A ground jack and a phone jack are located on the left hand side of the air
36 attach fittings intake cowl outer barrel. The phone jack enables communication between the
2 guide pins ground mechanic and the aircraft cockpit during ground maintenance. The
The lip assembly consists of an outer skin bulkhead. It is made of aluminum ground jack provides static grounding of the aircraft during ground
alloy. maintenance.
The forward bulkhead is titanium sheet metal.
Four hoist pins for ground support equipment are provided on the top portion of
the air intake cowl.
The air intake cowl can be removed with engine installed on the aircraft or with
the engine during engine removal.
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GE CF6-80E1 41 of 394
Air Intake Cowl AntiŦIcing
The inlet lip and forward bulkhead comprise the antiŦicing ”D” duct. The anti-ice
duct connects to a swirl nozzle in the ”D” duct. Engine bleed air is fed into the
inlet lip cavity through the nozzle.
A slip joint is provided immediately aft of and mounted on the forward bulkhead
to allow for duct thermal expansion.
AntiŦice air is exhausted overboard through a dedicated exhaust duct at bottom
centerline.
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5
GE CF6-80E1 43 of 394
ENGINE FIRE BARRIERS

GENERAL
The Fire Barriers are bulkheads made of fireproof materials.
The fire barriers divide the cavities located between the engine and the na
celle/pylon interface into compartments in order to prevent propagation of fire.
The nacelle is equipped wth fire barriers in upper and lower bifurcations
between core and fan compartments.
The general functions of these fire barriers are as follows:
to prevent hot air from circulating from the core compartment into the fan
compartment
to avoid propagation of fire toward a source of air which could contribute to
combustion, and which coud cause dilution in the concetration of the
extinguishing agent
to facilitate the most effective means of fire detection and extinguishment by
dividing the nacelle into more manageable compartments.
System Description
The fire barriers in upper and lower bifurcations separate the fan compartment
nonŦfire zone from the core compartments fire zone. Both upper and lower fire
barriers have lines passing through them using bulkhead seals.
Upper Section
The upper section consists of a horizontal steel fire wall above the front mount
that closes the passage between the pylon and thrust reverser cowl doors. It is
mounted on the pylon and has a surface at the outer edge to mate with the
thrust reverser seals. Thrust reverser air supply and antiŦicing air duct pass
through this firewall.
Lower Section
The lower section consists of a vertical firewall of titanium. It is mounted from
the engine fan frame casing and has a seal strip on the outer surface that
mates with thrust reverser cowling. Engine air and oil lines, electrical cables,
and the electrical cable junction box pass through this firewall.
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7
GE CF6-80E1 45 of 394
72Ŧ00 ENGINE MODULES
MODULE DESCRIPTION
Fan and Low Pressure Compressor (LPC) Variable Stator Vanes (VSV)
The low pressure compressor (N1) is a 5 stage axial compressor. The rotor of The purpose of the VSV’s is to provide an optimum angle of attack of the air for
the first stage is the FAN. Behind the fan the airstream is divided into two parts: the HP compressor rotor blades in all speed ranges and thus to prevent a
Fan airflow (5,15 parts) compressor stall. The following VSV’s are adjustable:
Primary airflow (1 part) IGV’s (Inlet Guide Vanes) (installed in front of HPC)
The fan airflow produces approx. 80% of the thrust. The 5th stage of the low VSV’s (Variable Stator Vanes) (1st to 5th stage)
pressure compressor is used also to provide air to pressurize the oil sump
High Pressure Turbine (HPT)
seals.
The high pressure turbine (HPT) consists of a 2 stage axial turbine. Since very
Variable Bleed Valves (VBV) high temperatures are applied to the inlet guide vanes, an intensive cooling for
12 continuously variable bleed valves provides a proper operation of the low the hollow vanes and rotor blades is necessary. Also an internal and external
pressure compressor in all speeds. The ECU calculates to any given speed case cooling system has influence of the turbine tip clearance (Active/Passive
and enviromental condition the optimum position of the bleed valves. The Clearance Control).
respective amount of air which is too much is bled into the fan stream.
Low Pressure Turbine (LPT)
Forward Mount The low pressure turbine (LPT) consists of a 5 stage axial turbine. The turbine
The engine foreward mount serves the attachment of the engine as well as case becomes (altitude dependent) cooled externally with fan air. Thus pr
thrust transmitting to the engine strut. ovides controlled influence to the tip clearance (Passive Clearance Control).
High Pressure Compressor (HPC) Aft Mount

The high pressure compressor (HPC) is a 14 stage axial compressor with The engine aft mount is installed at the rear turbine frame. It transmits only
following external bleed ports: weightŦ and sidewards acting forces to the engine strut. Its constructional
design allows thermal conditional changes (lenght and diameter) of the engine.
7. Stage : internal engine cooling
Gearboxes
8. Stage : Customer bleed supply to the pneumatic systems
Actuation of the engine accessories is provided by three gearboxes:
11. Stage : engine cooling (Turbine)
IGB Inlet Gearbox. Is driven by the N2 shaft and transmits the force to the
14.Stage : engine cooling (Turbine), signal and actuating pressure (CDP),
radial drive shaft.
Customer bleed supply to the pneumatic systems.
TGB Transfer Gearbox. A transmission gear for the horizontal drive shaft.
AGB Accessory Gearbox. Almost all accessories are driven by this
gearbox.
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FAN AND LP COMPRESSOR HIGH PRESSURE COMPRESSOR COMBUSTION HP LP TURBINE

SECTION TURBINE
AFT MOUNT
VBV FWD MOUNT
8.ST 14.ST
VSV 7.ST 11.ST
IGB
IGV 1 2 3 4 5 6 7 8 9 1011121314
5
3 4
1ST 2
TGB AGB
Scanned Picture
GE CF6-80E1 47 of 394
FAN AND LPC DESCRIPTION

Fan Blade N1 Speed Sensor
Fan blades are manufactured from a TitaniumŦalloy. They are replaceable The sensor for the N1 speed measurement systems (Indication, ECU, EIVMU)
separately. If the blades are damaged (e.g. FOD) a fan blade blending is is installed in the inner area of the fan frame. The measuring head (sensor tip)
possible in certain areas. Observe the following: is routed through a guiding tube to a speed sensor cage (toothed wheel) which
Consult the Maintenance Manual for allowed limits, tools etc. is installed on the N1 shaft.
Large reduction of material has influence to the momentum weight of the The toothed wheel has a tooth for each fan blade (a total of 34). One of them is
blade and may result in unbalance. a small amount wider than the others. This tooth is named ”Reference Lug”
and produces a different (induction) pulse. The EIVMU uses this pulse to
blending must be made only in longitudinal direction of the blade.
calculate the position of the fan blade No. 1.
Fan Blade Containment
The purpose of this special case design is to prevent that teared off fan blades
(or parts of them ) are going through the fan case in radial direction.
In a ring of aluminumŦhoney comb (nest area) the most of the energy of the
ripped off fan blade becomes destroyed.
A coating of high tensile KEVLAR is able to destroy the remaining energy and
also to catch the parts of the damaged fan blade. A case of fiberglassŦepoxy
serves as outer protection coating.
Outlet Guide Vanes (OGV)

The outlet guide vanes are installed radially. They are attached only to the
outer fan stator case by a bolt. The foot of the vane is inserted in a slot in the
inner acoustic liner. The outlet guide vanes can be replaced separately.
For aerodynamical reasons there are three different kinds of outlet guide
vanes installed.
Acoustic Liner
The fan duct is panelled with sound absorbing segments. The surfcace of this
acoustical liners consists of a thin wired mesh. This texture is sensitive against
scratches and punctual pressure.
No. 1 Bearing Manifold
The purpose of the bearing manifold (centrifuge) is to separate oil from the
oilŦvapor of the sump vent and oil tank.
Damaged OŦRings may allow oil coming out of the centrifuge and enter the
inner part of the fan disk (hub). This can produce unbalance (fanŦvibrations).
GE CF6-80E1 48 of 394
FWD FLANGE
KEVLAR EPOXY
KEVLAR WRAP
GRAPHITE EPOXY
1/8 ” AL HONEYCOMB Ŧ NEST AREA
N1
FAN BLADE CONTAINMENT SPEED SENSOR
CENTER VENT
TUBE
FAN MID
SHAFT
NO.1 BEARING
MANIFOLD
SEE DETAIL A
NO. 1 BEARING
MANIFOLD
PREFORMED
PACKINGS
FAN BLADE DETAIL A

NO 1 BEARING MANIFOLD
GE CF6-80E1 49 of 394
Spinner Cone
The spinner cone of the fan rotor consists of an aluminumŦalloy. The cone is
attached to the fan disk with (34) bolts.
The attachment position is determined by an offsetŦhole (radial offset).
There are 34 balancing screws inserted in the spinner cone for (dynamically)
balancing of the fan rotor (Trim Balance Run).
Fan Blade Identification

The fan blade No. 1 is the 2nd blade behind the ”Offset hole”. The
direction of counting is counterclock wise (CCW) forward looking aft. The fan
blade No. 1 is distinguished by a ”1” on the left and right side of the blade slot.
The direction of counting is determined by a ”5” left and right beside the fan
blade slot No. 5.
GE CF6-80E1 50 of 394
SEE DETAIL C
SEE DETAIL B
FIRSTŦSTAGE
DISK
FAN BLADE 1 IS THE SECOND BLADE

CCW BEHIND OFFSET HOLE BALANCE
SCREW
NO.2 BLADE NO.1 NO.34 SPINNER CONE
RADIAL OFFSET
1 1 O CAPTIVE
SHANKNUT
(34 LOCATIONS)
DETAIL B (34 LOCATIONS)
DETAIL C
OFFSET HOLE
GE CF6-80E1 51 of 394
FAN ROTOR BLADES REMOVAL / INSTALLATION

1. General
A. This procedure gives the steps to do the tasks shown below:
(1) Remove the fan rotor blades (2) Remove the seal ring (Ref 72Ŧ31Ŧ01/401).
(2) Install fan rotor blades in pairs
(3) Install one fan rotor blade
WARNING: YOU MUST WEAR GLOVES WHEN YOU TOUCH THE
(4) Install a full set of blades
FAN BLADES. INJURY TO YOUR HAND CAN OCCUR.
(5) The steps to measure the fan blade clearance from the bladeŦtip
to the shroud.
CAUTION: ALL PARTS REMOVED BUT THE BOLTS AND NUTS,
B, You can get access to the fan rotor blades through the inlet cowl.
MUST HAVE A MARK OR HAVE A NUMBER FOR ASŦ
(1) The fan rotor spinner must be removed to get access to the fan SEMBLY TO THE INITIAL POSITION. USE ONLY AN
blades. APPROVED FELTŦTIP MARKER. DAMAGE TO THE
FAN ASSEMBLY CAN OCCUR.
TASK 72Ŧ31Ŧ02
(3) Put numbers on these items to keep their initial positions during
2. Fan Rotor Blade Removal (Fig. 401) installation:
A. Special Tools and Equipment (a) The blades
(1) 2C8073G04 Fan Blade Preload Tool, General Electric Co., 111 (b) The retainers
Merchant St., Room 425, Cincinnati, OH 45426 (c) All weights you remove
(d) Two or more of the adjacent dovetail slots in the rotor disk.
(2) MSEŦ54 Extractor Tool, General Electric Co.
B. Consumable Materials
(4) Put a mark at the position numbers (with a feltŦtip marker) on the
(1) G02061 Marker Ŧ Felt Tip
airfoils of the installed fan blades.
C. References
(a) Position number 1 is the second dovetail slot counterclock
(1) 72Ŧ31Ŧ01/401, Fan Rotor Spinner wise from the spinner offset hole in the diskŦpost.
(2) IPC 72Ŧ31Ŧ02 Fig. 1
1) It has a number 1 mark on the adjacent diskŦposts.
D. Access
(b) Position five has a mark of the number 5 on the adjacent
(1) Location Zone diskŦposts.
412 Engine 1 Ŧ Fan Rotor
422 Engine 2 Ŧ Fan Rotor NOTE: Blades are given numbers counterclockwise, while you
look aft.
E. Procedure
(1) Remove the fan rotor spinner (Ref 72Ŧ31Ŧ01/401). (5) Remove the fan rotor blade (6) from the dovetail slot as follows:
GE CF6-80E1 52 of 394
NOTE: When you remove only one fan blade or opposite blades, you
must remove the blade retainer, spacer and key from the
adjacent blades. This will give sufficient blade movement to
disengage the midspan shroud. 6. 1STŦSTAGE BLADE
(34 LOCATIONS)
(a) Put the fan rotor blade to be removed at the 12Ŧo’clock
position.
(b) Remove the bolt (1) from the dovetail slot.
(c) Remove the balanceŦweights (2) if they are installed. 7. 1STŦSTAGE DISK
1. BOLT
(d) Make a record of the weight or make a mark of the weight at the (34 LOCATIONS)
blade position.
(e) Remove the key (5) with the extractor tool.
(f) Use the preload tool to loosen the spacer (4). 3. RETAINER
(g) Remove the preload tool. (34 LOCATIONS)
(h) Remove the extractor tool. 1

(i) Remove the spacer (4) from below the blade.
(j) Remove the retainer (3) from the sidewaysŦslot at the front of
the dovetail slot.
(k) Lift the blade radially up. 4. SPACER
(l) Move the blade radially down to disengage the midspan shroud. (34 LOCATIONS)
(m) Remove the blade from the dovetail slot.
(n) Put the rotor blade in an applicable container for protection. 2. BALANCE WEIGHT
(AS REQUIRED)
S 024Ŧ006ŦJ00 2
(6) Do step 2.E.(5) again to remove the blades that are remaining.
(a) If all 34 fan rotor blades are to be replaced, make a record
for each of the fan blade of the items below (Fig. 402):
1) The momentŦweight
2) The momentŦweight classŦcode
3) The blade position
NOTE: The blades have a mark on the bottom of the

blade dovetails with the moment weight. The classŦcodes
can be found on the top forward surface. 1st STAGE FAN ROTOR BLADES INSTALLATION
Figure 401
5
GE CF6-80E1 53 of 394
ONE BLADE INSTALLATION
TASK 72Ŧ31Ŧ02 F. Access
4. One Blade Installation (1) Location Zone
A. General (Fig. 401) 412 Engine 1 Ŧ Fan Rotor
(1) This task gives the steps necessary to replace a single blade. 422 Engine 2 Ŧ Fan Rotor
(2) BalanceŦweights must be added or removed if the replacement G. Procedure
blade has a very different momentŦweight (more than 100 grams) S 974Ŧ013ŦJ00
than than the replaced blade. (1) Make a record of the momentŦweight of the removed blade and
(3) BalanceŦweights must be added or removed if the repaired blade the replacement blade.
has a momentŦweight that is very different from its initial moment
weight. NOTE:The blades have a mark on the bottom of the blade dove
B. Special Tools and Equipment tails with the momentŦweight.
(1) 2C8073G04 Fan Blade Preload Tool, General Electric Co., 111 S 974Ŧ014ŦJ00
Merchant St., Room 425, Cincinnati, OH 45426 (2) Calculate the difference in the momentŦweight between the re
C. Consumable Materials placed blade and the replacement blade.
(1) D00558 Compound Ŧ Antiseize (a) Divide the difference by the 14 to find the weight (in grams)
(2) D00037 Lubricant Ŧ Sandstrom 26A you must add or remove from the 1stŦstage disk.
D. Parts S 424Ŧ015ŦJ00
(3) Install the replacement blade (6).
(a) Turn the blade position on the 1stŦstage disk to the 12Ŧo’clock
MM IPC
position.
FIG ITEM NOMENCLATURE SUBJECT FIG ITEM (b) Put the fan blade into the empty dovetail slot in the 1stŦstage
disk.
401 1 BOLT 72Ŧ31Ŧ02 01 5 (c) Install the retainer (3).
2 BALANCE WEIGHT 10 1) Hold the blade in its position.
3 RETAINER 15 2) Put the retainer in the sidewaysŦslot at the front of the
4 SPACER 20
dovetail slot.
5 KEY 25
6 BLADE 30 (d) Install the spacer (4).
1) Put the spacer through the retainer into the dovetail slot
E. References below the fan blade.
(1) 71Ŧ00Ŧ00/501, Power Plant 2) Use the preload tool to move the spacer into its position.
(2) 72Ŧ31Ŧ00/501, Fan Rotor (e) Install the key (5).
(3) 72Ŧ31Ŧ01/401, Fan Rotor Spinner
(4) 72Ŧ31Ŧ02/401, Fan Rotor Blades
GE CF6-80E1 54 of 394
(4) Find the balanceŦweight (2) in Table 1 that is closest to the (6) Install the bolt (1).
weight necessary. (a) Install the bolt through the retainer and the spacer.
NOTE:Use step 4.G.(2) to find the correct weight. NOTE: If a balance weight is necessary, it will be installed
on the bolt before instalation.
TABLE 1
FAN ROTOR BLADE BALANCEŦWEIGHTS (1782M60) (7) Do this task ”Apply RTV Sealant” (Ref 72Ŧ31Ŧ02/801) to seal the
gap between the blade dovetail slots.
(GRAMS) (Approx GR-IN.)
(8) If the replacement blade has a moment weight that is more than
P01 14.8 197
158 gramŦinches (400 cm g), do the vibration survey
P02 29.5 392
P03 44.3 589
P04 59.0 785 Example to find the correct balance weight :
P05 73.8 982
P06 88.5 1168 Removed blade M/W 280.850 ”gr
P07 103.3 1374 Installed blade M/W 280.500 ”gr
P08 118.0 1569 Difference 350 ”gr
NOTE: Installation of these BalanceŦweight is permitted up to a max. Balance weight = Difference weight
weight limit of 300 grams.
13.8 ”
(5) Put the balanceŦweight (2) on the bolt (1). = 350 ”gr Value in inch/gram
(a) If a replacement blade is lighter than the replaced blade:
13.8 ”
(b) The balanceŦweight calculated above must be installed at the
position of the replacement blade. = 25.36 gr Value in gram
NOTE: All the initial balanceŦweights must stay.
(c) If the replacement blade is heavier than the replaced blade,

do one of the two steps that follow:
1) Install a balanceŦweight 180 degrees from the replace
ment blade position.
2) If the initial balanceŦweight installed at the replacement
blade position is heavier than the weight necessary, you
can replace it with a balanceŦweight that is lighter.
7
GE CF6-80E1 55 of 394
FAN BLADE CLEARANCE
TASK 72Ŧ31Ŧ02
6. Measure the Fan Blade Clearance (TipŦToŦShroud) (Fig. 404) (a) Make a mark 10.4 inches (264 mm) aft of the forward flange
A. Special Tools and Equipment at the 6 o’clock position on the fan case (this is E12).
(1) 2C14722 Runout Holding Fixture, General Electric Co., (b) Make a mark 13.4 inches (340 mm) aft of the forward flange
111 Merchant St., Room 425, Cincinnati, OH 45426 on the fan case (this is E13).
B. Standard Tools and Equipment (c) Make two lines on the circumference of the shroud to show
the E12 and E13 locations.
(1) Gage Ŧ Hole, 829A, L.S. Starrett Co., Athol, Mass.
(2) Gage Ŧ Hole, 829B, L.S. Starrett Co.
C. Consumable Materials (3) Make sure that each blade has a feltŦtip pen mark to show the
blade position identification number.
(1) G02061 Marker Ŧ felt tip
D. References
(1) 72Ŧ32Ŧ00/801, Forward Fan Case
E. Access
FAN ROTOR BLADE
(1) Location Zone
BLADE INK
412 Engine 1 Ŧ Fan Rotor MARKS
422 Engine 2 Ŧ Fan Rotor EŦ13
FŦ Measure the clearance between the end of the blade and the shroud AFT
EŦ13
(Fig. 404).
EŦ12
NOTE: If you installed less than ten blades, this is not necessary. SHROUD SCRIBE
MARKS
3” GAGE
FAN STATOR
CAUTION: MAKE SURE ALL THE FAN ROTOR BLADES, RETAIŦ
NERS, SPACERS AND KEYS ARE INSTALLED. YOU
WILL GET INCORRECT MEASUREMENTS IF ALL THE ACOUSTICAL LINER
BLADES ARE NOT INSTALLED CORRECTLY BEFORE
YOU DO THIS
G. PROCEDURE.
(1) Use a felt tip pen to make an identification mark on the axial Fan Blade TipŦtoŦShroud Clearance Check Location
reference line (at the 6 o’clock position) on the shroud. Figure 404
(2) Do the steps that follow to identify E12 and E13:

GE CF6-80E1 56 of 394
(4) Do the steps that follow to make sure the blade is engaged in the (7) If the clearance dimensions are not correct, do the procedure to
disk slot: repair the fan case shroud (Ref 72Ŧ32Ŧ00/801).
(a) Hold the blade outboard of the midspan shroud.
(b) Try to move the blade in the forward and aft direction.
(5) At the 6 o’clock position, measure the E12 and E13 clearance
dimensions as follows:
(a) Pull the end of the blade to its most forward position.
(b) Use the hole gage to measure the clearance between the end
of the blade and the shroud (Fig. 404).
(c) If the shroud has a rubbed step at the leading or trailing edge
of the blade, do these steps:
1) Step at the leading edge Ŧ put the forward end of the gage
aft of the step when you measure E12.
2) Step at the trailing edge Ŧ put the aft end of the gage
forward of the step when you measure E13.
(d) Make a record of the E12 and E13 clearances.
(e) If it is necessary, do the procedure to repair the shroud
(Ref 72Ŧ32Ŧ00/801).
1) You can sand the shroud or increase the thickness of the
shroud material, as it is necessary.
(6) Do the steps that follow to calculate the average tip clearance at
E12 and E13.
(a) Add the clearance dimensions for all the 34 blades (do E12
and E13 separately).
(b) Divide each total by 34.
(c) The average clearance at E12 must not be more than 0.198
inch (5.03 mm) and must not be less than 0.115 inch (2.92
mm).
(d) The average clearance at E13 must not be more than 0.236
inch (5.99 mm) and must not be less than 0.156 inch (3.96
mm).
GE CF6-80E1 57 of 394
VARIABLE BLEED VALVES (VBV)

Variable Bleed Valves (VBV)
12 continuously variable bleed valves provides a proper operation of the low
pressure compressor in all speeds. The ECU calculates to any given speed
and enviromental condition the optimum position of the bleed valves. The
respective amount of air which is too much is bled into the fan stream.
Note: For closer information refer to VBVŦControl ATA 75Ŧ30 Engine Air.
GE CF6-80E1 58 of 394
FAN AIR
OGV
UNISON RING ACOUSTICAL

LINER SEGMENT
FWD
BELLCRANK
LOW PRESSURE
COMPRESSOR BLADES VBV
(DOOR CLOSED)
LOW PRESSURE COMPRESSOR ASSEMBLY
BELLCRANK
VBV ACTUATOR
(2 LOCATIONS)
UNISON
RING DOOR OPEN
VALVE
(12 LOCATIONS)
VBV MECHANICAL SYSTEM
VBV ACTUATOR AND VALVE
GE CF6-80E1 59 of 394
VARIABLE STATOR VANES (VSV)

The high pressure compressor consists of a total of 14 rotorŦ and stator
stages. Infront of the 1st HPC rotor stage the Inlet Guide Vanes (IGV) are
installed.
The purpose of the VSV’s is to provide an optimum angle of attack of the air for
the HP compressor rotor blades in all speed ranges and thus to prevent a
compressor stall. The following VSV’s are adjustable:
IGV’s (Inlet Guide Vanes) (installed in front of HPC)
VSV’s (Variable Stator Vanes) (1st to 5th stage)
Note: For closer information refer to VSVŦControl ATA 75Ŧ30 Engine Air.
HIGH PRESSURE COMPRESSOR CASE

The high pressure compressor stator case is manufactured from steel alloy. It
consists of an upper and a lower shell. In the erea of the stages 12 to 14 the
housing is doubleŦwalled.
Inserted Case Liner Insulation segments improves the expansion behaviour of
the case and thus the tip clearance.
All stator blades (guide vanes) are made from steel alloy.
Bleed air is picked up from following external bleed ports:
7. Stage : internal engine cooling
8. Stage : Customer bleed supply to the pneumatic systems
11. Stage : engine cooling (Turbine)
14.Stage : engine cooling (Turbine), signal and actuating pressure (CDP),
Customer bleed supply to the pneumatic systems.
HIGH PRESSURE COMPRESSOR ROTOR

The high pressure compressor rotor is of a drum type rotor. The toothed N2
front shaft drives the inlet gear box.
The rotor blades
1.Ŧ 5 stage are made from TIŦalloy
6.Ŧ14 stage are manufactured from FEŦalloy.
GE CF6-80E1 60 of 394
2. SLEEVE COMPRESSOR
1. LOCKNUT 3. LEVER ARM ASSEMBLY
11. SPACER 4. LEVER ARM 7THŦSTAGE MANIFOLD

PIN SLEEVE FWD 8THŦSTAGE MANIFOLD
10. WASHER/
BUSHING 11THŦSTAGE MANIFOLD
5. ACTUATION RING
6. BUSHING/WASHER
(FLANGED)
7. VANE
LEGEND:
1 SPACER 7 CLEVIS
2 NUT 7A PUSHROD
2A WASHER 7B ROD END BEARING
3 ACTUATOR 8 CONNECTING LINKS
4 ACTUATION 9 ACTUATOR LEVER
8. FLANGED BUSHING LEVER GUIDE MOUNT
5 BRACKET 10 ACTUATOR LEVER
6 BOLT, NUT 11 LOCKING BRACKET
9. SHROUD
SEE DETAIL C
IGV, 1st AND 2ndŦSTAGES
DETAIL A SEE DETAIL B
A 11
SEE DETAIL A 8
7B 9
7 1
1. LOCKNUT 3. LEVER ARM
6 A
1. LOCKNUT 2A
2. SLEEVE 4. LEVER ARM
4. LEVER ARM 2
11. SPACER PIN SLEEVE 3. LEVER ARM PIN SLEEVE
12. JAM NUT
2. SLEEVE 3 10
6. BUSHING/WASHER
(FLANGED) 11. SPACER 5. ACTUATION 7A SPACER
5. ACTUATION RING RING
5 FWD
10. WASHER/BUSHING 4
6. BUSHING/WASHER
7. VANE (FLANGED)
10. WASHER/BUSHING
3rd AND 4thŦSTAGES 0.001Ŧ0.005 INCH

DETAIL B 7. VANE (0.03Ŧ0.13 mm)
MINIMUM
5thŦSTAGE DETAIL C AŦA
GE CF6-80E1 61 of 394
COMPRESSOR REAR FRAME

The compressor rear frame is one of the supporting cases. Installed or att
ached are:
the ”B/CŦSump” with the bearings 4R, 4B und 5R
the diffusor channel
the combustion chamber
30 fuel nozzles
2 igniter plugs
the nozzle guide vanes for the 1st stage of the high pressure turbine
the collecting duct for 14th stage (CDP) air (pneumatic supply)
air and oil pipes to respectively from the BŦsump
the combustion chamber drain.
COMBUSTION CHAMBER
The combustion liner assembly in the compressor rear frame is a rolledŦring
annular combustor consisting of a cowl assembly, inner and outer liners, and a
dome assembly that contains swirler cups for the 30 fuel nozzles. The
1stŦstage high pressure turbine nozzle assembly mounts behind the combustor
on an inner support of the compressor rear frame. The fuel nozzles and two
igniters mount in ports of the compressor rear frame and extend into the
combustor.
The combustion chamber is stiff attached (at the rear side) to the support of the
1st stage nozzle guide vanes.
Temperature expansion is possible to the forward direction only. Accordingly to
this, the supports for the fuel nozzles and igniter plugs are build flexible
(movable).
A total of 5 borescope plugs are installed in the compressor rear frame next to
the igniter plugs. They allow inspection of the forward part of the combustion
chamber and case, the high pressure turbine blades, and the nozzle vanes.
GE CF6-80E1 62 of 394
OUTER LINER SUPPORT
OUTER LINER
OUTER COWL
BORE
(PRIMARY
SWIRLER) AFT RING
PANEL OVERHANG
HEIGHT AFT RING SEAL
DOME PLATE SURFACE
BOLT
TRUMPET
SECONDARY IGNITER
SWIRLER INNER LINER PLUG PAD CASE
SWIRLER CUP
INNER LINER
OVERHANG SUPPORT FUEL
NOZZLE PAD
OGV RETAINER
DAMPENING
RING OUTER INSULATION
PRIMARY INNER COWL BLANKET
SWIRLER
COMBUSTION LINER ASSEMBLY
OUTLET
GUIDE
VANE AFT SUMP
BALL ASSEMBLY
INNER BEARING
INSULATION ROLLER TOROID
BLANKET BEARING SEAL
FUEL
NOZZLE STATIONARY
PAD
CDP SEAL
STRUT STATIONARY
PAD
VENT SEAL
HPT AFT
HEAT SHIELD AIR SEAL
A
STATIONARY
AIR/OIL SEAL
HPT STATIONARY
A BEARING SUMP SEAL SUPPORT
SPANNER NUT HOUSING CLOSURE OIL
OIL SHIELD SPANNER SHIELD
NUT MID SUMP SPANNER
ROLLER BEARING OIL SEAL STATIONARY
FWD NUT AIR/OIL SHIELD
FORWARD SUMP
ASSEMBLY
COMPRESSOR REAR FRAME AŦA COMPRESSOR REAR FRAME ASSEMBLY
5
GE CF6-80E1 63 of 394
PASSIV CLEARANCE CONTROL
HIGH PRESSURE TURBINE (HPT)
The expansion behaviour of the turbine disks and the turbine blade tip
The high pressure turbine module consists of twoŦstage HPT nozzle assembly clearance is influenced by a special airstream in the stage 2 nozzle support
and rotor. The nozzles are supported by the compressor rear frame. The high housing. Air from the 11th and 14th stage of the high pressure compressor is
pressure turbine rotor is attached to the high pressure compressor rotor. used and routed through specific cooling air passages. An insulation blanket
Since high temperatures are applied (the Turbine Inlet Temperature (TIT) can additionally covers the case.
be about 1400 C) , an intensive internal cooling is necessary.
A special cooling air stream in the case influences the expansion behaviour of ACTIVE CLEARANCE CONTROL
the turbine disk and blades (passive clearance c ontrol). From outside, the To control the expansion behaviour of the turbine case under constant engine
turbine case is cooled with fan air, controlled by the ECU CHŦA or CHŦB conditions (e.g. in cruise flight) and to minimize the rotor tip clearance, the HPT
(active clearance control). case is shrouded and cooled with fan air. The amount of cooling (fan) air, which
is necessary to minimize the blade tip clearance, is
STAGE 1 NOZZLE GUIDE VANES (NGV)
calculated by the Engine Control Unit (ECU)
The first stage nozzle guide vanes are installed in the Compressor Rear Frame controlled by the Hydro Mechanical Unit (HMU) and the respective
(CRF). For cooling purposes the vanes are hollow and equipped with a large Electro Hydraulic Servo Valve (EHSV) and is
number of cooling (bore) holes in the blade profile.
routed via the High Pressure Turbine Clearance Control (HPTCC) Valve to
Cooling air is CDPŦair (14th stage HPC combustion chamber secondary air). the turbine case.
The air is routed from the upper and lower side to the nozzle guide vanes.
The active clearance control system is able to maintain the tip clearance to
HP TURBINE ROTOR approx. 1/1000 inch. This minimizes the loss of power and increases the
performance of the engine (thrust specific fuel consumption).
The turbine rotor is supported on the front side only, running in bearing 4B & 5. The position of the HPTCCŦValve is monitored by a dual LVDT for electronic
Cooling air is CDPŦair (14th stage HPC combustion chamber secondary air). feedback to both ECU channels and for indication.
Internal flow passages brings the air to the turbine rotor, from there through the
hollow blades and their bore holes back to the primary airflow.
STAGE 2 NOZZLE GUIDE VANES

The nozzle guide vanes for the 2nd. stage high pressure turbine rotor blades
are attached to the stage 2 nozzle support. The stage 2 nozzle support forms
the case of the high pressure turbine.
The cooling is provided by 11th stage HPC air . The air is routed via 7 external
tubes to the nozzle guide vanes, moves through the hollow vanes and their
bore holes and then goes back to the primary airflow.
GE CF6-80E1 64 of 394
AFT OUTER
FLANGE 1STŦSTAGE
BLADE 2NDŦSTAGE
REAR THERMAL BLADE
INSERT SHIELD
1STŦSTAGE
OUTER FORWARD BLADE RETAINER
FLANGE
FRONT
NOSE INSERT 2NDŦSTAGE
HOLES NO. 5 BEARING BLADE RETAINER
AIR/OIL SEAL IMPELLER
GILL COVER 2NDŦSTAGE
HOLES DIFFUSER DISK
NO. 5 BEARING ASSEMBLY IMPELLER
INNER RACE SPACER
COOLING TRAILING INNER
AIR HOLES PLATFORM NO. 5 BEARING AFT AIR
EDGE SLOTS SPANNER NUT SEAL
COOLING HEAT SHIELD
INNER
FORWARD FLANGE AIR HOLES
FWD
1st STAGE HIGH PRESSURE TURBINE NOZZLE ASSEMBLY

1STŦSTAGE
DISK COUPLING NUT AND
PRESSURE TUBE
C
CAP
TIP CAP HOLES A TIP
TIP CAP
TIP TIP HOLE
NOSE HOLES FILM HOLES
GILL HOLES D D
B BLADE
B PLATFORM
BLADE TRAILING
PLATFORM EDGE DŦD
SEAL LIP SEAL LIP
HOLES (BOTH SIDES)
(BOTH SIDES)
BLADE
BLADE SHANK
DOVETAIL
SHANK SERRATIONS DOVETAIL
BŦB SERRATIONS
C AIRFOIL AIR INLET HOLES

A AIRFOIL AIR INLET HOLES CŦC
AŦA
1STŦSTAGE ROTOR BLADE 2NDŦSTAGE ROTOR BLADE
7
GE CF6-80E1 65 of 394
ELEVENTH STAGE COOLING (ESC)

The purpose of the system is to cool the HPT 2nd stator stage (nozzle) of the
high pressure turbine. Due to the extreme temperatures the 1st HPT stator
stage is cooled with CDP air (14th stage high pressure compressor), while the
2nd HPT Stator stage is cooled with air from the eleventh stage of the HPC.
The system uses air cooling ducts which are routed along the HPC left and
right and providing cooling air to be sent to the HPT 2nd stator stage
(nozzle). The air flow is continuous and not controlled by the ECU.
The eleventh stage cooling air is also useed for muscle air of the Core
Compartment Cooling system (CCCV), and for actuation of the IDG Oil Cooler
valve.
GE CF6-80E1 66 of 394
AIR TUBE BOSS

11 STAGE
SPACER SLEEVE AIR IN
COOLING
AIR HOLES
A
NOSE HOLES
TRAILING FWD
A
EDGE HOLES PAD
LOOKING AT OUTBOARD END OF
2NDŦSTAGE NOZZLE SEGMENT
HP TURBINE IMPINGEMENT
STATOR SUPPORT RING
11 STAGE 2NDŦSTAGE
ACC FAN AIR IN
AIR IN VANE NUT
PSEUDOŦFLANGE
WŦSEAL FWD
2NDŦSTAGE
FWD HPTS SHROUD
11THŦSTAGE HANGER
SUPPORT
AIR IN SUPPORT
1STŦSTAGE
SHROUD
SUPPORT
2NDŦSTAGE
YŦSEAL SHROUD SUPPORT
2NDŦSTAGE
COOLING VANE RETAINER CLIP
1STŦSTAGE
AIR TUBE
SHROUD
2NDŦSTAGE
1STŦSTAGE SHROUD VANE
RETAINER CLIP
INTERSTAGE
SEAL INTERSTAGE
SEAL BOLT
FWD
HPT ROTOR THERMAL

SHIELD COOLING AIR INTERSTAGE SEAL AŦA
2ndŦSTAGE NOZZLE COOLING AIRFLOW DIAGRAM NUT ASSEMBLY
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LOW PRESSURE TURBINE (LPT)

Due to the enlarged fan and one additional LPC stage, the low pressure turbine The system is not active in all flight phases except cruise flight and the valve is
(N1 rotor system) also has five stages. The LPTŦModule consists of : closed.
the LPT forward Stator Case
TURBINE REAR FRAME (TRF)
the Turbine Rear Frame (TRF).
Das turbine rear frame includes :
LPT STATOR CASE the ”DŦSump” with the bearing No. 6
The stator case includes the nozzle guide vanes of the 1st till the 5th stage. It the supply & scavenge oil line für the DŦSump
is (different to the HPCŦcase) not horizontally splitable. the aft engine mount
The stator case is cooled by fan air via the LPTCCŦValve and the ”bird cage”. one temperature sensor (T5 ACMS).
At the case are installed or attached :
the lower struts of the TRF are equipped with drain holes. With leckage at the
the cooling air ducts from the 7th stage of the HPC, for cooling the DŦSump, oil is runnning out of these drain holes.
front part of the hollow LPT inlet guide vanes. Installed on the Ducts there
All struts of the TRF are installed radially to the housing of the DŦSump. To
is a 7th Stage Diff Press Switch for monitoring of the cooling flow.
provide a symmetrical expansion when they warm up, and to prevent warping
the cooling air ducts for ”High Pressure Recoup” air, for cooling the of the LPT stator case, the struts No. 1, 3, 4, 5, 7, 9, 10 and 11 have air inlet
rear part of the hollow LPT inlet guide vanes. bore holes at their leading edge. These struts become heated with hot exhaust
the EGT probes. There are 8 double probes available. Due to the engine gas from the LPT.
position, the EGT probes are called also T4.9Ŧprobes. The oil lines (pressure and scavenge) of the DŦSump are routed through the
one Pt 4.9 pressure probe (ACMS). struts No. 6 & 8. Due to this, these struts are not heated, also not the struts
No. 12 & 2 which are located opposite.
LPT ACTIVE CLEARANCE CONTROL
To control the expansion behaviour of the turbine case under constant engine
conditions (e.g. in cruise flight) and to minimize the rotor tip clearance, the LPT
case is shrouded with a ”bird cage” and cooled with fan air. The amount of
cooling (fan) air, which is necessary to minimize the blade tip clearance, is
calculated by the Engine Control Unit (ECU)
controlled by the Hydro Mechanical Unit (HMU) and the respective
Electro Hydraulic Servo Valve (EHSV) and is
routed via the Low Pressure Turbine Clearance Control (LPTCC) Valve
and the bird cage to the turbine case.
The active clearance control system is able to maintain the tip clearance to
approx. 1/1000 inch. This minimizes the loss of power and increases the pe
rformance of the engine (thrust specific fuel consumption).
The position of the LPTCCŦValve is monitored by a dual LVDT for electronic
feedback to both ECU channels and for indication.
GE CF6-80E1 68 of 394
STRUT
STATOR
2
3 1
1S 2S 3S 4S 5S
1R 2R 3R 4R 5R 4 12
AIR INLET SLOT
(TYPICAL FOR STRUT No.
1,2,4,5,7,9,10 & 11) A
11 AFT FLANGE
FWD
10
ROTOR
5. PRESSURE
6
NO. 6 BEARING 9 GROUND HANDLING
AIR/OIL SEAL 8 BOSS MOUNT
7
(3 0’CLOCK AND
9 0’CLOCK)
SUMP HOUSING
FORWARD FLANGE D SUMP SCAVENGER

LINE
ENGINE MOUNTS
TURBINE REAR FRAME
NO. 6 BEARING
THERMOCOUPLE PROBE P49 PRESSURE PROBE AŦA
GE CF6-80E1 69 of 394
COLD FAN BALANCING

Engine Fan Trim Balance
Trim balance is a procedure used to reduce the engine vibration level. This
procedure must be applied every time the engine vibration level reaches a
given limit which leads to rapid loss of the EGT margin, every time the engine
vibration result in significant cabin noise, or after an engine check.
This procedure is known as Cold Trim Balance because it consists in correcting
the imbalance on a cold engine without the need for successive ground runs to
determine the imbalance to be corrected.
The imbalance is determined using the vibration parameters recorded in flight
by the aircraft EIVMU. This procedure allows the engine vibration level to be
maintained continuously, at minimal cost. The same calculation can be
performed with the aircraft on the ground, after replacement of fan blades when
a static imbalance correction is necessary.
For further information refer to AMM 71Ŧ00Ŧ00Ŧ501 ADJUSTMENT/TEST
GE CF6-80E1 70 of 394
PO2 PO1
PO6 PO5 PO4 PO3
PO * MARKED ON
SOCKET HEAD
BALANCING HOLES
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BORESCOPE PLUGS
For better identification, the engine borescope plugs are divided into groups.
The group
B1 contains all borescope plugs in the high pressure compressor section of
the engine. There are 14 borescope ports (B1Ŧ0 bis B1Ŧ13) available. Due
to the reduced space on the right side, the borescope plugs B1Ŧ10 and
B1Ŧ11 are installed on the left side of the engine.
B2 contains all borescope plugs in the combustion chamber area
(combustion case liner). There are 6 borescope ports (B2Ŧ1 bis B2Ŧ6)
available. They are installed circumferential around the combustion
chamber case.
B3 has two borescope plugs and allows inspection of the 1st. and 2nd. HPT
Rotor Stage.
B4 contains all borescope plugs in the low pressure compressor section of
the engine. There are 4 borescope ports (B4Ŧ1 bis B4Ŧ4) available. The
plug B4Ŧ2 is located on the left engine side.
The access cover for the borescope rotation adapter is called B5 plug and is
installed on the right front side of the accessory gearbox.
In addition, some pneumatic ducts have to be removed for inspection of the
high pressure compressor.
For the inspection of the combustion chamber section, removal of igniter plugs
and/or fuel nozzles may be necessary.
Borescope inspection, also removal / installation of borescope plugs,
pneumatic ducts, igniter plugs or fuel nozzles must be performed in
accordance to the respective MAINTENANCE JOB CARDS or MMŦTasks.
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B1Ŧ9 B1Ŧ8
B1Ŧ0
B4Ŧ4 B1Ŧ5 B1Ŧ2
B4Ŧ3
B4Ŧ1 B1Ŧ6
B1Ŧ13 B1Ŧ4 B1Ŧ1
B1Ŧ12
B3Ŧ2 B3Ŧ1
B1Ŧ7 B1Ŧ10 B1Ŧ11 B2Ŧ1../..B2Ŧ6
B1Ŧ3
B5 MOTOR MOUNT
(HP ROTOR
BORESCOPING)
FWD
B4Ŧ2
FWD
5
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ACCESS FOR BORESCOPE ROTATION ADAPTER
For manually cranking the N2 rotor, the motoring pad cover must be removed.
The motoring pad is found on the accessory gearbox adjacent to the hydraulic
mechanical unit (HMU). Access to the pad is through the opened thrust re
verser halves.
Cranking the N2 rotor can be made by hand (with a 3/4 ” squareŦdrive) or
by a pneumatic driven motor tool (Core Turning Tool).
Borescope checks, which requires removing of the motoring pad cover must
not be done on more than one engine at the same time.
If it is necessary to open the motoring pad cover, an IDLE LEAK CHECK
(Run Up) must be performed.
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USE MOTORING FIXTURE

AT MOTORING
PAD FOR PNEUMATIC METHOD
N2 SPEED SENSOR
PAD NO. 7 FUEL CONTROL
FOOT OPERATED SPEED AND ACCESS COVER FOR BORESCOPE

ROTATION ADAPTER
DIRECTION CONTROL SYSTEM
(3/4 ” SQUARE DRIVE ACCESSORY GEARBOX
USE RATCHED WRENCH) LOOKING AFT
AIR SUPPLY
MOTORING FIXTURE
AIR OPERATED MOTOR
CORE TURNING TOOL MSEŦ44

7
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ATA 71Ŧ20
ENGINE MOUNTS
FORWARD Engine Mount
The forward engine mount provides suspension of the engine at 5 points. The
two thrust (frame) links and the two yoke links are attached to the fan frame on
either side of the mount assembly. The forward engine mount is bolted with 4
Tension Bolts to the engine strut.
The forward engine mount transfers
the complete engine thrust
vertical and side loads
to the engine strut.
Platform und Joke are mounted to the Fan Frame with bolts.
Platform and jokeŦlinks transfers side loads to the engine strut.
The engine thrust primary is transferred to the strut by the THRUST PIN, to
prevent the Tension Bolts against shear forces.
AFT Engine Mount

The mount lower fitting suspends the engine at two points from a double flange
on the turbine rear frame.
the upper fitting is attached to the strut by 4 bolts and barrel nuts.
the mount allows axial growth of the engine by spherical bearings and
radial growth by a Tangential Link on th eleft side of the engine mounts.
2 Shear Pins prevents the Tension Bolts against shear forces and are used
also as guidance at engine removal and installation.
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SEE B
SEE A
YOKE FAN FRAME
THRUST PIN
PLATFORM
SHEAR
PINS UPPER
FITTING
FRAME
LINK
LINK
PLATFORM LOWER
LINK FITTING
TURBINE
REAR FRAME
YOKE LINK
FWD A FORWARD ENGINE MOUNT FWD B AFT ENGINE MOUNT
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71Ŧ70 DRAIN SYSTEM
GENERAL Purpose
The drain mast has nine passages for routing the drained fluids overboard.
The drain system consists of lines collecting and carrying waste fluids
Each passage is labeled on the mast with the identity of the drain source to
overboard from various points along the engine, from accessories, and from
which it is connected to aid in identification of discharged fluids. Connections to
pylon drain cavities. All of the drain lines migrate to the 6:00 o’clock position of
the Drain Mast are:
the engine where they either collect at the drain mast or go directly overboard.
Fuel Manifold. This drain carries any fuel leakage that may occur between
Purpose the fuel nozzies and their shrouded fuel line connections to the fuel
The purpose of the system is to carry toxic and flammable fluids that tend to manifold.
accumulate in nacelle and engine cavities overboard through provisions in the Pylon. This drain carries any residue fluids that may collect in pylon lower
nacelle structure. cavities.
The drain system is divided into two parts: IDG. This drain carries IDG oil/system fuel that may leak from the IDG
lOne portion of the system discharges fluids overboard through the Drain overpressure relief valve, and IDG oil from the case drain.
Mast Starter. This drain carries oil that may lecpk from the starter drive pad
The second portion drains compartment cavities directly overboard to carbon seal located an the AGB.
prevent any accumulation of spillage, or condensation within the nacelle, Hydraulic. This drain carries hydraulic fluid/engine oil that may leak from the
through dedicated holes in the core cowl, reverser and fan cowl split line. hydraulic pump drive pads carbon seals located an the AGB.
Drain holes are provided in the fan case to remove moisture that may Fuel ACTNLV. This drain carries any fuel leakage that may occur between
collect between the fan case and acoustical panels. Drain fluids are then the VSV/VBV actuators and their shrouded fuel line connections.
directed overboard through the fan cowl split line.
MFP. This drain carries fuel/engine oil that may leak from the fuel pump
An oil scupper with drain is provided to prevent any oil spillage/leakage at the drive pad carbon seal located an the AGB.
oil tank filler cap from running into the fan case area, such as when servicing
the oil tank. HMU. This drain carries fuel/engine oil that may leak from the
hydromechanical unit drive pad carbon seal located an the AGB.
A drain line from the Combustion Chamber Drain Valve enables fuel drainage,
Fluid J Box. This drain carries fuel and hydraulic fluids that may leak from
during engine shutdown or aborted starts, and directs this fuel through the vent
the main fuel and hydraulic line connections between the engine and the
between the core cowl and exhaust nozzle to discharge overboard.
pylon J Box.
Drain Mast
The drain mast provides a centralized location, or collection point where fuel
leakages are directed overboard. The drain mast provides one portion of the
overall drain system, the other portion including direct overboard discharge
points along the engine and pylon. Thr drain mast is located at the lower
bifurcation at 6:00 o’clock position of the tube bundle.
lt is bolted to the lower portion of the bifurcation and protrudes through the
reverser halves into the primary airstream.
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FWD
DRAIN MAST
GE CF6-80E1 79 of 394
DRAIN LIMITS
The following page shows an extract of the Aircraft Maintenance Manual and is
for information only.
For further details use only the latest writen procedures from the AMM.
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GE CF6-80E1 81 of 394
ACCESSORY DRIVE GEARBOXES

General
The accessory drive consists of three gearboxes, the
Inlet Gearbox (IGB)
Transfer Gearbox (TGB) RADIAL
BEVEL INLET GEARBOX
Accessory Gearbox (AGB)
GEAR
and the two connecting shafts, the
Radial Drive Shaft
Horizontal Drive Shaft
AGB ACCESSORIES
FAN FRAME
The accessory gearbox, which is supported by the compressor case, takes
power from the core engine compressor stub shaft. An inclined radial drive
shaft transmits this power to the transfer gearbox, mounted below the
TRANSFER
compressor stator casing on the fan frame. A horizontal drive shaft then GEARBOX
transmits the power to the core mounted accessory drive gearbox.
The following accessories are mounted to the the Accessory Gearbox :
Engine Driven Hydraulic Pump o(EDP 2x)
Lube and Scavenge Oil Pump
Engine Starter RADIAL
Integrated Drive Generator o(IDG) DRIVESHAFT
Main Fuel Pump

Hydro Mechanical Unit o(HMU)
Control Alternator (ECU Primary Power Supply)
N2 Speed Sensor
FWD
INLET & TRANSFER GEARBOX
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PREFORMED
PACKING
TRANSFER
GEARBOX
SHAFT
HOUSING
HORIZONTAL
PAD NO. 4 PAD NO. 8 DRIVE SHAFT ACCESSORY
IDG OIL TUBE FUEL PUMP FWD GEARBOX
BRACKET OIL TUBE
PAD NO. 6 BRACKET HORIZONTAL DRIVE SHAFT
STARTER
PAD NO. 1
EDP
PAD NO. 2
IDLER PAD NO. 5 OIL TUBE
LUBE/SCAVENGE BRACKET
PUMP
DRAIN TUBE
____
NOTE: ACCESSORIES OMITTED BRACKET
FOR CLARITY.
ACCESSORY GEARBOX AFT SIDE

OIL TUBE
BRACKET
PAD NO. 3
EDP
PAD NO. 7
HMU PAD NO. 9
CONTROL
ALTERNATOR
ACCESSORY GEARBOX FORWARD SIDE
5
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ACCESSORY DRIVES
The accessory gearbox assembly consists of a one piece, cast aluminum,
casing, aluminum adapters, spur gears and associated bearings, seals and oil
jets.
The gearbox design features a ”plug in” gear concept on all accessory pads
and idler gears. With this concept, an entire gear, seal and pad assembly may
be removed and replaced without otherwise disassembling the gearbox. The
accessory pads incorporate female splines to accept accessory quill shafts and
QAD (quick attach/detach) connections to facilitate accessory
removal/installation. Internal oil jets provide lubrication of the gears and
bearings. All gearbox seals, which are carbon face seals, are retained from the
outside of the gearbox and can be replaced without teardown of the gearbox.
The accessory drives are mounted on the accessory pads. To facilitate
borescope inspection of the core rotor, rotation can be accomplished manually
or by a drive motor via the accessory gearbox. The drive adapter is accessed
by removing a cover plate on the accessory gearbox.
The gear wheels, necessary to drive the accessories are situated in adapters
(pads). The pads are also used as attachment flanges for the accessories.
Sealing for the drive shafts is provided by ”MAGNETIC FACE TYPE” Carbon
Seals.
The splines of the drive shafts become lubricated from the engine oil system
via calibrated bore holes. Therefore all drive shafts are sealed with an OŦRing.
Reasons for leakage of the accessory drives may be :
the magnetic Carbon Seal
the OŦRing of the drive shaft
the different accessories seals.
GE CF6-80E1 84 of 394
INNER RACE
SLOT
MATING RING
CARBON
SEAL
BEARING PREFORMED
INNER PACKING (2)
RACE
MATING
RING DRIVE PAD
(REF)
MATING
PREFORMED RING ACCESSORY
PACKING GEARBOX
PLASTIC STOP ADAPTER
ACCESSORY
GEARSHAFT
PUSHER
PLATE
PREFORMED
PACKING
PREFORMED
PACKING
FINGERS OUTER SLEEVE INSTALLED

INNER SLEEVE EXPANDED PULLER
NUT
FWD
PULLER FIXTUE PULLER FIXTUE INSTALLED
ADAPTER
(REF)
7 CARBON SEAL AND RING ASSEMBLY INSTALLATION
GE CF6-80E1 85 of 394
SEAL LECKAGE TEST
TASK 72Ŧ60Ŧ00 2) Insert the fixture through the starter pad gearshaft and
2. Accessory Gearbox Magnetic Seal Leakage Test (Fig. 501) into the horizontal drive shaft housing.
A. Special Tools and Equipment 3) Use the VŦband clamp for the starter to attach the fixture
(1) 2C14124G02 Ŧ Fixture, Accessory Gearbox, Seal to the starter pad.
Pressurizing, General Electric Co, 111 Merchant 4) Turn the tightening handles clockwise to expand the seal
St., Room 425, Cincinnati, OH 45246 inside the horizontal drive shaft housing.
B. Consumable Materials 5) Attach the fixture pressure gage and regulator to the quick
disconnect on the fixture mounting plate.
(1) G01158 Air or nitrogen source Ŧ regulated compressed, dry, filteŦ
(c) Disconnect the carbon seal drain tubes at the accessory
red, 0Ŧ20 psig (0Ŧ137.9 kPa)
gearbox.
(2) D00250 Petrolatum, VVŦPŦ236 (GE C02Ŧ033)
1) Replace the tubes with flexible hoses.
C. References
(d) Put the ends of the hoses in a bucket of water.
(1) 72Ŧ63Ŧ01/401, Horizontal Drive Shaft
(2) 72Ŧ64Ŧ02/401, Accessory Drives Magnetic Seal
WARNING: DO NOT USE AN OXYGEN BOTTLE AS A
(3) 78Ŧ31Ŧ00/201, Thrust Reverser System
PRESSURE SOURCE. OXYGEN CAN CREATE AN EXPLOŦ
D. Access SIVE CONDITION.
(1) Location Zone (e) Attach a source of dry air or nitrogen to the regulator fitting.
412 Engine 1 Ŧ Accessory Gearbox
422 Engine 2 Ŧ Accessory Gearbox
(3) Do the leakage test as follows:
(2 Access Panel
(a) Set the pressure to read 10Ŧ11 psig (68.9Ŧ75.8 kPa) on the
415 and 416 Thrust Reverser Halves Ŧ Engine 1 fixture gage.
425 and 426 Thrust Reverser Halves Ŧ Engine 2
E. Procedure NOTE: The fixture has a builtŦin relief valve to protect
against overpressure.
(1) Open the thrust reverser halves (Ref 78Ŧ31Ŧ00/201). (b) Make a record of the bubble rate in the buckets.
(2) Do these steps to prepare for the leakage test of the magnetic (c) A slow bubble rate of 1 to 15 bubbles in each minute is
seals: permitted.
(a) Remove the horizontal drive shaft (Ref 72Ŧ63Ŧ01/401). NOTE: This is not a sign of a seal leak. It does show that
(b) Install the AGB seal pressurizing fixture as follows: a seal that has lost its oil film or a new seal is not seated
to its mating ring.
1) Lubricate the three preformed packings (on the fixture)
with petrolatum. (d) A bubble rate of more than 15 bubbles per minute is not
permitted.
NOTE: The preformed packings on the fixture pilot are the
same as those on the starter pilot. NOTE: During the test, the Fuel pump can drain (on high time
pumps). To prevent this, you can start the boost pump or turn
GE CF6-80E1 86 of 394
off the fuel valve in the pylon. Approximately 1.0 galon (3.8 (4) Do these steps to return the airplane to its usual condition:
liters of fluid will drain after you close the shutoff valve. (a) Remove the hoses.
(e) Replace a magnetic seal (Ref 72Ŧ64Ŧ02/401) if it is necesŦ (b) Remove the fixture, pressure gage, and regulator from the
sary. accessory gearbox.
1) Do the leakage test again. (c) Connect carbon seal drain lines to the gearbox.
(d) Install the horizontal drive shaft (Ref 72Ŧ63Ŧ01/401).
(5) Close the thrust reverser halves (Ref 78Ŧ31Ŧ00/201).
TIGHTENING
HANDLES
PRESSURE
GAGE
PREFORMED
PACKING
ACCESSORY GEARBOX SEAL REGULATOR

PRESSURIZING FIXTURE
FLEXIBLE
HOSE
N 2 OR AIR
SHAFT
HOUSING FWD
HORIZONTAL
TRANSFER DRIVE SHAFT STARTER
GEARBOX ACCESSORY
GEARBOX STARTER VALVE
ACCESSORY GEARBOX MAGNETIC SEAL LECKAGE TEST ACCESS ACCESSORY GEARBOX MAGNETIC SEAL LECKAGE TEST
GE CF6-80E1 87 of 394
ACCESSORY HEAT SHIELD ASSEMBLY

GENERAL
The accessory heat shield assembly is a sub-assembly of the accessory drive
module.
The accessory heat shield gives protection to the items of the accessory drive
module from the heat of the engine.
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GE CF6-80E1 89 of 394
ATA 79 ENGINE OIL

79Ŧ00 GENERAL
INTRODUCTION Then the the oil goes through the Lube Supply Filter. The lube supply filter
is contained by a filter bowl screwed into the underside of the pump
General housing. A filter bypass opens at 70 psid max. No indication of inlet filter
The engine incorporates a selfŦcontained dry sump lubricating oil circulation bypass is provided. The Lube Supply Filter also contains a Filter Service
system for the purposes of lubricating the main engine bearings, the accessory Shutoff Valve.
drive system bearings, gear meshes, and the accessory component drive To prevent flow of oil across the pump after engine shutdown, a
splines, for cooling engine internal surfaces, carbon seals, and vent air flows, ANTI STATIC LEAK CHECK VALVE with an opening of 2.5 to 6 psid is
for heating fuel to avoid ice contamination, and for damping main engine No. 3 contained in the pump oil supply flowpath.
bearing race movement. The oil system lubricates and cooles the following components :
The lubrication system is fully operational only when the engine is running. It is all bearings in the ”A”, ”BC” and ”D”Ŧsump.
not fully operational when motorlng or windmilllng. Motoring and windmilling InletŦ,TransferŦ and Accessory gearbox
operations do not provide adequate sump seal pressurization and scavenge
flows, consequently increased oil consumption rates and abnormal oil hiding the drive splines of the accessories mounted to the Accessory Gearbox.
occurs. Oil Scavenge Return
Characteristics The return oil from the oil sumps and gearboxes is removed by using the
The engine oil system scavenge pumps. The difference between supply and scavenge pumps is
capacity which is determined by the diameter and lenght of the pump. They are
is a closed system without pressure regulation. (dry sump lubricating oil sized according to their functions.
circulation system). The oil pressure depends on :
The return oil is routed
Ŧ the N2 speed (supply pump drive)
through the inlet oil strainer across the ”ISOLATION CHIP DETECTORS”
Ŧ the temperature (Viscosity) of the oil and and back to the scavenge pump inlet. The scavenge oil inlet ports are
Ŧ the entire diameter of all oil supply manifolds. marked with the name of the component which the oil comes from, to
pressure and flow rises with with increasing N2 speed. provide determination of the source of magnetic chips. All scavenge pump
cooling is provided by a fuel / oil Heat Exchanger. outlets are connected together to the same line (Scavenge Pump Out).
the hot (uncooled) oil is used for heating of servo Ŧ fuel. to the OIL TEMP SENSOR which measures the return temperarure.
through the MASTER CHIP DETECTOR
Oil Pressure Supply through the SERVO FUEL HEATER
The oil used for lubrication and cooling purposes comes from the oil tank via through the FUEL/OIL HEAT EXCHANGER
the oil supply line.
to the DEARATOR
it is routed to the lube supply pump through an inlet oil strainer. The pump
is a vane type positive displacement pump. The maximum capacity of the back to the oil tank. The dearator seperates the heavy oil from the lighter air
pump is approx. 15 US Gall. / min. at Take Off N2 speed. which comes back from the sump seals. The air escapes the oil tank via the
pressurizing valve to the ”A” sump.
GE CF6-80E1 90 of 394
TOTAL (SYSTEM) QTY = app. 32 QTS OIL TEMP

A FROM SENSOR
DEAERATOR
PRESSURIZING
VALVE
DMC ECU FILLER
SCAVENGE CAP
BYPASS OIL FILTER
OVER
FILL
PRESS
SIGHT FILL
DIFFERENTIAL OIL GLASS
PRESSURE SWITCH QTY OIL TANK PRESS RELIEF
XMTR (24 QTS) VALVE
Indication
app. 18 QTS
INLET
DŦSUMP B/CŦSUMP GEAR AŦSUMP
BOX
ENG OIL OIL IN

PRESS
OIL OUT
XMTR
2x
TRANSŦ
HORIZONTAL DRIVE SHAFT FER
GEARBOX
OIL IN
FWC
OIL SUPPLY LINE
ENG LOW ANTI PRESS
OIL PRESS N2 STATIC PUMP
SWITCH LEAK VLV
FILTER LUBE AND SCAVENGE PUMP
BYPASS
FILTER
SERVICE
ACCESS SOV
GEAR
OIL LINE LEGENDE BOX LUBE SUPPLY
FILTER
PRESS VENT
SUPPLY
SCAVENGE MAG DET
PUMP IN MAGNETIC CHIP
OIL TEMP
SCAVENGE OIL STRAINER FUEL/OIL HEAT SERVO FUEL DETECTOR OIL IN A TO ECU
PUMP OUT EXCHANGER HEATER SENSOR
DRAIN PLUG
GE CF6-80E1 91 of 394
79Ŧ10 OIL COMPONENTS
OIL TANK During engine shutdown the pressurizing air is vented overboard, thus enabling
the oil tank to be serviced five to fifteen minutes after engine shutdown by
Description opening the gravity fill cap.
The oil tank is installed at 3 o’clock on the fan case and supported by three The tank is vented to atmospheric pressure when the pressure inside the tank
isolation mounts to dampen vibration. reaches 27 psi (2.55 bar).
The maximum tank test pressure is 46 psi (3.17 bar). The lube pump supply
Oil tank port is located in the tank lower section which is always filled in normal flight
The tank consists of two vertical sideŦbyŦside cylinders capped at both ends. conditions.
The tank is fitted with: When the engine is running, the quantity of oil in the tank decreases due to
pressure fill/overfill ports gulping effect:
a gravity fill cap maximum gulping effect at Maximum Take Off power (MTO) is 9.46 liters
a pressurizing valve (10 US quarts)
an oil deaerator normal gulping effect with engine at Idle power (IDLE) is 3.785 liters (4 US
a supply port in the tank lower section quarts). The oil level returns to normal five to fifteen minutes after engine
shutdown.
a tank drain port and scupper drain port
a mounting pad for the oil quantity transmitter (for indication in the flight Sight Gage
compartment ECAM system) A sight gage located below the scupper will will indicate a minimum dispatch
a floating ball sight glass set at 2.84 liters (3 US quarts) low level visible. level of 15 quarts, three quarts less than the servicing level.
Oil tank characteristics Pressurizing Valve
the oil tank volume is 30.3 liters (32.0 US quarts) The tank is pressurized by the returning scavenge air/oil mixture. After the air
the oil fill level is 24.6 liters (26.0 US quarts) and oil have been seperated, a pressurizing valve located in the top of the tank
the useful oil volume is 13.6 liters (14.4 US quarts) will vent excess air into ”A” sump, with a 7Ŧ11 psid pressure differential.
An oil quantity sensor probe extends into the lower sump. It is installed to a Pressure Relief Valve
port on the top/rear of the tank. It is a magnetic float type sensor employing
A tank (over)pressure relief valve located below the fill port scupper will relieve
Reed switches.
tank pressure to ambient at 27 psid thus protecting the tank from damage.
Operation/Control and Indicating
Oil Tank Pressurization and Venting
In normal operation the tank is pressurized by the air included in the scavenge
oil which is extracted by the scavenge pumps from the gearboxes and sumps.
Pressurizing air is between 7 psi (0.48 bar) and 11 psi (0.76 bar) with respect to
the sump internal pressure.
GE CF6-80E1 92 of 394
FILLER
CAP VENT SCAVENGE
OIL TUBE RETURN TUBE
QUANTITY
PRESSURIZING
TRANSMITTER
VALVE (7Ŧ10 PSI)
CONNECTOR
OVERFILL FILLER
PORT CAP
PRESSURE
FILL PORT PRESSURE
RELIEF RELIEF
VALVE VALVE (27 PSI)
PORTS AND RELIEF VALVE
SCUPPER
DRAIN
TUBE
OIL
TANK
BOLT
(4 PLACES)
OŦRING
OIL DRAIN
SUPPLY PLUG
TUBE
Oil Level check must be performed not before OIL TANK
5 minutes and not later than 30 minutes after SCUPPER
engine shut down. If the Oil Level Check can
not be made 30 minutes after engine shut
down, the engine must be motorrized for 2
minutes before oilŦservice (ref. MM).
OIL FILLER CAP
5
GE CF6-80E1 93 of 394
MASTER CHIP DETECTOR

The master magnetic plug (Master Chip Detector) is the first item installed in
the scavenge discharge flow of the L & S pump. It is a bayonet type, three
pinned type permanent magnet. It is spring loaded and overcenter locked into
a matching housing. A single ”O” ring is installed to the probe and a failsafe
omni seal installed in the housing to prevent oil loss. A check valve within the
housing is held open by the probe. A knurled knob is used for installation and
removal of the probe.
The chip detector is easily accessible thru the left thrust reverser inner cowl
hatch. This access is provided to check the IDG oil level as well.
NOTE: After inspection of the Master Chip Detector perform an Engine Idle
Leak Check acc. AMM!
LUBE SUPPLY FILTER

A supply filter element is contained by a filter bowl screwed into the underside
of the pump housing. The 74 micron, pleated metal element must be installed
with the opening in the end cap of the filter upward in the bowl. The filter is
equipped with
a filter bypass valve opens at 70 psid max.
a filter service shut off valve.
No indication of inlet filter bypass is provided, however the filter should be
inspected periodically and if scavenge filter indication of bypass occurs.
GE CF6-80E1 94 of 394
AGB
OŦRING
SCAVENGE LUBE AND

OIL TUBE SCAVENGE
PUMP
OŦRING
MCD
GROOVE
HOUSING
LUBE FILTER
OŦRING ELEMENT
OŦRING 0ŦRING
MCD
GROOVE
PROBE
LUBE FILTER
BOWL
MASTER CHIP DETECTOR LUBE SUPPLY FILTER
7
GE CF6-80E1 95 of 394
FUEL OIL HEAT EXCHANGER
SAVENGE OIL FILTER
The fuel oil heat exchanger is mounted to the main fuel pump. Unmetered fuel
The scavenge oil filter cleans the scavenge oil before the oil returns to the tank. is routed thru the heat exchanger on the way from the main fuel pump to the
Unless the filter goes into bypass condition, contamination in one area of the hydroŦmechanical unit. Since the oil temperature and the amount of fuel both
engine will not be circulated to the uncontaminated areas. depends on the N2 speed, the system is self adapting to the cooling
All scavenge oil discharged from the pump enters the scavenge filter housing. requirements.
Normally the oil will flow from the outside of the filter element to the The fuel oil heat exchanger is contained by a bypass valve. With
hollowcenter where the oil rises to the filter discharge port. A filter Belvalve
relief valve is placed in a retainer housing in the filter head, exposing the valve very cold oil (high viskosity)
to filter inlet and discharge pressure differential pressures. If the filter becomes or contaminated oil
obstructed, at 40 psid the relief valve will crack open permittlng some inlet oil to the bypass valve opens at approx. 80Ŧ100 psid and allows the oil to bypass the
bypass the filter. Full bypass will occur by 60 psid. exchanger with no cooling. This can cause a high oil temperature.
Filter differential pressure is monitored by an external differential pressure
switch thru pressure ports located on the filter head. A warning system is The fuel can reach a pressure of about 1500 psi. Therefore it may be possible,
provided in the cockpit to recieve the bypass signal in advance of the actual that in case of an internal leakage, fuel enters the oil system. Oil leakage can
filter bypass. be recognized by
The scavenge filter is mounted to a bracket on the fan stator case just below fuel smell from the oil tank
the oil tank by three studs lncorporated in the filter head. The flanges of the increasing of oil quantity.
scavenge tubes are bolted to the filter head ports. The ports are labeled IN
In such cases, corrective actions must be taken immediately.
and OUT.
The filter element is reversible. It is sealed by ”O” rings to the filter bowl and
the filter head when installed. The filter bowl also has a ”O” ring seal placed in
a groove on the filter bowl.
The filter bowl is threaded into the head by hand until the shoulder seats
against the head. It is secured by lockwire through cast holes on the outside of
the bowl. Knurled bands on the bowl aid in gripping the bowl for installation
and removal. The bowl design also provides lugs on the bottom so that a tool
such as a screwdriver may be used to loosen the bowl until it can be removed
by hand. A shutoff valve is provided in the head. When the filter element is
removed the valve closes to prevent oil loss from the discharge line.
GE CF6-80E1 96 of 394
FUEL INLET PORT
FUEL OUTLET PORT
FILTER
0ŦRING BOWL
FILTER OIL INLET PORT
HEAD
FILTER
ELEMENT
OIL OUTLET
PORT
SCAVENGE OIL FILTER FUEL OIL HEAT EXCHANGER
GE CF6-80E1 97 of 394
1 CAUTION :
GROUND: Ŧ OIL PRESSURES IN THIS AREA REQUIRE 300
CORRECTION BEFORE FLIGHT.
FLIGHT: Ŧ OIL PRESSURES IN THIS AREA REQUIRE FULLŦSCALE PRESSURE
CLOSE MONITORING OF TEMPERATURE SURGES MAY OCCUR DURING COLD
AND PRESSURE. SOAK SUBŦZERO STARTS.
Ŧ SHUT DOWN ENGINE IF OIL TEMPERATURE
OR PRESSURE LIMITS ARE EXCEEDED.
100 PRESSURE INDICATION SHOULD DECREASE
TO NORMAL RANGE AS OIL TEMPERATURE
INCREASES.
90
INDICATED OIL PRESSURE Ŧ PSI

PRESSURES IN THIS AREA
80 ACCEPTABLE UNDER EXTREME
COLD CONDITIONS. TAKEŦOFF
PERMISSIBLE WITHOUT
WARMŦUP PERIOD.
70
60
NORMAL OIL PRESSURE

ENVELOPE WITH OIL
50 TEMPERATURE IN NORMAL
RANGE OF 65 TO 160 C
40
PRESSURE OUTSIDE THIS AREA AFTER
ENGINE HAS BEEN OPERATED AT
CRUISE POWER OR GREATER
FOR AT LEAST FIVE
30 MINUTES IS CAUSE
FOR INVESTIGATION
20
1
MINIMUM
OIL
PRESSURE 10
OIL PRESSURE IN THIS AREA
REQUIRES ENGINE SHUTDOWN
50 60 70 80 90 100 110 120

N2 % RPM
GE CF6-80E1 98 of 394
THIS PAGE IS INTENTIONALLY LEFT BLANK
GE CF6-80E1 99 of 394
79Ŧ30 OIL INDICATING
OIL PRESSURE TRANSMITTERS
The CF6Ŧ80E1 engine has two oil pressure transmitters, joined side by side
next to the lube and scavenge pump.
Redundancy is provided by having two separate transmitters, one for each
channel of the ECU.
The purpose of the transmitters is to provide an electrical signal equivalent to
the conditiones within the bearing sumps relative to the difference between
direct oil pressure and sump vent air pressure.
The oil pressure transmitters are piezo resistive devices. The differential
pressure of engine oil and bearing sump air is measured by diaphragm
mounted strain gauges.
The signals are first directed to the oil pressure interface unit. This unit inturn
amplifies the signals before providing them to the ECU for processing and
eventual display.
GE CF6-80E1 100 of 394

GEARBOX
ECU
IGN BOX
OIL PRESS
LUBE AND SCAVENGE INTERFACE UNIT
PUMP
FAN CASE
OIL PRESSURE
TRANSMITTERS
SUMP VENT
PRESSURE
ELECTRICAL
CONNECTOR
OIL PRESSURE
OIL INTERFACE UNIT
PRESSURE
GE CF6-80E1 101 of 394

OIL PRESSURE INDICATION
The oil pressure needle and digital indication are:
Ŧ green (steady) in normal operation
Ŧ red if the pressure drops below the LO PRESS limit (10 PSI).
The analog display can vary from 0 to 100 PSI.
The digital display can vary from 0 to 512 PSI in 2
GE CF6-80E1 102 of 394

LOW PRESS
LIMIT
5
GE CF6-80E1 103 of 394
LOW OIL PRESSURE SWITCH
The low oil pressure switch configuration is a normally closed switch. (snap
actioon type). It is sensing the differential in pressure between the oil supply
manifold and the accessory gearbox cavity. When the pressure differential
exceeds 12.5Ŧ15.0 psid the contacts open but closes again when the pressure
drops below 10 psi.
When the pressure drops below 10 PSI the MASTER WARNING is activated.
ENG X LO OIL PRESS is indicated on ECAM and Engine Shutdown is
required.
GE CF6-80E1 104 of 394

GEARBOX
LUBE AND SCAVENGE

PUMP
PRESSURE
TUBE
A COUPLING
OŦRING
ELECTRICAL
CONNECTOR
BRACKET LOW OIL PRESSURE

WARNING SWITCH
OIL VENT
TUBE
7
GE CF6-80E1 105 of 394
OIL TEMPERATURE SENSOR
The TEO SENSOR is located on the forward side of the accessory gearbox in amounts at different temperatures, and a voltage potential is developed across
the scavenge oil discharge path between the lube/scavenge pump and the them.
master chip detector. It provides two identical electrical outputs proportional to Normal engine oil temperature is limited to 160qC. During normal operation oil
scavenge oil discharge temperature. A single electrical connector on top of the temperature is displayed in steady green color on the SD. Operation of the
sensor routes the outputs to the ECU in the processing subsystem. engine above 160qC is limited to 15 min, and not permitted above temperatures
The sensor contains two chromelŦalumel type thermocouples. The thermal of 175qC.
junctions are inserted into the scavenge oil discharge line where they are When the oil temperature ecceeds 160qC indication flashes green
heated by the flow of scavenge oil around them. As the junctions are heated
When the oil temperature exceeds 175qC indication becomes amber
the chromel and alumel components become electrically charge by differing
WASHER
B
OIL
TEMPERATURE
SENSOR
NUT
BOLT
ELECTRICAL
CONNECTOR
OIL
GASKET SCAVENGE
TUBE
OIL TEMPERATURE SENSOR
GE CF6-80E1 106 of 394

OIL QUANTITY INDICATION
The oil quantity sensor is a probe installed into the oil tank. It contains a
magnetic float assembly supported by the oil level in the tank. As the oil level
changes, the magnetic float causes reed switches at that position to close co
nnection changes in steps as the reed switches are closed or open. The
indication accuracy is " 1 U.S. quart. ting a specific electrical resistance into
the 28 VDC circuit. The indicaIt is possible to replace the oil quantity sensor
without draining the tank.
If the oil level quantity drops below 2US qts the digital value and needle
indication will flash green.
BRACKET NUT
BOLT
BOLT
OIL QUANTITY (4 LOCATIONS)
TRANSMITTER
(T75) WASHER
(4 LOCATIONS)
ELECTRICAL
CONNECTOR
OŦRINGS
OIL TANK
OIL QUANTITY TRANSMITTER
GE CF6-80E1 107 of 394

SCAVENGE OIL FILTER BYPASS WARNING
The scavenge oil filter ”delta” P switch and the low oil pressure switch are
essentially the same device. However the filter ”delta” P configuration of the
switch is a normally open electrical contacts. The contacts close when the
”delta” P exceeds 29 psid, and opens below 22 psid. When the oil system
contamination causes the filter to approach a bypassing condition, the switch
closes providing the flight deck warning messages. The actual filter bypass
starts at approx. 40 psid.
GE CF6-80E1 108 of 394

OIL DIFFERENTIAL
PRESSURE SWITCH
BRACKET MOUNTED
TO FAN CASE
SCAVENGE OIL
INLET TUBE
SCAVENGE OIL TO THE
OUTLET TUBE DIFFERENTIAL
TO THE PRESSURE SWITCH
DIFFERENTIAL
PESSURE SWITCH
GASKET
INLET TUBE
SCAVENGE
OIL FILTER
ASSEMBLY
SCAVENGE OIL FILTER

DIFFERENTIAL
PRESSURE SWITCH
GE CF6-80E1 109 of 394

73Ŧ00 FUEL SYSTEM
FUEL SYSTEM DESCRIPTION
General The following components are included in the fuel distribution system:
The Fuel Delivery System supplies Ŧ the fuel pump
Ŧ the fuel/oil heat exchanger
fuel to the combustor at the required pressure and flow rate
Ŧ the fuel filter
it also supplies the hydraulic flows used in the various HMU controlled Ŧ the servo fuel heater
subsystem functions such as Ŧ the hydromechanical unit (HMU)
Ŧ Compressor Control Ŧ the IDG fuel/oil heat exchanger
Ŧ Turbine Clearance Control Ŧ the fuel flow transmitter
Ŧ the fuel temperature sensor
fuel is used for cooling engine scavenge oil and IDG oil.
Ŧ the fuel manifold
Ŧ the 30 fuel nozzles.
The fuel supplied from the aircraft fuel tanks flows into the centrifugal boost
stage of the fuel pump. Upon exiting the centrifugal stage of the pump, it flows
through a strainer and enters the high pressure gear stage of the pump. From
the discharge of the gear stage, the fuel flows through the fuel/oil heat
exchanger and the fuel filter. The fuel filter includes a filter element and a servo
wash screen. The filter element filters all fuel flow supplied from the pump. The
servo wash screen only filters the servo flow supplied to the hydromechanical
unit (HMU).
The servo fuel flow exits the main fuel filter’s servo supply port and flows
through the servo fuel heater and into the heated servo port on the HMU.
When the main flow stream exits the fuel filter, it enters the HMU’s fuel
metering section. The HMU is an electrohydraulic control. It meters the correct
fuel flow to the engine’s combustion system and bypasses the excess flow
back to the fuel pumps interstage location. Metered fuel flow exits the HMU
and flows through the fuel flow transmitter and passed the fuel temperature
sensor before it enters the fuel manifold.
The fuel manifold distributes the flow to the 30 fuel nozzles which atomize the
fuel to promote good burning as it enters the combustor. Bypass fuel flow from
the HMU is returned to the fuel pump’s interstage between the centrifugal and
gear stages of the pump. The IDG fuel/oil heat exchanger is located in this
bypass line between the HMU and the pump through a restrictor.
GE CF6-80E1 110 of 394

FROM 1 OPENS IF : MASTER SWITCH ON

FUEL CENTRIFICAL
TANK BOOST STAGE
N2
INTERSTAGE STRAINER
MAIN STAGE
RELIEF VALVE
(max. 1557 PSI)
ADIRU
HIGH
PRESSURE N2 ENGINE SENSORS
GEAR PUMP
EWD
FUEL /OIL TRA
HEAT EXCHANGER CHŦA ECU CHŦB TRA XDCR
SUPPLY FILTER
FILTER DIFFERENTIAL
PRESSURE SWITCH
TO ECU
P HIGH PRESSURE
IDG FUEL / OIL EHSV SHUT OFF
HEAT EXCHANGER SOLENOID
ON
1
EIVMU
FUEL USED OFF
FROM
FUEL FLOW
ECU HMU
FUEL FILTER BYPASS SERVO SYSTEMS
SERVO FUEL
OVERSPEED
HEATER N2
PROTECTION
PRESSURIZING NOZZLES
FUEL FLOW FUEL TEMP
METERING VALVE AND SOV (30)
1 TRANSMITTER SENSOR
SWITCH
BYPASS VALVE TO ECU

SD METERING SYSTEM
GE CF6-80E1 111 of 394

73Ŧ30 FUEL INDICATION COMPONENTS
FUEL FLOW TRANSMITTER
The flow meter provides an electrical pulse signal to both the ECU and in the
cockpit indicator that is proportional to mass fuel flow in order that fuel
consumption can be measured and recorded. The unit is electrically self
energized when driven by the flowing fuel.
The flow meter is supported by brackets attached to the accessory gearbox
right hand side, outer corner. The brackets are clamped by two of the four
screws attaching the fuel in manifold and the fuel out manifold sections. An
electrical connector is provided on a projection of the case near the ”fuel in”
port.
Inlet fuel is directed thru a swirl generator to establish a vortex flow that
drives the rotor. The rotor is a cylindrical free spinning rotor mounted on ball
bearings. It has internal axial channels for the passage of fuel. The rotor
contains two permanent magnets. One magnet is in the plane of the start
coil. The second magnet is near the trailing edge and passes under the
signal blade extension of the turbine.
The free spinning rotor generates a start signal, electroŦmagnetic pulse in
the start coll. A similar pulse is induced in the signal bladeŦcollector ring
circuit of the turbine by the aft magnet to produce a stop pulse in the stop
coil circuit. The time lapse between the start and stop pulses is variable
and proportional to the flow rate of the fuel.
The turbine, like the rotor, is bearing mounted to be able to turn but is
restrained from spinning by the restraining spring. The vanes in the turbine
react to the swirling fuel flow. Depending upon the mass flow, the turbine will
proportionally windup the restraining spring. The position of the signal blade
forward extension will be at an angular position commensurate with the spring
windup.
A start coil is mounted outside the main housing to pick up the rotating forward
magnet. A stop coil encircling the main housing is energized by the
electromagnetic pulse generated by the second magnet of the rotor passing
under the extension of the signal blade and collector ring circuit.
GE CF6-80E1 112 of 394

FUEL FLOW
TRANSMITTER
IDG FUEL/OIL
HEAT EXCHANGER
FUEL FLOW
TRANSMITTER
5
GE CF6-80E1 113 of 394
FUEL FLOW INDICATION
The fuel flow transmitter measures total mass flow of fuel supplied to the
engine combustor. Its electrical pulse signal is input to the ECU which converts
the signal to fuel flow and outputs it through the output Data Bus.
The fuel flow indication is displayed in green color and is given in KG/H. The
indication on the EWD is between 0 and 30000 KG/H.
FUEL USED INDICATION

The fuel used value is computed by the ECU from integration of the
corresponding engine fuel flow. The fuel used computation begins with engine
startup and ends with engine shutdown. The fuel used remains displayed after
power is removed from the ECU as long as the DMC is powered without power
transient.
The fuel used indication display is displayed in green color and can be given in
KG. The indication on the SDU is between 0 and 118900 KG.
Following a fuel flow acquisition interruption, the ECU is able to maintain a
displayed value of fuel flow by calculating the fuel flow.
In case of significant interruption, the fuel used is displayed with two amber
dashes across.
GE CF6-80E1 114 of 394

SD
DASHES FOR
DEGRADED DATA
FUEL USED
7
GE CF6-80E1 115 of 394
FUEL FILTER DIFFERENTIAL PRESSURE SWITCH
The fuel filter differential pressure switch provides a circuit for a flight deck
warning message of fuel filter clogging. The switch closes at a differential
pressure of 43 psid (2.9647 bar). The differential pressure diaphragm is
connected by tubes to fuel filter inlet and return ports found on the main fuel
pump. The switch is installed to a bracket located above the fuel filter.
If the filter becomes clogged or at an impending bypass a CLOG Indication and
a fault message will be generated.
The filter bypasses the fuel at approximately 64 psid (4.4126 bar) minimum..
With this warning setting, the aircraft should be able to complete it flight without
actual filter bypass occuring.
FUEL FILTER CLOGGING INDICATION

The fuel filter differential pressure switch monitors pressure drop across the
fuel filter element and sends a signal to the ECU. Its function is to protect fuel
system components from operation on unfiltered fuel by giving an impending
filter bypass warning.
The switch is wired to the ECU through a single set of cables.
Within the ECU, the switch signal is split and hardwired into both channels A
and B. The ECU transforms this signal into a digital signal. This digital signal is
then transmitted to the SD through the DMC or the FWC and DMC.
In normal operation, no display is present. When the differential pressure
through the fuel filter is higher than 43 psi (2.9647 bar) , the fuel filter
differential pressure switch closes. As a result:
Ŧ the CLOG indication is displayed in amber color on the SD
Ŧ the ENG1(2) FUEL FILTER CLOGGED warning is displayed on the EWD
Ŧ the MASTER CAUT (amber) comes on
Ŧ the audio warning (single chime) sounds.
GE CF6-80E1 116 of 394

FUEL FILTER
DIFFERENTIAL
PRESSURE SWITCH
FUEL PUMP FUEL FILTER
FUEL FILTER
DIFF PRESS SWITCH
GE CF6-80E1 117 of 394

HYDRO MECHANICAL UNIT (HMU)

The hydromechanical unit (HMU) is mounted to an adapter on the right forward Motive flow modulation
side of the accessory gearbox. It receives electrical signals from the Electronic The HMU contains 4 additional torque motors/pilot valves that modulate
Control Unit (ECU) and converts these electrical input signals through hydraulic signals to the following:
electroŦhydraulic servo valves into engine fuel flow and hydraulic signals to Ŧ low pressure turbine active clearance control valve
various external systems. Engine fuel is used as hydraulic media. The HMU Ŧ high pressure turbine active clearance control valve
also receives electrical signals from the aircraft to actuate the High Pressure Ŧ variable stator vane actuators
Shut Off Valve (HPSOV). The HMU performs the following functions: Ŧ variable bleed valve actuators.
Ŧ Fuel flow metering Each torque motor contains two electrically isolated, independent coils.
Ŧ High pressure shut off valve (HPSOV) One is dedicated to channel A, the other to channel B, of the ECU.
Ŧ Core speed governor They provide flow and pressure at an HMU pressure port in response to
Ŧ VSV Actuator positioning electrical commands from the ECU.
Ŧ VBV actuator positioning
Ŧ HPTACC valve positioning
Ŧ LPTACC valve positioning HP Fuel shutŦoff valve
The HP fuel shutŦoff valve shuts off fuel flow to the engine in response to an
aircraft supplied electrical signal. The valve is driven to the close position by a
Fuel metering
single solenoid. Valve position is indicated to the ECU by two electrical limit
The fuel metering valve is hydraulically driven through a torque motor/servo switches,one for the channel A and one for the Channel B in the ECU
valve by the ECU. The torque motor contains two electrically isolated
The shutŦoff solenoid is a spring loaded plunger that interfaces with the HMU.
independent coils, one dedicated to channel A, the other to channel B of the
ECU. A differential pressure regulating valve maintains a constant pressure The HP fuel shutŦoff valve shuts off fuel flow to the engine in response to an
drop across the metering valve. As a result, fuel flow varies proportionally with aircraft supplied electrical signal commanded by the ENG/MASTER switch.
metering valve position. Two fuel metering valve position resolvers, one The fuel shut off solenoid is energized by 28VDC. The valve is spring loaded to
dedicated to each channel in the ECU, produce an electrical feedback signal in the open position with a solenoid only to shut the valve. Once closed the ECU
proportion to fuel metering valve position. The ECU uses this signal to compute commands the fuel metering valve closed. In the closed position, the fuel
the current required at the fuel metering valve torque motor for achieving metering valve ports high pressure fuel to the shut off valve, thus hydraulically
closed loop electrical control. A mechanical bias in the FMV causes the FMV locking the valve. When power is removed to the solenoid, the shut off valve is
EHSV (ElectroŦHydraulic Servo Valve) to slew in the closed direction for the no hydraulically latched in the closed position until commanded to open
electrical input condition. No mechanical bias is provided to the fuel metering .
valve actuator and consequently loss of fuel pressure within the HMU will result Overspeed Governor
in no further movement of the fuel metering valve. Fuel pressure within the
The overspeed governor is of the fly ball type. It is designed to prevent the
HMU is normally available at core speeds above 15 percent.
engine from exceeding a steady state speed in excess of 113.0 percent N2.
GE CF6-80E1 118 of 394

ACCESSORY
GEARBOX
HYDRO MECHANICAL UNIT (HMU)
HP FUEL SOLENOID
2 3
1
1. VBV
5 2. VSV
4 3. HPT ACC
4. LPT ACC
5. FMU
GE CF6-80E1 119 of 394

FUEL FILTER
The fuel filter removes contaminant particles larger than 10 micron from the
fuel to protect the HMU. It is a high pressure filter incorporating
a disposable filter element
and a byŦpassing relief valve which allows the unfiltered fuel to flow directly
to the HMU inlet.
The fuel filter is monitored by a filter differential pressure switch.
For Fuel Filter removal/installation :

OPEN CIRCUIT BREAKERS 1QG1 (2) AND 2QG1 (2) BEFORE YOU OPEN
CIRCUIT BREAKER 1KC1 (2).
IF NOT THE LP FUEL VALVE WILL OPEN AND THERE IS A RISK THAT
FUEL FLOW OUT.
GE CF6-80E1 120 of 394

FUEL FILTER DIFFERENTIAL

PRESSURE SWITCH
FUEL PUMP
FUEL FILTER
FWD
DRAIN PLUG
GE CF6-80E1 121 of 394

FUEL PUMP
Fuel is supplied to the engine from the aircraft fuel tanks, usually at a head of From the discharge of the high pressure gear stage of the pump, the fuel enters
pressure developed by the electrically driven tank boost pumps and gravity. the fuel/oil heat exchanger. The fuel/oil heat exchanger and the fuel filter are both
The two stage engine driven main fuel pump increases the pressure, primarily directly mounted on the fuel pump.
by the gear stage positive displacement element. All of the pump discharge is
into the fuelŦoil heat exchanger flange mounted to the pump. The
Centrifugal Boost Stage increases the pressure to approx. 150 psi
Main (High Pressure) Stage increases the pressure to a maximum of
approx. 1500 PSI.
System Description
The interstage strainer removes contaminants from the fuel boost stage and
return flow of the HMU to protect the down stream components (gear stage).
The fuel pump is mounted on and driven by the accessory gearbox.
The fuel pump includes a splined drive shaft which is lubricated with lube oil at its
gearbox end and with fuel at its fuel pump end.
The drive shaft includes a shear section to protect the gearbox if the pump should
seize. Fuel from the aircraft tanks flows through a nacelle supply pipe and enters
the engine’s fuel pump. The fuel first enters the centrifugal boost stage of the
pump. The boost stage provides sufficient pressure to assure proper operation of
the pump’s gear stage at all inlet fuel temperatures and pressures.
Fuel exits the boost stage and flows through a strainer before entering the gear
stage of the pump. The strainer is rated for 500 microns filtration. It includes a high
delta P bypass valve which will crack open at 4 psi (0.28 bar) across the strainer
and will be fully open at 6 psi (0.41 bar).
When the bypass valve opens, non filtered fuel will be allowed to enter the pump’s
gear stage. The gear stage of the pump provides sufficient fuel flow and pressure
to meet the engine’s burn flow and servo flow requirements. The gear stage of the
fuel pump is protected by a relief valve which is set to crack at 1400 psi (96.53 bar)
and to be full open at 1525 psi (105.14 bar).
When the relief valve opens, it ports gear stage discharge flow back to the pump’s
interstage, just upstream of the interstage strainer.
Fuel flow from the discharge of the fuel pump is used to lubricate the pump’s
bearings. The fuel is filtered through washing type screens rated 150 microns as
it enters the bearing lube supply passages.
GE CF6-80E1 122 of 394

INTERSTAGE
STRAINER
GE CF6-80E1 123 of 394

SERVO FUEL HEATER

The servo fuelŦoil heat exchanger provides preŦheat for the HMU servo fuel to
prevent any ice forming that might impede HMU operation. Fuel is discharged
from the fuel filter servo port and is delivered to servo fuelŦoil heat exchanger.
the servo fuelŦoil heat exchanger is located between fuel filter and HMU.
is similar in function to the fuelŦoil heat exchanger but has a lower capacity.
the servo fuel heater‘s bypass valve cracks open when delta pressure
exceeds 60 PSID and is full open at 110 PSID.
the thermal bypass valve senses fuel discharge temperature and bypasses
engine oil around the heater when fuel temperature exceeds 66 degreeC.
The thermal bypass valve prevents cocking of fuel in the servo fuel heater
and within the HMU servo systems at extreme hot operation conditions.
IDG FUEL/OIL HEAT EXCHANGER

The IDG fuel/oil heat exchanger
cools the IDG (Integrated Drive Generator) unit oil (refer to ATA 24Ŧ00)
is using the bypass fuel out of the HMU
is located between the HMU and the Fuel Pump .
COMBUSTION CHAMBER DRAIN VALVE

The combustion chamber drain valve will permit raw fuel and other liquids that
may be present in the CRF during engine shut down to drain overboard
through a outlet tube routed rearward and protrudes through the core cowl at 6
o‘clock position. During engine start up the spring loaded open valve closes (by
approx. 17 psi Ps3Ŧ pressure) to prevent combuster gas from leaking
overboard.
GE CF6-80E1 124 of 394

BOTTEM VIEW
FUEL FLOW TRANSMITTER

THERMAL BYPASS
VALVE
IDG FUEL/OIL
HEAT EXCHANGER
OIL BYPASS
VALVE 7TH STAGE LPT COOLING
AIR MANIFOLD SUPPORT
5:30 BRACKET
COMBUSTOR
SERVO FUEL HEATER DRAIN VALVE
FWD TUBE
CLAMP
INLET
OUTLET PORT
AFT TUBE PORT
7
GE CF6-80E1 125 of 394
FUEL OIL HEAT EXCHANGER

The Fuel Oil Heat Exchanger
uses scavenge oil to heat the fuel to provide better atomization and
decrease the possibility of icing. The heated fuel is returned to the pump.
A cored gallery carries the fuel to the opposite side of the pump where the
fuel filter is mounted.
is located between high pressure gear pump and fuel filter.
contains a differential pressure valve, which opens with contaminated or
very cold oil (bypass relief at approx. 85Ŧ120 PSI ).
Since the oil is cooled down by unregulated high pressure fuel (max. 1500 psi),
an internal leakage is hazardous, because the engine oil system inevitable be
comes contaminated with fuel.
System Description
Total output fuel flow from the fuel pump flows into the fuel/oil heat exchanger.
The heat exchanger uses this fuel supply to cool the engines oil. Under
extreme cold operating conditions (cold ambient and cold aircraft fuel tank
temperatures), the oil heats the fuel to help avoid fuel icing conditions in the
HMU.
The fuel/oil heat exchanger is a shell and tube type heat exchanger with fuel
flowing through the tubes and oil flowing around the tubes. The fuel side of the
heat exchanger is two pass using straight tubes and two end domes. One end
dome is divided by an internal baffle to form the fuel entrance and exit.
Fuel enters the first end dome, flows to the opposite end through one half of its
tube, turns 180 Deg. in the second end dome and returns to the fuel exit
through the remaining half of the tubes. The oil side of the heat exchanger is 6
pass which is controlled by baffles within the heat exchanger tube bundle.
The fuel/oil heat exchanger includes an oil bypass valve which cracks open
when oil delta P exceeds 85 psi (5.86 bar) and is full open at 120 psi (8.27 bar).
This valve is needed for cold startups when the heat exchanger’s pressure
drop is high due to high oil viscosity.
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A
FUEL PUMP
FUEL/OIL HEAT
EXCHANGER
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MAIN FUEL SUPPLY LINE

The fuel supply pipe is routed circumferrentially around the engines righthand
side. The pipe begins at the pylon/nacelle interface and ends at the fuel pump
inlet.
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FUEL NOZZLES
Fuel nozzles distribute and atomize the fuel to provide acceptable ignition
characteristics within the combustor throughout the engine operating envelope.
The nozzles must contribute to acceptable emissions levels from combustion,
good starting and altitude reŦlight capability, and hold flame on deceleration to
avoid flameout.
There are
28 Standard Nozzles with aluminum identity bands (70 PPH at 250 PSID)
2 Pilot Light Nozzles with blue identity bands (115 PPH at 250 PSID)
installed in the Compressor Rear Frame.
Both types of nozzles have two distinct and separate fuel flows: primary and
secondary. Primary flow is a low volume flow circuit with a separate discharge
atomizing tip. The primary circuit provides fuel flow for starting and acceleration
to idle. The secondary flow supplements primary flow to provide the higher
rates needed for power. It cuts in by the differential pressure sensed at the
flow divider valve when ”delta” P’s of 250Ŧ270 psi are reached.
Fuel nozzles at position # l5 and # l6 provide a richer than normal fuel flow on
the primary circuit creating a torch or pilot light effect to assure combustor
repropagation after a deceleration. They prevent possible flameouts. These
two nozzles and the standard 28 nozzles are narrow spray angle types (40).
FUEL SUPPLY MANIFOLD

The fuel manifold is made of a full 360 degree tubular rings which is divided
into two 180 degree segments. The manifold transmits fuel to the 30 fuel
nozzles. Each 180 degree manifold ring supplies 15 fuel nozzles.
The fuel supply tube, after leaving the fuel flow transmitter and just before it
goes through the accessory heat shield, divides into two smaller tubes. Each of
these two smaller tubes supplies fuel to one 180 degree segment of fuel
manifold.
To give protection from fire due to leaking fuel the manifold includes shrouded
couplings.
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73- 21 FADEC SYSTEM
FADEC DESCRIPTION
FADEC Flex takeŦoff, derated takeŦoff, derated climb modes
FADEC stands for Full Authority Digital Engine Control and provides control of Bump selection and activation
the following engine subŦsystems : Multiple rating capability
Idle control.
Engine Fuel Metering ATA 73Ŧ00
VSV / VBV Control ATA 75Ŧ00
Ŧ Automatic engine start sequencing
Engine Cooling ATA 75Ŧ00
control of starter air valve ON/OFF
Engine Control ATA 76Ŧ00
control of fuel metering valve (FMV) and start fuel schedule
Indication ATA 77Ŧ00 control of ignition ON/OFF
Thrust Reverser Control ATA 78Ŧ00 N1, N2 and EGT monitoring
Starting ATA 80Ŧ00 abort/recycle capability on ground.
Ŧ Thrust reverser control

System Desciption
control thrust reverser actuation (deploying and stowing)
The FADEC system operates compatibly with applicable aircraft systems to control of engine power during reverser operation
perform the following functions: control of maximum reverser power at rearward throttle control lever position
restow command and idle setting in case of nonŦcommanded deployment.
Ŧ Gas generator control for steady state and transient engine operation
fuel flow control Ŧ Engine parameters transmission for cockpit indication
acceleration and deceleration and steady state control primary engine parameters
variable geometry control secondary engine parameters
Turbine clearance control system starting system status
thrust reverser system status
Ŧ Engine limits protection FADEC system status
nacelle temperature
engine overspeed protection in terms of fan (N1) and core speed (N2) to
oil temperature.
prevent engine from running over certified red lines.
turbine exhaust gas temperature (EGT) limits.
Ŧ Engine condition monitoring paramaters transmission
Ŧ Power management Ŧ Detection, isolation and memorization of its internal system failures
Speed setting with parasitic flows
Manual N1 throttle and N1 thrust calculations
Autothrust mode as controlled by the aircraft commands
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TRA
5
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ECU INTERFACES Ŧ internal processing of some airframe status signals needed by the engine
control systems
The ECU receives:
Ŧ Aeronautical Radio Incorporated (ARINC) 429 digital data bus inputs Ŧ control of airframe power supplies to the engine control system
Ŧ analog and discrete inputs. Ŧ engine to engine segregation.
The ECU provides: The EIVMU is wired directly to the ECU through an ARINC 429 digital bus and
Ŧ ARINC 429 digital data bus outputs crosswired internally to both channels.
Ŧ analog and discrete outputs. The following categories of aircraft data are transmitted by the EIVMU to the
ECU:
Ŧ general aircraft data
ECU ARINC 429 digital data bus input
Ŧ idle setting data
Each channel of the ECU has input ports for two Air Data and Inertial Ŧ engine starting data
Reference Units (ADIRU) (Ref. 34Ŧ12Ŧ00) and one Engine Interface and Ŧ autothrust function data
Vibration Monitoring Unit (EIVMU). Ŧ maintenance function data.
ADIRU/ECU
Each ADIRU ARINC 429 bus is wired to one channel of the ECU and ECU analog and discrete inputs
crosswired internally to the other channel. Each ECU channel receives digital The analog signal input from the aircraft to the ECU is the Throttle Resolver
data buses from two ADIRUs which provide: Angle (TRA).
Ŧ corrected static pressure signals (PS)
Discrete inputs from the aircraft to the ECU include:
Ŧ total air temperature signals (TAT)
Ŧ engine position discretes
Ŧ total air pressure signals (PT)
Ŧ ENG/MASTER switch
Ŧ one discrete word from the aircraft.
Ŧ autothrust engagement and disconnect
In addition, the ECU has dedicated sensors that provide a complete
Ŧ alternate start/ignition command.
complement to the ADIRU sensors. This provides the capability to detect,
isolate and accommodate failures of these signals through validation and The local engine discrete inputs establish configuration information from two
selection logic. programmed plugs that include:
The following ECU sensors are of the dual element type (one element per Ŧ the engine family and rating
channel): Ŧ the engine serial number (S/N)
Ŧ ambient pressure sensor (PO) Ŧ engine oil pressure transmitter type (KULITE or ARMTEC)
Ŧ total temperature probe (T12) Ŧ the bump selection status
Ŧ air inlet pressure sensor (PS12). Ŧ the Propulsion Multiplexer (PMUX) inhibit
One ARINC 429 output bus of each ADIRU is dedicated to one engine control Ŧ the N1 trim
only. Ŧ chip detector inhibit.
The aircraft also provides interfaces with the cockpit ENG/MASTER switch.
EIVMU/ECU These include the High Pressure ShutŦOff Valve (HPSOV) solenoid and the
The EIVMU interfaces with various aircraft computers and with the associated ENG/MASTER switch/Reset discrete.
propulsion system control to perform the following main functions:
Ŧ transmission of cockpit panel and aircraft computer data to the associated
engine control
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NOTE:
THE ECU CONTROLS SYSTEMS EITHER WITH CHŦA OR CHŦB
WICHEVER IS THE CHANNELŦINŦCOMMAND.
EACH ECU CHANNEL HAS ITS OWN SET OF SENSORS & FEED-
BACKS. EXCEPT T49 AND T5.
FMGEC‘S/FCU
TWO SINGLE FMV RESOLVER FEEDBACK
ADIRU (2)
ONE DUAL LVDT FEEDBACK
PO (2x)
Ps12 (2x)
TWO SINGLE LVDT FEEDBACK
T25 (2x)
N1 (2x) ECU CHŦA
N2 (2x)
T12 (2x) IGNITION
PS3 (2x) STARTING
T49 (1x) CCCS
T3 (2x) BCS
FF (2x) C REVERSER
TEO (2x) C
D
PS14 (2x) L
A
P25 (2x) C
M
T5 (1x) S
P49 (2x) VSV
REVERSER POSITION (2x) VBV
CONTROL ALTERNATOR (2x) HMU HPTCC
HARDWIRE SIGNALS(28 VDC / 115 VAC) LPTCC
T-FUEL (1x) FUEL METERING
ABBREVIATIONS : ECU CHŦB
ACMS = AIRCRAFT CONDITION MONITORING SYSTEM
CCDL = CROSS CHANNEL DATA LINK
CCCS = CORE COMPARTMENT COOLING SYSTEM
BCS = BORE COOLING SYSTEM ECAM INDICATION
HMU = HYDRO MECHANICAL UNIT
FMGEC = FLIGHT MANAGEMENT GUIDANCE ENVELOPE COMP
FCU = FLIGHT CONTROL UNIT
ADIRU = AIR DATA INERTIAL REFERENCE UNIT
ECU = ENGINE (ELECTRONIC) CONTROL UNIT
ECU
7
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ECU ARINC 429 digital data bus output
The ECU transmits to the aircraft computers, on four ARINC 429 buses (two
per channel A1ŦA2ŦB1ŦB2), the propulsion system status information.
Information contained on ECU output buses includes the following general
items:
Ŧ engine rating parameter information
Ŧ parameters used for engine control
Ŧ FADEC system maintenance data
Ŧ engine condition monitoring parameters
Ŧ ECU status and fault information
Ŧ propulsion system status and fault information.
The ECU ARINC 429 bus outputs are received by the following aircraft
computers:
Ŧ EIVMU
Ŧ Flight Warning Computers (FWC)
Ŧ Display Management Computers (DMC)
Ŧ Flight Management Guidance and Envelope Computer (FMGEC).
The EIVMU uses FADEC system data for the following functions:
Ŧ aircraft systems logic use
Ŧ transmission of ECU ARINC data to the Data Management Unit (DMU).
The DMCs and the FWCs use FADEC system data for engine parameter
displays and engine fault warning messages respectively.
ECU analog outputs

The ECU provides analog output (power supply) signals to the throttle control
unit.
ECU discrete outputs

Each ECU (both channels) sends one ”engine running” signal (N2 > 50%) to:
Ŧ Hydraulic System Monitoring Unit (HSMU) for automatic Ram Air Turbine
(RAT) extension and automatic electrical pump activation
Ŧ flight control system for surface deflection speed limitation in case of RAT
extension
Ŧ electrical shedding logics.
Each signal is monitored by the corresponding EIVMU.
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Ŧ internal processing of some airframe status signals needed by the engine
ECU INTERFACES control systems
The ECU receives: Ŧ control of airframe power supplies to the engine control system
Ŧ Aeronautical Radio Incorporated (ARINC) 429 digital data bus inputs Ŧ engine to engine segregation.
Ŧ analog and discrete inputs. The EIVMU is wired directly to the ECU through an ARINC 429 digital bus and
The ECU provides: crosswired internally to both channels.
Ŧ ARINC 429 digital data bus outputs The following categories of aircraft data are transmitted by the EIVMU to the
Ŧ analog and discrete outputs. ECU:
Ŧ general aircraft data
ECU ARINC 429 digital data bus input Ŧ idle setting data
Each channel of the ECU has input ports for two Air Data and Inertial Ŧ engine starting data
Reference Units (ADIRU) (Ref. 34Ŧ12Ŧ00) and one Engine Interface and Ŧ autothrust function data
Vibration Monitoring Unit (EIVMU). Ŧ maintenance function data.
ADIRU/ECU
ECU analog and discrete inputs
Each ADIRU ARINC 429 bus is wired to one channel of the ECU and
crosswired internally to the other channel. Each ECU channel receives digital The analog signal input from the aircraft to the ECU is the Throttle Resolver
data buses from two ADIRUs which provide: Angle (TRA).
Ŧ corrected static pressure signals (PS) Discrete inputs from the aircraft to the ECU include:
Ŧ total air temperature signals (TAT) Ŧ engine position discretes
Ŧ total air pressure signals (PT) Ŧ ENG/MASTER switch
Ŧ one discrete word from the aircraft. Ŧ autothrust engagement and disconnect
In addition, the ECU has dedicated sensors that provide a complete Ŧ alternate start/ignition command.
complement to the ADIRU sensors. This provides the capability to detect, The local engine discrete inputs establish configuration information from two
isolate and accommodate failures of these signals through validation and programmed plugs that include:
selection logic. Ŧ the engine family and rating
The following ECU sensors are of the dual element type (one element per Ŧ the engine serial number (S/N)
channel): Ŧ engine oil pressure transmitter type (KULITE or ARMTEC)
Ŧ ambient pressure sensor (PO) Ŧ the bump selection status
Ŧ total temperature probe (T12) Ŧ the Propulsion Multiplexer (PMUX) inhibit
Ŧ air inlet pressure sensor (PS12). Ŧ the N1 trim
One ARINC 429 output bus of each ADIRU is dedicated to one engine control Ŧ chip detector inhibit.
only. The aircraft also provides interfaces with the cockpit ENG/MASTER switch.
EIVMU/ECU These include the High Pressure ShutŦOff Valve (HPSOV) solenoid and the
ENG/MASTER switch/Reset discrete.
The EIVMU interfaces with various aircraft computers and with the associated
propulsion system control to perform the following main functions:
Ŧ transmission of cockpit panel and aircraft computer data to the associated
engine control
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NOTE:
THE ECU CONTROLS SYSTEMS EITHER WITH CHŦA OR CHŦB
WICHEVER IS THE CHANNELŦINŦCOMMAND.
EACH ECU CHANNEL HAS ITS OWN SET OF SENSORS & FEED-
BACKS. EXCEPT T49 AND T5.
FMGEC‘S/FCU
TWO SINGLE FMV RESOLVER FEEDBACK
ADIRU (2)
PO (2x)
Ps12 (2x)
T25 (2x)
N1 (2x) ECU CHŦA
N2 (2x)
T12 (2x) IGNITION
PS3 (2x) STARTING
T49 (1x) CCCS
T3 (2x) BCS
FF (2x) C REVERSER
TEO (2x) C
D
PS14 (2x) L
A
P25 (2x) C
M
T5 (1x) S
P49 (2x) VSV
REVERSER POSITION (2x) VBV
CONTROL ALTERNATOR (2x) HMU HPTCC
HARDWIRE SIGNALS(28 VDC / 115 VAC) LPTCC
T- FUEL (1x) FUEL METERING
ABBREVIATIONS : ECU CHŦB
ACMS = AIRCRAFT CONDITION MONITORING SYSTEM
CCDL = CROSS CHANNEL DATA LINK
CCCS = CORE COMPARTMENT COOLING SYSTEM
BCS = BORE COOLING SYSTEM ECAM INDICATION
HMU = HYDRO MECHANICAL UNIT
FMGEC = FLIGHT MANAGEMENT GUIDANCE ENVELOPE COMP
FCU = FLIGHT CONTROL UNIT
ADIRU = AIR DATA INERTIAL REFERENCE UNIT
ECU = ENGINE (ELECTRONIC) CONTROL UNIT
ECU
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ECU ARINC 429 digital data bus output
The ECU transmits to the aircraft computers, on four ARINC 429 buses (two
per channel A1ŦA2ŦB1ŦB2), the propulsion system status information.
Information contained on ECU output buses includes the following general
items:
Ŧ engine rating parameter information
Ŧ parameters used for engine control
Ŧ FADEC system maintenance data
Ŧ engine condition monitoring parameters
Ŧ ECU status and fault information
Ŧ propulsion system status and fault information.
The ECU ARINC 429 bus outputs are received by the following aircraft
computers:
Ŧ EIVMU
Ŧ Flight Warning Computers (FWC)
Ŧ Display Management Computers (DMC)
Ŧ Flight Management Guidance and Envelope Computer (FMGEC).
The EIVMU uses FADEC system data for the following functions:
Ŧ aircraft systems logic use
Ŧ transmission of ECU ARINC data to the Data Management Unit (DMU).
The DMCs and the FWCs use FADEC system data for engine parameter
displays and engine fault warning messages respectively.
ECU analog outputs

The ECU provides analog output (power supply) signals to the throttle control
unit.
ECU discrete outputs

Ŧ Hydraulic System Monitoring Unit (HSMU) for automatic Ram Air Turbine
(RAT) extension and automatic electrical pump activation
extension
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ELECTRONIC CONTROL UNIT (ECU)

General
The electronic control unit (ECU) is a dual channel digital electronic control with
each channel utilizing a microprocessor for main control functions, a
microcontroller for pressure transducer interface functions and a
microcontroller for ARINC communication function.
Description
ECU harware and software is designed so that the two channels operate
normally with a set of internal inputs and outputs with access to cross channel
data inputs. Each channel can also operate independently without
crossŦchannel data. Fault tolerance enables the engine to continue operation
in the event any or all of the airframe digital data is lost. The ECU is powered
by a threeŦphase alternator. Aircraft power is required up to 15 percent N2
above which the alternator is able to selfŦpower the ECU. Two independent
coils from the alternator provide the power to the two separate ECU channels.
The ECU is a vibration isolated single unit mounted on the fan case and is air
cooled.
Operation
The ECU receives inlet condition data from the aircraft Air Data Computers
(ADCs) and operational commands from the Engine Interface Vibration
Monitoring Unit (EIVMU) in the aircraft on ARINC 429 data busses. It also
receives operating condition data from the various dedicated engine sensors
such as T12, PS12, P0, N1, N2, PS3,and T25, and computes the necessary
fuel flow, VSV, VBV, HPT clearance control, and LPT clearance control. The
ECU provides the necessary current to the torque motors in the
hydromechanical unit (HMU) to control the various modulating valves and
actuators.
The ECU performs an On/Off control of the ignition relays, starter air valve
solenoid, the aircraft thrust reverser directional valve and the thrust reverser
pressurizing valve.
The ECU provides digital data output in ARINC 429 format to the aircraft for
engine parameter display, aircraft flight management system and the aircraft
maintenance data system.
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ECU
PS3 PS14 P25
5
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Electronic control unit (ECU)
General
The ECU is the main component of the FADEC Sytems (Full Authority Digital
Engine Control) and is mounted to the fan case in 8:30 position.
The ECU is connected to the engine and the airplane systems with
8 Receptacles (+ 1 Code Plug) and
5 pneumatic Inputs (+ 1 PO Ports).
The ECU is the main component of the FADEC Sytems and consist of to
separate digital computer channel. Both channels are working independent of
each other. The channels commonly are called ECU Channel A and ECU
Channel B.
As soon as the ECU is powered, it enters into a brief operational phase called
initialization. Two significant events occur during initialization:
First the ECU commands each of the channel processors to perform a series
of self tests, then based on the results of the self test, active and channel
determinations are made. The ”healthiest channel” (the one with the least
important or least number of faults) is always selected active. If both channels
are equally healthy, they alternate between engine starts. If the active/standby
status assignments prior to the last engine shutdown cannot be determined,
Channel A is commanded active, and Channel B standby. Under no conditions
are both channels active, or both standby. The currently active channel is
called (”ChannelŦinŦCommand”).
To enhance system reliability, all inputs to one channel processor are made
available to the other through a CROSS CHANNEL DATA LINK (CCDL). This
allows both channels to remain fully functional even if important inputs to one of
them fail. The CCDL also allows the processors to compare inputs, and
average errors that would otherwise be introduced into the system uncorrected.
NOTE:
If one or more Input data fails (Sensor or Feedback Signals) the active ECU
Channel takes the input sensor signals from the other channel using the CCDL.
The active channel will not be changed.
If one ECUŦOutputŦSignal fails,
the ECU changes the active channel immediately.
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POWER DATA TO
SUPPLY MEMORY INTERACE AIRCRAFT
901XP
12KS1
202XP
13KS1
RECTIFIER
R1
303PP POWER SPLY
14KS1 FROM
DIGITAL EHSV TO
1KS1 AIRPLANE CPU DRIVER ENGINE
I/O
EIVMU SYSTEMS
FROM
SIGNAL
ENGINE
COND
SENSORS
SIGNAL PRESS
CHŦA COND XDCR PRESSURE
CCDL SIGNAL
CHŦB SIGNAL PRESS INPUTS
COND XDCR
FROM
SIGNAL
ENGINE
COND
SENSORS
FROM EHSV
DIGITAL TO
AIRPLANE CPU
I/O DRIVER ENGINE
SYSTEMS
CHŦA RECTIFIER
POWER DATA
MEMORY TO
CHŦB SUPPLY INTERACE
AIRCRAFT
CONTROL
ALTERNATOR ECU
7
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ENGINE RATING / IDENTIFICATION PLUG
The Engine Rating & Engine Identification (Rating/ID) plugs is a dual, stacked
plug, mounted to the J11 connector an the ECU. The Engine Rating/ID Plug is
attached to the fan case by a lanyard and remains with the engine, not the
ECU. ECU 1 CHAN A
LRU IDENTIFICATION
Purpose
The plugs provides thrust and engine configuration information to the ECU for ECU P/N: 1799M99P02
ENGINE S/N: 811Ŧ105
proper engine valve and actuator control.
ENGINE MODEL CFC- 80E1A
The ECU ”reads” plugs each time it is powered. N1 TRIM 3
BUMP LEVEL 0
Functional Description PMUX INSTALLED Y
The Rating plug provides engine thrust rating and bump rating information to
the ECU. CHANGE ENGINE S/N >
The ID plug provides the following information to the ECU. Print*
<RETURN SEND:>
Provides the engine family and rating, engine oil pressure transmitter type
(KULITE or ARMTEC) , the bump selection status, N1 trim, Chip Detector
inhibit, as well as, whether the optional expanded condition monitoring
probes are installed.
LRU IDENTIFICATION PAGE
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ENGINE RATING/
IDENTIFICATION
PLUG
LANYARD
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FADEC POWER SUPPLY

DESCRIPTION AND OPERATION FADEC GROUND POWER
The ECU is powered according several conditions. For maintenance purposes and MCDU engine tests, the engine FADEC GRD
PWR panel allows FADEC power supply to be restored on ground, with engine
shut down.
POWERING N2< 15% When the related FADEC GRD PWR pushbutton is pressed ON, the ECU
The ECU is supplied with power from the aircraft network when N2 is below recovers its power supply.
15%. NOTE: The ECU ia also energized as soon as the mode selector is set to
Each channel is independently supplied by the 115 VAC through the EIVMU IGN/START or CRANK position or when the master lever is set to ON.
The aircraft power permits:
Ŧ Auto ground check of the FADEC when engine is not running
Ŧ Engine starting ( ECU is powered from the master lever or from the
mode selector )
Ŧ ECU operation in case of PMA fault
POWERING N2 > 15%

As soon as the engine is running above 15% N2, the dedicated PMA directly
supplies the ECU.
The PMA supplies each channel with 115VAC. Switching between the aircraft
115 VAC and the PMA supply is done automatically by a transformer in the
ECU
AUTO DE- ENERGIZATION

The FADEC is automatically deenergized on ground, through the EIVMU ,
after engine shutdown.
The auto de- energization occurs on ground:
Ŧ 15 min after aircraft power up
Ŧ 15 min after engine shutdown
Ŧ 5 min after FADEC ground power supply if not in the CMS menu mode
Ŧ at any time when the ENG FIRE pushbutton is released out
NOTE: The EIVMU faisafe powers the ECU even when its not powered itself.
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FADEC GND PWR
ON 901 XP
202 XP(1)
203 XP(2)
ON
ENG
1
OFF
303 PP(1)
301 PP(2)
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PERMANENT MAGNETIC ALTERNATOR (PMA)
General
The ECU control alternator is a high speed bearingless device that generates
3Ŧphase electrical power for use by the engine control system.
The output is sufficient for engine needs above 15% N2. The alternator is
located on the left forward side of the accessory gearbox.
Description
It consists of a separate interchangeable rotor and a separate interchangeable
stator. The rotor contains permanent magnets and is piloted on the accessory
shaft which has 3 equally spaced drive flats. The rotor is retained by a nut. The
stator has dual 3Ŧphase windings and is bolted to the accessory pad. Sealing
is provided by an OŦring
Operation
The alternator provides electrical power to the ECU, with backup power
supplied by the aircraft. The alternator provides 3 phase power from 15 percent
to 110 percent with voltage ranging from 14.2 Vrms minimum to 300 Vrms
maximum respectively.
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ECU INPUTS / T12, PS12, T- FUEL SENSORS

T12 SENSOR FUEL TEMPERATURE SENSOR
Two T12 SENSORS are mounted on the leading edge of the forward fan case. The Fuel Temperature Sensor is located at the output side of the fuel flow
One in the10:00, and one in the 2:00 position. Each provides an electrical ou transmitter, just prior to the main fuel manifolds.
tput proportional to fan inlet total air temperature. A connector located at the It’s purpose is to sense the temperature of metered fuel discharged from the
head of each sensor routes the output to the ECU in the processing subsystem HMU, and to provide that signal to the ECU.
The sensors are identical, and operate in the same manner. The ECU The fuel temperature sensor is a thermocouple type device. Its output varies as
determines fan inlet air temperature by monitoring the electrical resistance the temperature of the fuel passing over it changes. The single sensor provides
value of the sensing element. The sensing element is a resistive thermal an electrical signal to channel B of the ECU. The ECU opens the IDG Air/Oil
device (RTD) constructed by wrapping a platinum wire around a ceramic Cooler if fuel temperature becomes too high.
core. It is located in the probe housing, and is inserted into the fan inlet
airstream when the sensor is mounted to the fan case. Holes drilled in the Functional Description
forward face of the housing allow a small portion of fan inlet air to flow into The sensor contains two chromelŦalumel type thermocouple junctions. The
and around the element. As the airflow heats the element, the electrical junctions are inserted into the fuel where they are heated by the flow of
resistance of the element varies. If the air temperature increases, the metered fuel. As the junctions are heated the chromel and alumel components
resistance of the element increases and v.v. become electrically charged by different amounts at different temperatures, and
The ECU determines the resistance by sending an electrical excitation a voltage potential is developed between the two junctions. The ECU measures
signal through element, and measuring the voltage drop that results. A the potential difference across each of the two junctions.
unique voltage drop is developed for every possible fan inlet air temperature
within the operational range of the sensor. Ps12 SENSOR
The ECU is using the signals for : The Ps12 Pressure Sensors are mounted at approximately the 10:30 and 1:30
positions of the forward fan case.
Ŧ Fuel Metering Control
The purpose of the Ps12 sensors is to provide the pressure of engine inlet
Ŧ Engine Air Control
ambient air to the ECU to be used in several of its calculations. The sensor
The operational range of the T12 input to the ECU is from Ŧ130 to +212 ports provide redundancy by having two sensing transducers dividing a single
degrees F (—90 to 100 degrees C). air input into each channel of the ECU.
The probe housing prevents the element from being damaged by FOD. Also, The Ps12 pressure sensors are static ports located in the fan case ahead of
it prevents water and ice from making direct contact with the element and int the fan. The 2 sensors are joined together by a manifold that routes this
erfering with the sensors ability to detect the true temperature of the inlet pressure to 2 pressure transducers in the ECU.
airflow.
The pressure transducers in the ECU are connected to channel A, and the
other to channel B.
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Ps12 SENSOR
GROUNDING
BOLT
ELECTRICAL
CONNECTOR
AIRFLOW PROTECTIVE
HOUSING
SENSOR
ELEMENT
FUEL TEMP SENSOR
FAN INLET TEMPERATURE (T12) SENSOR

5
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ECU INPUTS T25 / P25 ECU INPUTS T3, PS3 AND PO
Compressor Inlet Pessure and Temperature Sensor T3 Sensor
The T25 / P25 SENSOR is composed of a T25 total temperature sensor and a The T3 SENSOR is mounted to the forward end of the compressor rear frame
P25 total pressure probe combined into a single unit. The T25 sensor provides at the 11:30 position. It provides two electrical outputs proportional to
two electrical outputs proportional to the compressor inlet total air temperature, compressor discharge air temperature. A single electrical connector remotely
and the P25 probe a pneumatic output equivalent to compressor inlet total air located from the body of the sensor routes both outputs to the ECU in the pr
pressure. ocessing subsystem. The connector is located on a bracket mounted on
The T25 outputs are routed to the ECU through two separate connectors the LPT cooling air tube on the left side of the engine.
located at the head of the sensor for fuel metering control. The outputs from the body of the sensor are extended to the connector by a
They are identical. metal cased, ceramic sheathed electrical interface (hardŦlead). The outputs
The P25 output is taken from a pressure port at the top of the sensor, and are identical.
routed through a pressure line to the ECU. P25 sensing is an optional The operating range of the T3 input to the ECU is from Ŧ76 to +1337
feature of the FADEC system, and the output port is capped when it is not degrees F (Ŧ60 to +725 degrees C)
used for condition monitoring purposes. The ECU uses the signals for Engine Air Control
The T25 / P25 SENSOR is mounted to the aft side of the fan frame in the Ŧ High Pressure Turbine Clearance Control (HPTCC)
7:3O position.
Ŧ Bore Cooling System (if installed)
The T25 outputs are produced by two RTD sensing elements contained in the
probe housing. Each element is constructed by wrapping platinum wire around PS3 Pressure Sensor
a ceramic core, and is inserted into the compressor inlet airstream when the PS3 is taken from a fitting on the housing in 3:00 of the Compressor Rear
sensor is mounted to the fan frame. Holes drilled into the forward face of the Frame. Air entering the probe is ported out the top of the fitting to a transducer
housing allow a small portion of compressor inlet air to enter the housing, and located in the ECU. The transducer provides separate pressure input signals
flow around the elements. The electrical resistance of the elements varies dir for both ECU CHŦA and CHŦB. PS3 is used for :
ectly with the compressor inlet air temperature. As the air temperature in
Fuel Metering
creases, the resistance of the elements increases and v.v.
Overboost Protection
To determine the temperature of the compressor inlet air, the ECU sends an
electrical excitation signal through each element, and measures the voltage Engine Air Control
drop that develops. A unique voltage drop is developed for every possible
PO Outside Pressure Port
compressor inlet temperature throughout the operating range of the sensor.
The P0 sensor is an integral part of the ECU that measures the static ambient
The operating range of the T25 input to the ECU is from Ŧ130 to +392 pressure. Each channel contains an independent quartz capacitor type,
degrees F (Ŧ90 to +200 degrees C). temperature compensated, digital output pressure transducer which measures
The pressure input to the P25 probe is a cone shaped opening machined into a static ambient pressure.
raised boss on the forward face of the housing, and is inserted into the The pressure is measured through a hole on the pressure plate of the ECU,
compressor inlet airstream when the sensor is mounted to the fan frame. which is ported to each channel. The external pressure is fan cowl
Air entering the probe is ported out the top of the sensor to a transducer compartment pressure, but it correlates closely with true static ambient
located in the ECU. pressure.
The operational range of the P25 input to the ECU is from 2 to 75 psia.
GE CF6-80E1 154 of 394

FAN P25 TUBE

FRAME OŦRING
COUPLING
COMPRESSOR INLET NUT
GASKET (4 LOCATIONS) CHANNEL A
TEMPERATURE (CIT) ELECTRICAL
SENSOR CONNECTOR
FAN
FRAME
CHANNEL B
ELECTRICAL
CONNECTOR
P25/T25 SENSOR INSTALLATION COMPRESSOR
INLET
FWD TEMPERATURE
(CIT) SENSOR
P25 / T25 SENSOR
T3 SENSOR
T3 SENSOR
PROBE LINE
GASKET
CHŦA
T3 CONNECTOR
CHŦB
T3 SENSOR
7
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ECU INPUTS PS14 AND P49 ECU INPUTS T5
PS14 (Fan Discharge) Pressure Sensor T5 Temperature Sensor
The PS14 PROBE is a static pressure probe mounted on the aft fan case at The T5 SENSOR is mounted on the aft end of the turbine rear frame at the
the 10:30 position. It provides a pneumatic output equivalent to fan discharge 9:30 position. It produces an electrical output proportional to LPT discharge air
static air pressure. The output is taken from a discharge port at the top of the temperature . The output is extended from the body of the sensor to an
probe, and routed through one single pressure line to the ECU in the electrical connector by a soft lead. The connector is located on a bracket
processing subsystem. mounted to the LPT cooling air tube on the left side of the engine The output
The PS14 probe is an optional feature of the FADEC system. The PS 14 is applied to the ECU in the processing subsystem.
probe provides information for the Aircraft Condition Monitoring System The T5 sensor is an optional feature of the FADEC system. The T5 probe
(ACMS) about the efficiency of the Fan. provides information for the Aircraft Condition Monitoring System (ACMS)
The operational range of the PS14 input to the ECU is from 2 to 30 psia. about the efficiency of the Low Pressure Turbine.
The body of the probe is inserted into a slot cut into the aft fan case so the The operational range of the T5 input to the ECU is from Ŧ76 to +1571
bottom of the probe sits flush with the inner wall of the fan case Static air degrees F (—60 to +855 degrees C).
pressure present in the fan discharge duct forces airflow through a small hole The sensor contains two chromelŦalumel type thermocouples with the thermal
drilled in the inboard side of the probe. The airflow is ported out the top of the junctions located at two different points along the sensing axis of the probe.
probe to a transducer located in the ECU. When the probe is inserted into the LPT discharge airstream, one junction
senses the air temperature at a depth of approximately 2.5 inches (6.4 cm),
P49 (HP Discharge) Pressure Sensor and other at a depth of approximately 4.5 inches (ll.4 cm). As the LPT
The P49 PROBE is mounted on the forward side of the LPT case at the 3:30 discharge airflow heats the junctions, the chromel and alumel components
position. It provIdes a pneumatic output equivalent to the total pressure of the become electrically charged by differing amounts at different temperatures. The
LPT inlet airflow. The output is taken from a port at the top of the sensor, and charge on the chromel components of both junctions is routed to a chromel
routed through one single pressure line to the ECU in the processing stud located at the top of the sensor, and the charge on the alumel components
subsystem. to an alumel stud. The resulting voltage potential developed across the studs
The P49 Probe is an optional feature of the FADEC system. The P49 represents the average of the temperatures sensed by both junctions. The
probe provides information for the Aircraft Condition Monitoring System charges on the studs are transferred to the output connector where the
(ACMS) about the efficiency of the High Pressure Turbine. potential between them is measured by the ECU.
The operational range of the P49 input to the ECU is from 25 to 12O psia The T5 signal is available only one time for the two ECU channels.
The probe contains four coneŦshaped total pressure inputs machined into
raised bosses that are inserted into the LPT inlet airflow when the probe is
mounted to the turbine case. LPT inlet air flowing into the probe is combined in
a central manifold, and ported out the top of the probe to a pressure transducer
located in the ECU.
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FWD LPT CASE

MOUNTING PAD
P49 PRESSURE PROBE

NIPPLE
PREFORMED
PACKING
PS14 PRESSURE
SENSOR PRESSURE
FWD HOSE
P49 PRESSURE PROBE

PS14 PRESSURE SENSOR
TURBINE
REAR FRAME
MOUNTING PAD
T5 TEMPERATURE
PROBE
ELECTRICAL
LEADS
T5 TEMPERATURE PROBE
GE CF6-80E1 157 of 394
ENGINE MASTER CONTROL

General
The ENG/MASTER switch controls:
the HP fuel shutŦoff valve
the reset of the ECU
the LP fuel shutŦoff valve
System Description
The ENG/MASTER switches located on the panel 125VU comprise each six
stages that supply respectively:
the alternate starting through the ECU (automatic start) and the ENG OIL
LOW PRESS relay
the reset of the ECU A and B channels
the HP FUEL ON and HP FUEL OFF controls, through the EIVMU (manual
and automatic start modes)
the excitation of the ENG MASTER SW SLAVE relay which cuts off the
power
supply of the LP FUEL VALVE actuator the closure of the HP FUEL shutŦoff
valve.
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LP FUEL VALVE CLOSURE LP FUEL

ACTUATOR OPENING SOV
MASTER SW FIRE
SLAVE RELAY P/B SW
HP FUEL ON/OFF
ENGINE ALTERNATE
START/IGNITION
MASTER SW
DISCRETE
CH A RESET
CH B RESET
HP FUEL
CLOSURE
SOV
SOLENOID
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73- 21 FADEC TROUBLE SHOOTING
SPECIFIC CMS PAGES PRESENTATION
GE CF6-80E1 160 of 394

FROM MCDU MENU

ECU ACCESS
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LAST LEG REPORT
To access the list of class 1 and 2 faults detected by the ECU during the last reading of the last leg report
flight. reading of the previous leg report.
PREVIOUS LEGS REPORT Troubleshooting data detected during interactive tests performed in menu
mode and stored in Random Access Memory (RAM) may be accessed directly
To access the list of class 1 and 2 faults detected by the ECU during the last 63
when fault messages are displayed during the following procedures. In these
flights (excluding the last flight).
cases, only faults relevant to the test being performed and troubleshooting data
FADEC System Ground Scanning on the selected fault are displayed.
The Ground Scanning Report provides fault information after an engine start is operational test of the FADEC on the ground (with engine motoring)
first initiated up to three minutes after the third engine is started. Sometimes it operational test of the FADEC on the ground (with engine non motoring)
is necessary to actually run the engine to confirm that a specific maintenance FADEC system ground scanning
action was successful in clearing a fault. After changing an assumed faulty operational test of the thrust reverser system via MCDU
LRU, the Ground Scanning Report will provide fault information as to whether
or not the fault still exists on the ground.
The Ground Scanning Report must be accessed before the ECU shuts down
(15 minutes after setting ENG/MASTER switch to OFF) or all information is
lost. A ground run must be performed to again store any existing faults in the
FADEC system.
FADEC System Ground Report

The Ground Report provides fault information from after landing (aircraft speed
below 80 knots) to 80 knots on the next takeŦoff roll.
The Ground Report identifies only new faults generated while the aircraft is on
the ground. The first 5 class 1, 2 or 3 faults generated that were not stored in
the current or last flight leg will be stored in the Ground Report. This
information is retained in the memory of the ECU and will not be lost if the ECU
is powered down.
FADEC System Troubleshooting Data

To access FADEC system troubleshooting data for class 1 and 2 faults
detected during Normal Mode operation and all faults detected during
interactive tests performed in Menu Mode.
Troubleshooting data detected during normal mode operation and stored in
Non Volatile Memory (NVM) may be accessed from the CMS Ŧ ECU/CHAN
Report/Test main menu. In this case, troubleshooting data for the last 12 faults
isolated over the last 64 flight legs is displayed on the MCDU in reverse
chronological order (most recent first). This same data may be accessed when
fault messages are displayed during the following procedures:
GE CF6-80E1 162 of 394

1 2
ECU 2 CHAN A ECU 2 CHAN A 1/2 ECU 2 CHAN A 1/3
LAST LEG CLASS 3 LAST LEG REPORT JAN 04 PREVIOUS LEGS REPORT JAN 04
1 <REPORT FAULTS> UTC ATA CLASS DŦAIXX
PREVIOUS LEGS SYSTEM LEG DATE UTC ATA CLASS
2 <REPORT TESTS> 4 1235 341234 1> 04 JANUARY 1020 1>
ADRU (1FP1)
ENGINE
3 <LRU IDENT TESTS> 5 1240 732534 1>
EIVMU1 (1KS1)
DISPLAY
<GROUND SCANNING TESTS>
TROUBLE SHOOT GROUND
<DATA REPORT>
SPECIFIC Print* Print*
<RETURN DATA> <RETURN SEND:> <RETURN SEND:>
3 4 5
ECU 2 CHAN A ECU 2 CHAN A 1/1 ECU 2 CHAN A
LRU IDENTIFICATION SYSTEM TEST JAN 04 ENGINE TESTS
ECU P/N: 1799M99P02 INITIAL CONDITIONS: <MOTORING TEST

ENGINE S/N: 811Ŧ105 ŦSET ADIRU 1 + 2 TO NAV
ENGINE MODEL CFC- 80E1A <THRUST REVERSER TEST
N1 TRIM 3
BUMP LEVEL 0 <START TEST <IGNITION TEST
PMUX INSTALLED Y
CHANGE ENGINE S/N > <ENGINE RUNNING TEST

Print* Print*
<RETURN SEND:> <RETURN SEND:> <RETURN Print*
5
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Engine Motoring Test
The FADEC motoring test is used to perform a activ operational test with
engine motoring.
The ECU controls all relevant components ( starter valve open- close cycle ) for
this test.
When a proper N2Ŧspeed ( > 20% ) is reached the ECU performs twice a full
travel check by controlling the servo valves from systems which are
electro- hydraulically operated.
GE CF6-80E1 164 of 394

1 2
ECU 2 CHAN A ECU 2 CHAN A ECU 2 CHAN A
ENGINE TESTS MOTORING TEST MOTORING TEST
CAUTION: ENGINE WILL ROTATE CAUTION: ENGINE WILL

DURING TEST. ROTATE DURING TEST.
<MOTORING TEST
INITIAL CONDITIONS:
ŦSUPPLY STARTER AIR
<THRUST REVERSER TEST ŦON PEDESTAL SET ENG START
SW TO NORM
<IGNITION TEST ŦSELECT OWN ENGINE MASTER <CONFIRM START OF TEST
LEVER TO ON
<ENGINE RUNNING TEST <START TEST
<RETURN Print* <RETURN <RETURN
ENG START SW = MODE SELECTOR
3 4 5
MOTORING TEST MOTORING TEST MOTORING TEST
TEST IN PROGRESS 60 S TEST OK ŦTURN OF STARTER AIR
ŦON PEDESTAL SET OWN

ENGINE MASTER LEVER
TO OFF
<TEST CLOSE UP
<RETURN Print* <RETURN Print* <RETURN
7
GE CF6-80E1 165 of 394
Engine Running Test
Ŧ Hydraulic System Monitoring Unit (HSMU) (Ref. 29Ŧ11Ŧ00) for automatic
Ram Air Turbine (RAT) extension and automatic electrical pump activation
extension (Ref. 27Ŧ93Ŧ00/27Ŧ94Ŧ00)
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GE CF6-80E1 167 of 394

Engine Display Test
The FADEC display test is performed by the ECU in order to check:
N1 redline
N2 redline
EGT max Continuous
EGT redline
EWD display indications presented on ECAM. Thus all corresponding
computers ( ECU, FWC and DMCs ) are involved and checked.
NOTE: The ACMS system will trigger all exceedance reports and sends them
to the ACARS system.
GE CF6-80E1 168 of 394

1 2 3
DISPLAY TEST DISPLAY TEST DISPLAY TEST
N1 LIMIT N2 LIMIT EGT MCT LIMIT
MAKE SURE THAT ON EWD MAKE SURE THAT ON EWD MAKE SURE THAT ON EWD
N1 RED LINE LIMIT IS RE- N2 RED LINE LIMTI IS RE- EGT MCT AMBER LINE IS
ACHED AND N1 OVERLIMIT ACHED AND N2 OVERLIMIT REACHED AND VALUE IS
IS SHOWN IS SHOWN SHOWN
<YES NO> <YES NO> <YES NO>
<RETURN Print* <RETURN Print* <RETURN Print*
ATT.: OPEN CB BEFORE TEST 721VU / F04/ 4TV (ACMS/DMU/DAR)
4 5
ECU 2 CHAN A ECU 2 CHAN A
DISPLAY TEST DISPLAY TEST
EGT T/O LIMIT TEST OK
MAKE SURE THAT ON EWD

EGT T/O RED LINE LIMIT IS
REACHED AND OVERLIMIT
IS SHOWN
<YES NO>
<RETURN Print* <RETURN Print*
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Engine Specific Data Readout
The SPECIFIC DATA READOUT gives access to:
A/C Current Status information
Power Setting MAX VALUES
Fuel Used
Scheduled Maintenance Report
GE CF6-80E1 170 of 394


LAST LEG CLASS 3 SPECIFIC DATA
<REPORT FAULTS>
PREVIOUS LEGS SYSTEM
<REPORT TESTS> <CURRENT STATUS
ENGINE
<LRU IDENT TESTS> 1 <PWR SETTING MAX VALUES
DISPLAY
<GROUND SCANNING TESTS> 2 <FUEL USED
<DATA REPORT> 3 <SCHEDULED MAINT REPORT
SPECIFIC
<RETURN DATA> A <RETURN PRINT>
1 2 3
PWR SETTING MAX VALUES FUEL USED SCHEDULED MAINT REPORT
PHYSICAL VALUES:
VALUE REACHED TIME
N1 51.3% 0S
N2 84.9% 0S
EGT 501DEG 0S
47544 POUNDS NO FAULT DETECTED
INDICATED VALUES:
N1 51% 0S
EGT 472DEG 0S
< RESET MAX VALUES < RESET VALUE
<RETURN PRINT> <RETURN PRINT> <RETURN PRINT>
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Specific Data Current Status Readout
The Current Status Readout may be used for real time system information from
te selected ECU Channel.
Discretes and ARINC Inputs are shown in clear language and may be used for
engine trouble shooting.
GE CF6-80E1 172 of 394

A 1
ECU 2 CHAN A ECU 2 CHAN A 1/4
SPECIFIC DATA CURRENT STATUS
INPUT DISCRETE STATE
DISCRETE STATE A/B
A <CURRENT STATUS
A/THR ENGAGEMENT O/O
INST DISCONNECT O/C
<PWR SETTING MAX VALUES
ALTERNATE START O/O
<FUEL USED EIVMU TRDV PWR SW O/O
EIVMU IGNA PWR SW O/O
EIVMU IGNB PWR SW O/O
<SCHEDULED MAINT REPORT REV INHIB SW O/O
MASTER LEVER SW C/C
<RETURN PRINT> <RETURN PRINT>
2 3 4
ECU 2 CHAN A 2/4 ECU 2 CHAN A 3/4 ECU 2 CHAN A 4/4
CURRENT STATUS CURRENT STATUS CURRENT STATUS
INPUT ANALOG STATE EIVMU ARINC INPUT BUS EIVMU ARINC INPUT BUS
/ DISCRETE STATE DISCRETE STATE
ANALOG STATE A B
A/THR ENGAGEMENT 0 CRANK SELECTED 0
TRA = 0.21 / 0.06
MIN IDLE SIGNAL 1 NORM SELECTED 1
BUMP P/B SW 0 IGN/START SELECTED 0
MASTER LEVER ON 0
NAC ANTIŦICE P/B SW 1 MASTER LEVER OFF 1
DERATED CLB 0 MAN START P/B 0
DERATED T/O 0
<RETURN PRINT> <RETURN PRINT> <RETURN PRINT>
5
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ECAM ENGINE WARNINGS

CTL SYS FAULT ENG FAIL
An engine transient limitation is requested due to any of the following reasons : ENG 1 is not running for more than 30 seconds with :
There is a torque motor wrap fault either on a Variable Bleed Valve (VBV), ENG 1 master lever ON.
or Variable Stator Vane (VSV), or Fuel Metering Valve (FMV), or the VBV ENG 1 fire pushbutton not released out.
operates on a failsafe value, and the Electronic Control Unit (ECU) channel
ENG 1 start sequence not active.
indicating one of the above faults is active.
Or there is a confirmed disagreement between the position and the ENG SHUT DOWN
demand for the VBV, VSV, or FMV loops. ENG 1 was shut down :
The FADEC accomodates failures with slow engine response for any of the In flight with the ENG 1 master lever set to OFF.
following reasons :
Or on ground with the ENG 1 FIRE pushbutton released out.
There is no valid local or cross channel data for the Fuel Metering Valve
(FMV) position and the modelled value is selected. ENG STALL
Or there is no valid local or cross channel data for the Variable Stator Vane An engine stall was detected by the FADEC on ENG 1. (Stall detection is
(VSV) and the modelled value is selected. based on N2 or EGT monitoring) The corrective action is to set the ENG 1
There is a risk of engine blow out or surge. master lever to OFF.
An engine transient limitation is requested and the FADEC accomodates T.O THRUST DISAGREE
failures with slow engine response due to a total loss of any of the following This appears when the takeŦoff power is set, if each engine Electronic Control
parameters : Unit (ECU) has not selected the same takeŦoff mode ( Flex T.O )
Fan speed (N1ACT).
Core speed (N2ACT). REDUCED THRUST NOT SET
Compressor discharge pressure also called CDP (P3). This appears when the takeŦoff power is set, if at least one engine Electronic
Control Unit (ECU) has selected a limit mode which is not in accordance with
Compressor discharge temperature (T3). the thrust lever position :
Compressor inlet temperature (T25). Max TOGA limit mode selected with thrust lever in MCT position.
There is a risk of engine blow out or surge. Or Derated takeŦoff limit mode selected with thrust lever in TOGA position.
BLEED STATUS FAULT ENG OUT
The ENG 1 bleed status is faulty. The Electronic Control Unit (ECU) does not This appears in flight in case of four engines flame out.
receive the bleed status ARINC label from the Engine Interface and Vibration
Monitoring Unit (EIVMU).
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7
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WARNINGS (FADEC/FUEL)
EIU FAULT
There is a failure detected in all data bus inputs to the Engine Interface and
Vibration Monitoring Unit (EIVMU).
FADEC SYS FAULT

This happens when a class 1 ”NO GO” fault is detected on the FADEC system
by the ECU. This appears on ground only.
FADEC FAULT
This happens when there is a total loss of control of the ECU. No channel is in
control and no class 1 ”NO GO” fault is detected by any channel. This is not
due to an auto shut down of the FADEC supply. Normal engine operation
should be monitored on the engine system page, and if necessary shut down
the engine.
FADEC OVHT
The ENG 1 Electronic Control Unit (ECU) internal temperature xceeds 105
deg. C. If the aircraft is on the ground, the engine should be shut down. If the
aircraft is in flight, normal engine operation should be monitored on the engine
system page, and if necessary shut down the engine.
FUEL FILTER CLOG

The engine is running and the fuel filter is clogged ( the pressure drop across
the filter exceeds 43 PSI )
MINOR FAULT
This appears on ground when there is a FADEC system 2 fault. The level 2
faults are ”GO IF” conditions, and therefore, are dispatchable at the propulsion
system level provided a specific maintenance or operational procedure is
applied prior to departure, or for which a time limited dispatch exists (repairing
before 150 hours).
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GE CF6-80E1 177 of 394

WARNINGS (IGNITION/START)
IGN A+B FAULT This happens during an engine start when a low fan speed (N1) is detected
Both ENG 1(2) ignition systems, A and B are faulty, or their corresponding 11 and N2 is over 53%.
5 VAC electrical power supply is not available. This appears when the thrust lever is not on idle during a manual or
automatic start sequence.
IGN A (B) FAULT
The ENG 1 ignition system A is faulty, or the corresponding 115 VAC electrical HP FUEL VALVE
power supply is not available. The ENG 1 HP fuel shut off valve has failed in the closed position. This
happens when the engine status is not ”RUN”, the FADEC is commanding
START VALVE FAULT the fuel valve to open, N2 is greater than 1735 rpm (12% N2), both channel
The ENG 1 Starter Air Valve (SAV) has failed in the closed position. The HPSOV switches are indicating a closed valve and these conditions have
FADEC commands the SAV to open and both channel SAV switches are been present for more than 4 sec.
indicating a closed position with the bleed manifold pressure above the The ENG 1 HP fuel shut off valve has failed in the opened position. This
minimum valve opening pressure (25 psig). happens when the ENG MASTER control is set to OFF, and both channel
The ENG 1 Starter Air Valve (SAV) does not open due to no starter air HPSOV switches are indicating an open valve and these conditions have
pressure. The FADEC commands the SAV to open and both channel SAV been present for more than 4 sec.
switches are indicating a closed position with the bleed manifold pressure
below the minimum valve opening pressure.
The ENG 1 Starter Air Valve (SAV) has failed in the opened position. The
FADEC commands the SAV to close and both channel SAV switches are
indicating a not closed position.
START FAULT
This appears when a sheared starter shaft was detected.
An ENG 1 starter time limit exceeded was detected. During either an auto
start or a manual start or a dry or wet crank, the Starter Air Valve (SAV) has
been open for more than 120 seconds and lightoff has not been detected.
An ENG 1 stall was detected during a start sequence. Stall detection is
based on N2 and EGT monitoring.
An ENG 1 EGT overtemp was detected during a start sequence. This
happens when the engine status is below idle and the EGT exceeds 750
deg. C and lightoff has been detected.
An ENG 1 no light up condition was detected. This happens when a ground
autostart or manual start is in progress and no light up has been detected
after 20 seconds.
An ENG 1 hung start condition was detected by the ECU. The detection is
based on the N2 acceleration after light up.
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GE CF6-80E1 179 of 394

WARNINGS (INDICATING)
TYPE DISAGREE
There is an engine configuration disagreement. At least one of the engine
configuration plugs is not in agreement with the engine coding identification
of the Flight Warning Computer (FWC). This can appear on ground at
FADEC power up.
N1 OVERLIMIT
This happens if N1 exceeds the red line limit (115.5 %). If N1 remained
below the exceedence limit (115.5 %), the engine thrust must be reduced to
keep N1 below the red line limit. If the exceedence limit (115.5 %) was
exceeded, the engine must be shut down.
N2 OVERLIMIT
This happens if N2 exceeds the red line limit (113.0 %). If N2 remained
below the exceedence limit (113.0 %), the engine thrust must be reduced to
keep N2 below the red line limit. If the exceedence limit (113.0 %) was
EGT OVERLIMIT
This happens if EGT exceeds the red line limit (975 Deg C) or when it
compared to amber line (940 Deg C). If EGT remained below the
exceedence limit (975 Deg C), the engine thrust must be reduced to keep
EGT below the red line limit. If the exceedence limit (975 Deg C) was
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GE CF6-80E1 181 of 394

WARNINGS (REVERSE AND THRUST CONTROL)
REVERSER FAULT THRUST LOCKED
This happens when : This appears when the autothrust system is disengaging and the ECU is in
The thrust reverser is inoperative due to a TRDV or TRPV relay failure in memory thrust mode. It means that the ECU locks the thrust (N1 actual) at the
open position on the active channel. level it had at the time of the autothrust mode deactivation. A manual action on
the thrust levers gives a new N1 target to the ECU in manual mode.
Or there is a thrust reverser level 1 fault (RVDTs and switches disagreement
for example).
Or the aircraft 28VDC power for TRDV is available and no request for
deploy has been selected.
REV PRESSURIZED
This happens when the thrust reverser system is pressurized without
deployment order. Note that in this case the thrust is automatically
commanded to idle.
REV UNLOCKED
This happens if the reverser is unstowed or fully deployed without being
commanded. Note that in this case the thrust is automatically commanded
to idle.
REV INHIBITED
This appears when the reverser was blocked in the stowed position by
maintenance action.
THR LEVER FAULT

This appears when there are TRA validation faults detected on both TRA
inputs to the ECU. Depending on the last valid TRA, the default TRA
corresponding to the available power can be : IDLE, MCT, or TO. If the
default case is MCT or TO, the thrust can be controlled by the autothrust
system, provided it is available. TRA : Throttle Resolver Angle.
THR LEVER DISAGREE
This appears when there is a TRA disagree failure detected between the
two valid channel TRA inputs to the ECU. Depending on the default TRA,
the maximum available power can be : IDLE or MCT. If the default case is
MCT, the thrust can be controlled by the autothrust system if available.
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5
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WARNINGS (OIL SYSTEM)
OIL LO TEMP
This happens when the aircraft is on ground, the engine oil temperature is
less than - 10 deg C and N2 is above 61%.
OIL HI TEMP
This happens when the engine oil temperature exceeds 160 deg C for more
than 15 min, or 175 deg C any time. The corrective action is to shut down
the engine.
OIL LO PRESS
This happens when the engine is running at N2 above minimum idle, and
the oil pressure drops below 10 PSI with a 30s time delay.The corrective
action is to shut down the engine.
OIL FILTER CLOG
This happens when the engine is running and the oil filter differencial
pressure is near by the bypass condition. When the differential pressure
reaches 29 PSI the switch closes. Note that filter bypass is at approximately
40 PSI.
GE CF6-80E1 184 of 394

OIL LO TEMP
OIL HI TEMP
OIL LO PRESS
OIL FILTER CLOG

7
GE CF6-80E1 185 of 394
ATA 75 AIR SYSTEMS

75Ŧ00 ENGINE AIR SYSTEMS
GENERAL
System Description The Accessory Cooling System is comprised of
The engine air system is divided into three major subsystems : Service Bleeds (8. & 14.HPC Stage)
The primary (Compressor) Airflow Control subsystem regulates the amount Aircraft Anti Ice (Wing Thermal Anti Ice)
of primary airflow into the HPC Inlet, and maintains stallŦfree operation of the Engine Anti Ice (Nacelle Anti Ice)
compressor over a wide range of engine operation speeds, temperatures and
Igniter Lead Cooling
altitudes. It is comprised of
The airflow for internal and external engine cooling is provided by valves
Variable Stator Vanes (VSV) positioning function
which are installed outside of the engine.
Variable Bleed Valves (VBV) positioning function.
All subsystems are controlled and operated by the active channel of the ECU
and the Hydro Mechanical Unit (HMU) servo system.
The Active Clearance Control subsystem improves the specific fuel consum
ption of the engine by increasing the efficiency of the turbines. This
subsystem is also called the external engine cooling system or Turbine Case
Cooling System and is comprised of a
High Pressure Turbine Clearance Control System (HPTCC)
Low Pressure Turbine Clearance Control System (LPTCC)
Core Compartment Cooling System (CCCS).
The Parasitic Airflow Control subsystem improves specific fuel consumption

of the engine by reducing the amount of parasitic cooling air bled off the
primary air flow path during low power operations. This subsystem is also
called the engine internal cooling system and is comprised of
Bore Cooling System
GE CF6-80E1 186 of 394

SOLENOID SYSTEMS
(ECU CONTROLLED)
SERVO SYSTEMS
(HMU EHSV CONTROLLED)
ECU
ENGINE INTERNAL
COOLING SYSTEM
BORE COOLING
VARIABE
STATOR VANE
CORE COMPARTMENT
SYSTEM
COOLING SYSTEM
(VSV)
(CCCV)
TURBINE CASE
COOLING SYSTEM
HIGH PRESSURE TURBINE VARIABE
CLEARANCE CONTROL BLEED VALVE
(HPTCC) SYSTEM
LOW PRESSURE TURBINE (VBV)
CLEARANCE CONTROL
(LPTCC)
HMU
COOLING SYSTEMS COMPRESSOR AIRFLOW
CONTROL
SERVICE BLEEDS
IGNITER LEAD COOLING
AIRCRAFT ANTI ICE
ENGINE ANTI ICE
GE CF6-80E1 187 of 394

BORE COOLING VALVE
HIGH PRESSURE
CORE COMPARTMENT LOW PRESSURE
TURBINE CASE
COOLING AIR VALVE TURBINE CASE
COOLING
CORE COMPARTMENT COOLING
COOLING MANIFOLD
7TH STAGE
DELTA PRESS
SWITCH
LPT CLEARANCE
CONTROL VALVE
FAN DISCHARGE
AIR SOURCE
LEFT SIDE
GE CF6-80E1 188 of 394

BORE COOLING
VALVE (3 PLACES)
FAN DISCHARGE
HIGH PRESSURE AIR SOURCE
TURBINE CASE
COOLING HPT CLEARANCE
CONTROL VALVE
LOW PRESSURE
TURBINE CASE
COOLING
(BIRDCAGE)
IGNITION LEADS AND
HEAT SHIELD COOLING
RIGHT SIDE
GE CF6-80E1 189 of 394

BORE COOLING SYSTEM

Bore Cooling System Description
In the fan frame inner strut area, five openings are located on the forward edge
for air removal. These openings pressurize the B/C sump cavity via external
engine tubing and supply bore cooling air to the core compressor rotor. Bore
cooling flow from one of these ports is controlled by an exterior mounted valve.
The other four ports maintains constant flow.
The core compressor rotor bore temperature calculated by the ECU and the
engine power setting determine the bore cooling valve opening.
Bore cooling demand is based on corrected core speed (N2K), T3 and T25.
The bore cooling valve is mounted to the aft fan case at the 5:30 o’clock
position aft looking forward. The valve is a two position sleeveŦtype valve
actuated by an attached solenoid. The valve contains two electrical connectors
that interface it directly with the ECU. The valve saves primary air by reducing
the cooling airflow to the center bore of the engine during low power
operations.
Booster discharge air removed by leading edge openings on five of the fan
frame struts supplies the cooling flow. Air removed by four of the struts is
routed directly to the center bore. Air removed by the other strut is first piped to
the bore cooling valve, then routed to the center bore. The cooling airflow is
reduced by closing the bore cooling valve.
GE CF6-80E1 190 of 394

1
12
2
11 FAN FRAME AFT LOOKING
3 FORWARD
10 SIGNAL INPUT
AŦSUMP N2K, T3, T25
4
FAN STRUTS
9
5 LPC DISCHARGE
8
ECU
6
7
CH- A / CH- B
BCV MANIFOLD
BORE COOLING VALVE
GE CF6-80E1 191 of 394

Component Description
The pneumatically actuated bore cooling valve has a movable sleeve, an
actuation chamber and a solenoid controlled ball valve. The movable sleeve is
spring loaded to the open position. When the solenoid energizes, the ball valve
opens and inlet air pressure ported into the actuation chamber moves the
sleeve to the closed position. When the solenoid deŦenergizes, the ball valve
cutsŦoff the inlet airflow into the actuation chamber and the spring returns the
sleeve to the open position. The solenoid is energized or deŦenergized by the
ECU. The input is equal to 16 VDC (maximum) to energize the solenoid and 0
VDC to deŦenergize the solenoid.
The Valve is spring loaded fail safe in the open position.
Inspection of the bore cooling valve.

There is no feedback position available for the ECU. To find the position of the
bore cooling valve follow these steps:
Put an pin (wire), maximum diameter in the position indication hole on the
outlet flange of the valve.
The pin must be put in the hole a minimum distance of 0.30 in. (7.6199 mm)
Replace the valve if the pin cannot be put in the valve the minimum distance
(Ref. AMM TASK 75Ŧ24Ŧ51Ŧ000Ŧ801) and (Ref. AMM TASK
75Ŧ24Ŧ51Ŧ400Ŧ801) .
GE CF6-80E1 192 of 394

POSITION
INDICATION HOLE BORE COOLING VALVE
SPRING LOADED OPEN
5:30 O‘CLOCK POSITION AFT FAN CASE
SPRING
SOLENOIDE
ENERGIZED POSITION
VALVE CLOSED INDICATION HOLE
TRANSLATING SLEEVE
SECTION A- A
NOTE: VALVE SHOWN
IN THE OPEN POSITION.
PNEUMATIC SIGNAL
PRESSURE PORT
5TH AIR FLOW DIRECTION
5
GE CF6-80E1 193 of 394
CORE COMPARTMENT COOLING VALVE

Core Compartment Cooling Valve Description
The Core Compartment Cooling Valve (CCCV) is mounted to the HPC Case in
approx. 10:00 position.
The CCCV provides cooling air for
the Core Compartment
various switches CORE COMPARTMENT
particularly high stressed components and devices like e.g. Cowling Hinges. COOLING VALVE
Fan Air is used as cooling air.The air is taken away from the Fan Diaphragm
directly behind a Variable Bleed Valve.
The valve is equipped with a ”Manual Override Handle” (which is also used as
a valve position indication) and a lockout screw. The valve can be locked only
in ”OPEN” position.
Normal Operation
The valve provides maximum cooling air flow to the core compartment airspace
during all operating conditions except cruise.
At altitude (cruise), ambient air provides sufficient cooling and the ECU signals
the valve closed. A small amount of air flow continues to pass through the
valve when closed.
The CCCV is a ”Solenoid Controlled, Pressure Operated Butterfly Valve”.
The valve is normally springŦloaded (Fail Safe) open.
Valve position control is provided by the current active ECU Channel A or B.
Only if the engine is operated under stabilized conditions, the system becomes
active and the (normally open) valve closes.
The CCCŦValve is equipped with its own dual control solenoid. The ECU en
ergizes either the ”A” or the ”B” coil of the Core Compartment Cooling Valve
Solenoid to allow 11th stage HPC air to go to the close side of the
CCCŦValve.
GE CF6-80E1 194 of 394

SOLENOID
LOCKSCREW
POSITION
INDICATOR LOCKSCREW STORAGE HOLE
LEVER
RETAINING PLATE
ECU CABLE COUPLING CLAMP
CORE COMPARTMENT SOLENOID

COOLING AIR VALVE
EŦSEAL
CLAMP NUT
FWD
EŦSEAL
CLAMP NUT
COUPLING PACKING
CLAMP
REDUCER
FITTING
FWD
11THŦSTAGE
SIGNAL AIR TUBE
CORE COMPARTMENT COOLING VALVE WITH SOLENOID
7
GE CF6-80E1 195 of 394
TURBINE CASE COOLING SYSTEM

High Pressure Turbine Clearance Control System (HPTCC)
Low Pressure Turbine Clearance Control System (LPTCC)
Fan discharge air is piped to the inlet of a HPT active clearance control
General (HPTACC) valve located on the right side of the engine.
The purpose of the High/Low Pressure Turbine Clearance Control System is to Discharge from the valve feeds a manifold around the HP turbine case.
control FanŦAirflow to the High Pressure and Low Pressure Turbine Case in The manifold has holes which direct air onto the HP turbine case, which cools
order to control the thermal growth of the cases and minimize the turbine the case and reduces the HPT blade clearances.
internal clearances (Tip Clearance).
The Systems improves the fuel efficiency of both turbines and the TSFC
(Thrust Specific Fuel Consumption) of the engine. the valves are controlled by
their own EHSV (Electro Hydraulic Servo Valve) located in the HMU depending
on several enviromental and engine conditions.
To regulate the required cooling air flow to the cases, a fuel pressure operated
Butterfly Valve for each system is used. The
HPTCCŦValve is installed in approx. 2:30 Position on the HPŦCompressor.
LPTCCŦValve is installed in approx. 9:00 Position on the HPŦCompressor.
Both valves neither have a mechanical lockout device nor a valve position
indication. To lock a valve in the closed position, the FailŦSafe characteristics
of the ECU may be utilized. If at one valve both LVDTŦFeedback connectors
are disconnected, the ECU cannot determine the actual position of the valve.
Therefore the ECU commands the respective valve to the Fail Safe (close)
position und keeps it close with the HMU Reference Pressure which is used for
both valves. FAIL SAFE = VALVE CLOSED.
For details of the Lockout Procedure refer to the AMM.
System Description
The HPT active clearance control HPTACC system includes the (HPTACC)
valve and its respective servoŦvalve components located within the HMU. The
HMU receives electrical commands from the ECU, and using fuel as the
hydraulic media, translates the electrical signals into hydraulic signals for
positioning the valve. The ECU receives valve position feedback from LVDTs
mechanically linked to the valve actuator.
GE CF6-80E1 196 of 394

HPTACC
MANIFOLD
FORWARD REAR
MANIFOLDS MANIFOLDS
WIRING HARNESS
MOUNTING BRACKET HPTACC VALVE
TO HPTACC
MANIFOLD
GE CF6-80E1 197 of 394

System Description
The LPTACC system includes the LPTACC valve and its respective
servoŦvalve components located within the HMU. The HMU receives electrical
commands from the ECU, and using fuel as the hydraulic media, translates the
electrical signals into hydraulic signals for positioning the valve. The ECU
receives valve position feedback from LVDTs mechanically linked to the valve
actuator
Fan discharge air is piped to the inlet of a LPT active clearance control
(LPTACC) valve on the left side of the engine near the combustor. Discharge
from the valve feeds a manifold which is around the LPT case. The manifold
has holes which direct air onto the LPT case, cools the case and reduces the
LPT blade clearances.
GE CF6-80E1 198 of 394

GE CF6-80E1 199 of 394

Normal Operation
The HPTCCŦ and the LPTCCŦValves are ”Fuel Pressure Operated Servo
Valves”. They are normally (reference fuel pressure controlled) in the Fail Safe
closed position.
The respective HPTCC or LPTCC EHSV in the HMU receives electrical inputs
from the active channel of the ECU interface and high pressure servo fuel from
the Regulating and Distribution section. It combines the electrical and hydraulic
inputs to produce a modulated servo output which is used to control the valve
under stabilized (Cruise Flight) Conditions. In case of malfunction of the current
active Channel, the ECU uses the other Channel (Channel switching). If both
channels are unable to control the system(s), the ECU brings the respective va
lve (or both Valves) to their fail safe position.
Fan Air is used as cooling air. The air is taken away from the Fan Diaphragm
directly behind the Variable Bleed Valves.
ACMS ALPHA CALLUP READOUT
The ALPHA CALLUP codes used for the TCC System are:
HPTC in deg open
LPTC in deg open
GE CF6-80E1 200 of 394

HPTCC VALVE
ACMS: ALPHA CALLŦUP 1/8
LVDT FEEDBACK (CHŦA)
ALPHA SOURCE PDG
LVDT FEEDBACK (CHŦB)
****
****
****
**** (CLOSE PRESS)
CHŦA DRAI
HPTCC
N
CHŦB DUAL LVDT LINE
PARAMETER ALPHA CALLUP PAGE CHŦA REFERENCE ACTUATOR HEAD END
LPTCC PRESSURE HPTCC/LPTCC
LINE REFERENCE ROD END
CHŦB
PRESS PORT
CMC EIVMU NOTE:

HPTCC AND LPTCCŦVALVES ARE
HPTCC SIMILAR. RFEFERENCE PRESSURE
VALVE (CLOSE PRESS) IS USED FOR BOTH
PORT FROM THE SAME PORT.
CHŦA/B CHŦA/B
HEAD END
ECU CHŦA ACTUATOR ROD END
ECU CHŦB DUAL LVDT
DRAI
N
LINE
(OPEN)
LPTCC
ENGINE / ADIRU EHSV PRESS
VALVE
SENSORS PORT
EHSV PRESS
(OPEN)
LVDT FEEDBACK (CHŦB)
LVDT FEEDBACK (CHŦA)
LPTCC VALVE
GE CF6-80E1 201 of 394
HPTCC / LPTCC CONTROL SCHEMATIC

HPTCC Component Description LPTCC Component Description
The HPTACC valve is a butterfly type valve with a linear hydraulic actuator and The LPTACC valve is a butterfly type valve with a linear hydraulic actuator and
spring loaded to the closed position. The HMU supplies fuel to the head end of spring loaded to the closed position. The HMU supplies fuel to the head end of
the actuator at a pressure between HMU regulated body pressure and HMU the actuator at a pressure between HMU regulated body pressure and HMU
regulated servo pressure (which is 300 psi (20.6842 bar) above HMU regulated regulated servo pressure (which is 300 psi (20.6842 bar) above HMU regulated
body pressure). body pressure).
The HMU also supplies fuel to the rod end of the actuator at HMU regulated The HMU also supplies fuel to the rod end of the actuator at HMU regulated
reference pressure (which is 150 psi (10.3421 bar) above HMU regulated body reference pressure (which is 150 psi (10.3421 bar) above HMU regulated body
pressure). The head end pressure is changed by the HMU by commands from pressure). The head end pressure is changed by the HMU by commands from
the ECU. This moves the actuator and position the HPTACC valve at the the ECU. This moves the actuator and positions the LPTACC valve at the
scheduled position. scheduled position.
Actuator position feedback is given to the ECU to close the position loop by Actuator position feedback is given to the ECU to close the position loop by
linear variable differential transformers (LVDTs) which are part of the hydraulic linear variable differential transformers (LVDTs) which are part of the hydraulic
actuator. actuator. Channel A gives excitation and feedback signal conditions for one
Channel A gives excitation and feedback signal conditions for one LVDT in the LVDT in the actuator. Channel B gives excitation and feedback signal
actuator. Channel B gives excitation and feedback signal conditions for the conditions for the other LVDT in the actuator.
other LVDT in the actuator. The HPTACC valve has two electrical connectors, The LPTACC valve has two electrical connectors, one for channel A and one
one for channel A and one for channel B. for channel B.
GE CF6-80E1 202 of 394

TO ECU CH Ŧ B
ECSV CLD DUAL

FOR HPTCC ONLY SERVO REGULATING SERVO REF LVDT
AND DISTRIBUTION PRESS (PCR)
SECTION
HPTCC
CASE COOLING
MODULATED HPTCC Ŧ VALVE
RATE CALCULATOR
PRESSURE (PX)
HPTCC
EHSV
SERVO FUEL IN
N1 ACTUAL
HMU STANDBY LOAD
N2 ACTUAL (TERMINATION)
T25 STBY
4 Ŧ 2 HPTCC CMD HPTCC DMD HPTCC CLD
CASE SIZE
PS3 CALCULATOR
CASE HTCC HTCC HTCC
SIZE ERROR
INNER COMMAND CALC. DEMAND CALC. VALVE DRIVER ACT
PO
DIAMETER
+
TAT
T3 ABBREVIATIONS:
CMD = COMMAND
T49 DME = DEMAND
CLD = CONTROL LAW DEMAND
DATE ROTOR SIZE Ŧ
CALCULATOR 3 ECU CH Ŧ A SHOWN, CH Ŧ B SIMILAR
TIME ROTOR LPTCC Ŧ SYSTEM SHOWN, LPTCC Ŧ SYSTEM SIMILAR
OUTER +
DIAMETER
ACTIVE / STANDBY
S+ 1 SELECTION
ROTOR GROWTH CIRCUIT TO ECU CH Ŧ B SWITCHING CIRCUIT
CLEARANCE SIZE 1 S + MEANS LARGER SIGNAL WILL BE SELECTED AND SENT TO OUTPUT
CALCULATOR
CLEARANCE 2 SIZE ERROR IN 1/1000 INCH
3 EITHER ACTUAL OR EXPECTED ROTOR SIZE

4 ACTUAL HPT CASE INNER SIZE
5 HPT DIMENSIONAL CALCULATORS
GE CF6-80E1 203 of 394
COMPRESSOR CONTROL SYSTEM

General
The compressor control system is divided as follows:
Variable Bleed Valve (VBV) system (Ref. 75Ŧ31Ŧ00)
Ŧ VBV unison ring
Ŧ 12 bypass valves
Ŧ VBV hydraulic actuators (2)
Ŧ VBV position sensors (2)
Variable Stator Vane (VSV) system (Ref. 75Ŧ32Ŧ00)
Ŧ VSV hydraulic actuators (2)
Ŧ actuation mechanism and linkages
Ŧ VSV position sensors (2).
VBV System
The Variable Bleed Valve (VBV) system provides the proper match between
the amount of air flow that is pumped by the booster and the amount of air flow
that is directed into the compressor.
At low engine speeds the booster pumps more air than the compressor can
utilize. In order to match the booster discharge airflow to the requirements of
the compressor, excess air is bled off from the booster into the fan discharge
air stream through the VBVs. At higher engine speeds, where compressor air
flow requirements are higher, the VBV’s are closed so that all of the booster
discharge air flow enters the compressor.
The VBVs are scheduled is a function of corrected fan speed (the booster and
the fan rotate at the same speed), corrected core speed, and VSV position.
The system includes the capability of changing VBV position as altitude varies
in order to provide proper matching of booster discharge air flow and
compressor inlet air flow requirements.
VSV System
The Variable Stator Vane (VSV) system controls airflow through the
compressor downstream of the booster.
The VSV actuators position the inlet guide vanes and stator vanes is scheduled
by the ECU through the HMU. The VSVs are scheduled as a function of core
speed, compressor inlet temperature, and altitude.
GE CF6-80E1 204 of 394

VSV
ACTUATOR
VBV
ACTUATOR
VSV ACTUATION
LEVER
VSV SERVO FUEL

ACTUATOR HEATER
VBV
ACTUATOR
MAIN FUEL
SUPPLY
MAIN FUEL
PUMP
FUEL
FILTER
HEAT
EXCHANGER
VBV SYSTEM
HMU
VSV SYSTEM
ECU
FUEL SYSTEM ACCESSORY
GEARBOX
ELECTRICAL FEEDBACK
7 POSITION SIGNAL
GE CF6-80E1 205 of 394

COMPRESSOR CONTROL (VSV)

Variable Stator Vanes
Following stages of the High Pressure Compressor are variable:
the Inlet Guide Vanes (IGV) the stage 1. to 5. of the Stator Vanes (VSV)
NOTE : Counting of compressor stages is fixed in a manner, that a compressor
begins with a rotor stage, followed by a stator stage and so on. Therefore the
IGV’s, which are located in front of the first rotor stage, cannot be associated
with any compressor stage.
The IGV/VSV positioning function varies the angleŦofŦattack of the first six
stages of high pressure compressor stator vanes (IGV’s and stages 1—5) to
maintain a smooth, turbulent free airflow through the compressor at all engine
operating speeds, temperatures, and altitudes. It is composed of an
ElectroŦHydraulic Servo Valve (EHSV) and two actuators.
Actuating of the Variable Stator Vanes (VSV) is made by
2 VSV double acting hydraulic Actuators (mounted in 3:00 & 9:00 Position)
2 Actuation Levers 6 Actuation Rings Lever Arms
Normal Operation
The VSV Actuators are supplied with high pressure fuel from the HMU Servo
and Distribution section. Servo outputs from the respective Electro Hydraulic
Servo Valve (EHSV) are piped to the rod end port and to the head end port of
both actuators.
Controlling is performed by the software of the current active ECU CHŦA or B.
The ECU varies the position of the VSV’s to an optimum position for the
compressor airflow. (VSVŦSchedule).
In each VSV Actuator one Linear Variable Differential Transformer (LVDT) is
integrated. This provides position feedback directly to the ECU CHŦA (with the
left Actuator) and to the ECU CHŦB (with the right Actuator).
In case of failures or malfunction of the current active channel of the ECU, the
internal channel select logic immediately switches to the other channel. In case
that both channels are inoperative (unable to control the VSV’s), the ECU
causes the VSV’s to move to the (FAIL SAFE) Close Position.
The ALPHA CALLUP code used for the VSV System is:
VSV in deg open
GE CF6-80E1 206 of 394
ACMS: ALPHA CALLŦUP 1/8 VSV ACTUATOR

(2 PLACES) SEE DETAIL A
ALPHA SOURCE PDG
ACTUATION RING
(6 PLACES)
****
****
LEVER ARMS
****
5.th
4.th
**** 3.rd
2.nd
1.st
IGV
PARAMETER ALPHA CALLUP PAGE
CMC EIVMU
ARINC BUS
HEAD END PRESSURE (OPEN) ACTUATION LEVER

(2 PLACES)
ELECTRICAL
ARINC BUS ROD END PRESSURE (CLOSE) CONNECTOR
FEEDBACK (CHŦB) VSV ACTUATOR
DRAIN CAN
VSV ROD SEE DETAIL A (2 PLACES)
END PORT ECU
VSV CONTROL
(CHŦB) FEEDBACK
(CH- A)
VSV HEAD (CHŦA)
END PORT VSV CONTROL
ENGINE
SENSORS VSV ACTUATOR
DRAIN TUBE
DETAIL A (2 PLACES)
GE CF6-80E1 207 of 394

VSV CONTROL SCHEMATIC

System Description
The Variable Stator Vane (VSV) actuation system for the inlet guide vanes and
the stage 1 through 5 variable vanes consists of two hydraulic actuators with
dual independent transducers (LVDT) for position feedback to the ECU, and
two actuation levers and linkage.
One hydraulic actuator with levers and linkage is located on each side of the
high pressure compressor. The actuators levers are pivot mounted at the aft
end. Adjustable linkages connect the actuator levers to actuation rings at each
stage of variable vanes.
Movement of the hydraulic actuators raises or lowers the forward end of the
actuator levers causing the actuation rings to rotate circumferentially around
the compressor case. Movement of the rings is transmitted to the variable
vanes through lever arms connected to each vane. Fuel pressure from the
Hydromechanical Unit (HMU) is used to operate the VSV actuators.
GE CF6-80E1 208 of 394

ECU CH Ŧ A
ECU CH Ŧ A SHOWN, CH Ŧ B SIMILAR ACTIVE / STANDBY
SELECTION
CIRCUIT TO ECU CH Ŧ B
CHANNEL
ACTIVE
COMMAND
FEEBACK FROM LVDT
VSV DEMAND
CALCULATOR
DIGITAL VSV DMD
LVDT
VSV ACT
DRIVER ANALOG VSV CLD
STBY
TO VBV N2 TRIM
(VBV POSITIONING)
LVDT
STANDBY LOAD
VSV POSITION (TERMINATION)
(% OF OPEN) MODULATED
100% HEAD END
PRESSURE
80% T25 SERVO FUEL IN
N2 ACTUAL
60%
T25
40%
MODULATED
PO ROD END
T25
REVERSE SCHEDULE 4 CLOSE
PRESSURE
20% SERVO REGULATING
AND DISTRIBUTION VSV
60 70 80 90 100 110 SECTION EHSV
VSV SCHEDULE N2K25 (% N2)
VSV POSITIONING CALCULATOR HMU

GE CF6-80E1 209 of 394
COMPRESSOR CONTROL (VBV)

Variable Bleed Valves
The VBV positioning function regulates the amount of primary airflow into the
engine HPC inlet, and maintains stallŦfree operation of the low pressure
compressor during start up and at low speed operation by spilling excess Low
Pressure Compressor (booster) discharge air into the secondary air flow path.
Actuating of the Variable Bleed Valves (VBV) is performed by :
2 double acting hydraulic VBV Actuators (mounted 3:00 und 9:00 Position)
1 Unison Ring 12 Bellcranks
Normal Operation
The VBV Actuators are supplied with high pressure fuel from the HMU Servo
and Distribution section. Servo outputs from the respective Electro Hydraulic
Servo Valve (EHSV) are piped to the rod end port and to the head end port of
both actuators.
Controlling is performed by the software of the current active ECU CHŦA or B.
The ECU varies the position of the VBV’s to an optimum position for the low
pressure compressor airflow. (VBVŦSchedule).
Already during engine start up the Bleed Valves are commanded to their
schedule of about 60% of open. They are fully open only :
if the engine is not running
in the ”FAIL SAFE” Position in case of malfunction of both ECU
ControlŦChannels
In each VBV Actuator one Linear Variable Differential Transformer (LVDT) is
integrated. This provides position feedback directly to the ECU CHŦA (with the
left Actuator) and to the ECU CHŦB (with the right Actuator).
In case of failures or malfunction of the current active channel of the ECU, the
internal channel select logic immediately switches to the other channel. In case
that both channels are inoperative (unable to control the VBV’s), the ECU
causes the VBV’s to move to the (FAIL SAFE) Open Position.

The ALPHA CALLUP code used for the VBV System is:
VBV in deg open
GE CF6-80E1 210 of 394

BELLCRANK UNISON
ACMS: ALPHA CALLŦUP 1/8
RING
ALPHA SOURCE PDG VBV ACTUATOR
(2 LOCATIONS)
**** HEAD END

****
FWD
****
ROD END
****
ELECTRICAL
CONNECTOR VARIABLE BELLCRANK
BLEED VALVES FWD
(12 LOCATIONS)
DETAIL A
PARAMETER ALPHA CALLUP PAGE UNISON
RING
HEAD END PRESSURE
CMC EIVMU
ROD END PRESSURE
VBV ACTUATOR
ARINC BUS SEE DETAIL A
ROD END PRESSURE
ARINC BUS HEAD END PRESSURE

POSITION FEEDBACK (CHŦB)
ECU
1
POSITION
VBV ROD FEEDBACK
END PORT
(CH- A)
VBV HEAD
END PORT (CHŦA)
VBV CONTROL
ENGINE
VBV CONTROL SENSORS FWD
(CHŦB)
GE CF6-80E1 211 of 394

VBV SYSTEM SCHEMATIC

System Description
The Variable Bleed Valve (VBV) actuation system consists of two hydraulic
actuators with dual independent transducers (LVDT) for position feedback to
the ECU, a unison ring, twelve bleed valves, and bellcrank linkage.
Fuel pressure from the Hydromechanical Unit (HMU) is used to operate the
VBV actuators.The bleeds valves, which are located between the fan frame
struts, are positioned by a unison ring as described below.
Hydraulic actuators are mounted at the 4 o’clock and 10 o’clock positions to a
radial bulkhead located at the aft end of the fan frame. The rod end of each
actuator is connected to a bellcrank that drives a unison ring. The unison ring,
in turn, is connected to twelve other bellcranks that position the bleed valves.
Extending the actuator rods causes the unison ring to rotate counterŦclockwise
and open the bleed valves.
Retracting the actuator rods causes the ring to rotate clockwise and close the
bleed valves. Fuel pressure to operate the actuators is provided by the VBV
torque motor in the HMU as commanded by the ECU. The torque motor ports
high pressure fuel to the VBV actuators. The position transducers (LVDT)
located within the actuators transmit a feedback signal of actual actuator
position to the ECU for comparison with the scheduled position.
GE CF6-80E1 212 of 394

ECU CH Ŧ A
ECU CH Ŧ A SHOWN, CH Ŧ B SIMILAR ACTIVE / STANDBY
SELECTION
CIRCUIT TO ECU CH Ŧ B
FEEBACK FROM LVDT

VBV DEMAND
CALCULATOR CHANNEL
DIGITAL VBV DMD
ACTIVE
COMMAND
VBV ACT
DRIVER ANALOG VSV CLD
LVDT
VBV CMD
(DIGITAL) STBY
VBV
CORR VBV TRANSIENT
SCHEDULE STANDBY LOAD
CALCULATOR (TERMINATION)
VBV LVDT
CMD
VBV POSITION
(% OF OPEN) MODULATED
70%
REVERSE SCHEDULE 30 IN 2OPEN
HEAD END
N1 ACTUAL 30 IN 2OPEN PRESSURE
60%
THROTTLE CHOP
N2 ACTUAL NORMAL VBV SCHEDULE
N1 / N2 STABILIZED SERVO FUEL IN
50% AFTER DECELLERA-
TION
THROTTLE CHOP
T25 40%
30%
TAT MODULATED
PO
20%
FAST ACCELLERATION ROD END
PRESSURE
10%
VSV N2 TRIM SERVO REGULATING

CORRECTED CORE SPEED + N1 SHIFT (%N2C)
AND DISTRIBUTION VBV
(VSV 0%
EHSV
FEEDBACK) 70 75 80 85 90 95 SECTION
VBV SCHEDULE N2C (% N2)
VBV POSITIONING CALCULATOR HMU

5
GE CF6-80E1 213 of 394
GE CF6-80E1 214 of 394

NOTE :
IN CASE THAT ONE ECU OUTPUT FAILS, ECU CHANGES CHANNELŦINŦCOMMAND.
IF BOTH ECU OUTPUTS FAIL, ECU MOVES THE RESPECTIVE SYSTEM INTO ITS
”FAIL SAFE” POSITION.
IN CASE THAT ONE SERVO SYSTEM FEEDBACK FAILS, ECU USES THE INTERNAL
11 TH CCCV CCDL. NO CHANNEL CHANGE WILL BE MADE. IF BOTH SERVO SYSTEM FEEDBACK FAIL,
S
STAGE AIR ECU MOVES THE RESPECTIVE SYSTEM INTO ITS ”FAIL SAFE” POSITION.
A
S
BCV A Ŧ H FAILURE LEVEL
S
CRITERIA
B 1 Ŧ 4 FROM ECU
FAIL SAFE POSITION : D E F G H E F G D
A = OPEN C C
ECU CHŦA CCDL ECU CHŦB
B = OPEN B B
A 1 2 3 4 1 2 3 4 A
ECAM WARNING
C = CLOSE E
D = CLOSE
I
E = CLOSE
V CMS FAULT MESSAGE
F = OPEN
M
E E E E
U ACMS: ALPHA CALLŦUP 1/8
HMU ALPHA SOURCE PDG
ECU CHŦA
****
ECU CHŦB
****
****
VSV VSV VBV VBV ****

HPTCC LPTCC
L R L R
C D E F
A B A B A B A B
PARAMETER ALPHA CALLUP PAGE
7
GE CF6-80E1 215 of 394
5.Stage LPC Air is used for :
AIR EXTRACTION Sealing of :
AŦSump (inner sealing air pressure supply)
Bearing and Sumps
B+CŦSump (outer sealing air pressure supply)
The two rotor systems contains 7 bearings and 3 oil sumps. The oil sumps are
called A, B+C, and DŦSump. DŦSump (sealing air pressure supply)
OIL SUMP BEARING NO TYPE ROTORSYSTEM 5.Stage LPC Air is used for :
Cooling of :
1 N1
A 2 N1 B+CŦSump
3 N2 N2 Compressor Spool
4R N2 N1 Rotor Shaft
B+C 4B N2
5 N2 7.Stage HPC Air is used for :
Cooling of :
D 6 N1
HPT Rotor (AFT Side)
Sump Sealing and Pressurizing LPT Rotor (FWD Side)
Sealing of all oil sumps is performed with labyrinth seals (Oil & Air Seals). LPT Ŧ1. Stage Nozzle Guide Vanes (leading edge)
Sump Seal (Cavity Drains) 11.Stage HPC Air is used for :

Cooling of:
The cavities of the oil sumps are supplied with cavity drain lines. Oil which
came out of the labyrinth seals is drained from the oil sumps to different HPT Ŧ2. Stage Nozzle Guide Vanes
locations of the engine. The HPT Ŧ2. Stage Stator Support
AŦSump o drains to the radial drive shaft housing 14.Stage HPC Air (CDP) is used for :
B+CŦSump o drains to the LPŦRrecoup air exit (engine exhaust) Cooling of :
DŦSump o drains at the drain holes in den turbine rear frame struts. HPT Ŧ1. Stage Nozzle Guide Vanes
Engine Air (Uses and Delivery) HPT Ŧ1. + 2. Stage Rotor Blades
FAN (Cooling) AIR is used for : HPT Rotor Spool (inside)
HPT and LPT Active Clearance Control Systems (HPTACC / LPTACC) HPT Ŧ1. Stage Stator Case
Core Compartment Cooling (CCCV) HP Recoup
HP Turbine Stator Case Cooling This is leaking CDP air which has to brought away from the Compressor Rear
LP Turbine Stator Case Cooling Frame . Since the pressure, temperature and quantity is relative high, the air is
Ignitor Lead Cooling used as cooling air for the LPT Ŧ1. Stage Nozzle Guide Vanes (trailing edges)
and then is routed back to the primary gas stream.
IDG Oil Cooler Air
GE CF6-80E1 216 of 394

ENGINE LH SIDE FAN AIR COOLING LPT STATOR CASE (ACTIVE CLEARANCE CONTROL)
FAN AIR
ENGINE RH SIDE FAN AIR COOLING HPT STATOR CASE (ACTIVE CLEARANCE CONTROL)
LPT
FAN AIR ACC
(1EA)
7.STAGE HPC AIR COOLING LPT Ŧ GUIDE VANES + FWD CASE P
5.STAGE AIR
IGN
LEAD 11.STAGE HPC AIR COOLING 2. STAGE HPT GUIDE VANES HPT
BORE COOLING
COOLING ACC
VALVE
(1EA)
5. STAGE LPC AIR
HP RECOUP
OIL TANK B/C TO A SUMP VENT AIR
VENT
FAN STRUT 7. ST 8. ST 11. ST 14. ST
COVER PLATES
COMBUSTION
CHAMBER
AIR
7. STAGE HPC
COOLING AIR
LPT
CDP
5. STAGE LPC AIR
N2 COMPRESSOR
4R 4B
HPT
OIL
1
3 5
2 6
NO. 1 ROTOR AIR
NO. 1 BEARING
OIL TANK, A + B/C SUMP Ŧ VENT AIR
MANIFOLD AIR
OIL 2
6
3 5
1
4R 4B OIL
OIL AIR
HPT AIR
LPT
LP RECOUP (OVB)
CAVITY DRAIN
CAVITY DRAIN B Ŧ SUMP
A Ŧ SUMP
OIL OIL
OIL
SCAVENGE HPT LPT OIL
OIL FROM NOZZLE FORWARD
OIL (FWD)
TGB ASSY CASE
OIL SCAVENGE OIL + AIR
SCAVENGE (FWD) RETURN TO
TO TGB LP RECOUP SCAVENGE PUMP
GE CF6-80E1 217 of 394

LP Recoup
Low pressure recoup air from the B+C sump (air with low pressure and
temperature but with a large quantity) is routed via three tubes into the
exhaust gas stream.
Air used in the airframe section :

8. Stage HPC
supply of (aircraft) pneumatic system
thrust reverser actuating (at higher power settings)
11. Stage HPC

supply of IDG oil cooler valve with muscle pressure
supply of core compartment cooling (ccc) valve with muscle pressure
14. Stage HPC

supply of (aircraft) pneumatic system
thrust reverser actuating (at lower power settings)
GE CF6-80E1 218 of 394

ENGINE LH SIDE FAN AIR COOLING LPT STATOR CASE (ACTIVE CLEARANCE CONTROL)
FAN AIR
ENGINE RH SIDE FAN AIR COOLING HPT STATOR CASE (ACTIVE CLEARANCE CONTROL)
LPT
FAN AIR ACC
(1EA)
7.STAGE HPC AIR COOLING LPT Ŧ GUIDE VANES + FWD CASE P
5.STAGE AIR
IGN
LEAD 11.STAGE HPC AIR COOLING 2. STAGE HPT GUIDE VANES HPT
BORE COOLING
COOLING ACC
VALVE
(1EA)
5. STAGE LPC AIR
HP RECOUP
OIL TANK B/C TO A SUMP VENT AIR
VENT
FAN STRUT 7. ST 8. ST 11. ST 14. ST
COVER PLATES
COMBUSTION
CHAMBER
AIR
7. STAGE HPC
COOLING AIR
LPT
CDP
5. STAGE LPC AIR
N2 COMPRESSOR
4R 4B
HPT
OIL
1
3 5
2 6
NO. 1 ROTOR AIR
NO. 1 BEARING
OIL TANK, A + B/C SUMP Ŧ VENT AIR
MANIFOLD AIR
OIL 2
6
3 5
1
4R 4B OIL
OIL AIR
HPT AIR
LPT
LP RECOUP (OVB)
CAVITY DRAIN
CAVITY DRAIN B Ŧ SUMP
A Ŧ SUMP
OIL OIL
OIL
SCAVENGE HPT LPT OIL
OIL FROM NOZZLE FORWARD
OIL (FWD)
TGB ASSY CASE
OIL SCAVENGE OIL + AIR
SCAVENGE (FWD) RETURN TO
TO TGB LP RECOUP SCAVENGE PUMP
GE CF6-80E1 219 of 394

LPT STAGE 1 NOZZLE COOLING

General
The seventh stage bleed is obtained through holes in the HPC vane platforms
and compressor stator case. The seventh stage manifold air is routed by
external tubes to the stage 1 LPT nozzle for cooling their leading edge cavities.
High pressure recoup airflow results from CDP leaking across the CDP seals.
High pressure recoup air is connected by tubes from the CRF struts 5 and 10
to the LPT stage 1 nozzle area of the LPT case. High pressure recoup airflow
is used for cooling of the aft portion of the LPT first stage nozzles.
System Operation
The seventh stage manifold is divided into two halves and is used to provide
cooling air to the LPT stage 1 nozzles.
The seventh stage differential pressure switch is located at the 11:30 position
of the HP compressor case just forward of the aft flange. The pressure switch
monitors the air pressure in the seventh stage manifold. The manifold is divided
into two halves. The seventh stage differential pressure switch monitors each
manifold half.
If the difference in air pressure between the two manifolds becomes too much
the switch will actuate indicating a leak to the ECU.
If the pressure in each duct is equal the switch is in the null position.
GE CF6-80E1 220 of 394

GE CF6-80E1 221 of 394

NACELLE TEMPERATURE INDICATION

General
The Nacelle area temperature sensor measures core compartment
temperature. The sensor indicates overtemperature resulting from loose or
broken hot air ducts, or from loose flanges, or worn VSV bushing.

The operating range of the sensor is from Ŧ51.11q C to 371.11q C with an
accuracy of approximately 0.5 percent over the sensor range.
The Nacelle temperature is indicated:
in green colour in normal operation
in green pulsing colour if the temperature exceeds 260 q C (High nacelle
temperature advisory).
NOTE : During engine starting sequence, the nacelle temperature indication is

replaced by starting sequence indications.
Interface
The analog signal from the nacelle temperature sensor is received by the ECU,
digitized by the ECU and then sent as ECU ARINC outputs to the DMC for
display on the SD, and to FWC for warning activation.
GE CF6-80E1 222 of 394

5
GE CF6-80E1 223 of 394
Component Location
The nacelle temperature sensor is located along the high pressure turbine
active clearance control duct.
The nacelle temperature indicating system is composed of a sensing element
and an indication on the SD.
The nacelle temperature sensor is a continuous platinum resistance sensing
element. The resistance output of the sensor is a function of the average
temperature over the entire 60 in. (1.5239 m) length of the sensor. This
provides the ability to monitor the temperature over a larger area.
GE CF6-80E1 224 of 394

HIGH PRESSURE TURBINE

ACTIVE CLEARANCE CONTROL DUCT
HPTACC
VALVE
NACELLE TEMPERATURE
SENSOR
7
GE CF6-80E1 225 of 394
IDG AIR/OIL COOLING SYSTEM

The Integrated Drive Generator (IDG) Air/Oil Cooling system is Iocated along Exchanger, over the IDG Oil Inlet Temperature Sensor, and then back to the
the right hand side of the high pressure compressor and accessory gearbox. IDG.
The IDG has a self contained independent lubrication system. The purpose of The ECU will open the IDG OIL cooling Valve if:
the IDG cooling system is to maintain IDG component oil temperature limits by Tfuel > 177q C or IDG oil temperature > 127q C
removing heat.
reset if Tfuel < 149q C or IDG oil temperature < 104q C
The IDG oil cooling system contains the following engine mounted items:
When the solenoid valve is energized, and oil and fuel temperature in limits, the
IDG Air/Oil Cooler valve will close at 50 PSI increasing air pressure.
IDG Air/Oil Cooling Valve It will open at 35 PSI decreasing air pressure.
IDG Fuel/Oil Heat Exchanger When the IDG air cooler solenoid is deenergized the valve remains open at all
IDG Oil Inlet Temperature Sensor air pressure settings.
System Operation
Oil flowing through the IDG air/oil cooling system exits the IDG and flows
through the IDG Air/Oil Cooler. Next, the oil flows to the IDG Fuel/Oil Heat
11TH STAGE
< 35 PSI > 50 PSI ALL
PRESSURE
SOLENOID
ENERGIZED ENERGIZED DEENERGIZED
VALVE
VALVE
OPEN CLOSED OPEN
POSITION
GE CF6-80E1 226 of 394

RETURN TO HMU BYPASS

BOOST PUMP FUEL
FUEL/OIL HEAT
EXCHANGER
FUEL
TEMPERATURE
AGB
IDG OIL TEMPERATURE
CHŦA ECU CHŦB
CONTROL
N2
FEEDBACK
IDG
OIL IN
TEMP
OIL IN SENSOR
11th STAGE
OIL OUT COLD PRESSURE
OIL
BYASS
FAN AIR
IDG COOLING
IDG AIR/OIL VALVE
COOLER
GE CF6-80E1 227 of 394

IDG AIR/OIL COOLING VALVE

The IDG Air/Oil Cooling Valve (IDGCV) is mounted to a bracket an the high The valve position is fed back to the ECU by a switch that closes when the
pressure compressor right hand side at 3:00. valve is closed. The ECU will monitor the IDGCV solenoid for wrap around
The purpose of the IDGCV is to control the fan airflow to the IDG air/oil cooler. current, to ensure that there is no electrical open in the circuit.
System Operation IDG AIR/OIL COOLER

The IDGCV receives fan discharge air from the fan frame exit area. The air The IDG Air /Oil Cooler is mounted to a bracket an the high pressure
flows through the valve and into the manifold which carries it to the air/oil compressor right hand side at 3:00.
cooler. The air then exhausts into the nacelle area where it is carried overboard The IDG Air/Oil Cooler provides cooling of the IDG lubrication oil.
through the nacelle vents. The flow of air through the valve is controlled to
minimize any SFC penalties at cruise. Operation
The IDGCV is an electrically controlled, pneumatically operated butterflyŦtype The IDG oil enters the IDG air/oil cooler and flows through the oil passage
valve. It has one 11th stage muscle air connection and one electrical ways. Fan discharge air flows through the cooler, which is controlled by the
connection. There is a feedback switch located inside the valve. The switch ECU commanded air/oil cooling valve. The air flows around the oil passages of
provides actual valve position feedback to the ECU. The valve is normally the cooler. The cooler is equipped with a bypass valve for cold weather
spring loaded to the open position. operation, or if the cooler becomes clogged.
On the head of the valve housing there is a manual lockout screw and visual The air/oil cooler is a tube and fin ”radiator” type heat exchanger. It is
position indicator. The screw is part of the valve’s manual lockout feature. The constructed of tubes surrounded by cooling fins that dissipate heat contained
lockout feature aids in the removal and installation of the valve. within the oil.
The head of the screw is painted orange, and is safetywired into a storage
position when not being used. The lockout screw is only used during removal
and installation of the valve. To lock the valve closed the valve butterfly must
be manually closed with a wrench, and then the lockout screw inserted through
a hole in the visual indicator.
The IDGCV is controlled by the ECU based on
IDG oil inlet temperature
and fuel temperature
The ECU interface with the valve is an enable/disable circuit. The valve is
spring loaded open, but has an direct connection to 11th stage air pressure and
will close as engine speed increases (the valve is enabled). If at high power
when the valve is normally closed, and the oil or fuel temperatures become too
high, the ECU will energize the valve solenoid, terminating 11th stage muscle
air to the valve (disabled). Without 11th stage air to keep the valve closed, the
spring within the valve will cause the valve to reopen, thus providing cooling air
flow to the cooler.
GE CF6-80E1 228 of 394

GE CF6-80E1 229 of 394

IDG FUEL/OIL HEAT EXCHANGER
The IDG Fuel/Oil Heat Exchanger is located on the right hand side of the
accessory gearbox, just below the servo fuel heater.
The IDG Fuel/Oil Heat Exchanger provides cooling of the IDG oil by means of
fuel system flow.
System Operation
HMU bypass fuel flow enters and passes through the IDG Fuel/Oil Heat
Exchanger tubes. After leaving the heat exchanger the bypass fuel returns to
the Fuel Pump for reprocessing. The fuel enters and exits in a straight flow
path through the exchanger without any restrictions. The IDG oil flow however,
makes several passes over the fuel tubes before leaving the heat exchanger
and returning to the IDG. The IDG fuel/oil heat exchanger is equipped with a
bypass valve for cold weather operation, or if the exchanger should become
clogged.
The exchanger is made up of a bundle of tubes. Around the exterior of the
bundled tubes are baffles and chambers. Fuel flow enters and passes through
the center of the tubes unobstructed and unregulated. The engine oil makes a
series of passes over the tubes before exiting.
GE CF6-80E1 230 of 394

GE CF6-80E1 231 of 394

IDG OIL INLET TEMPERATURE SENSOR
The IDG Oil Inlet Temperature Sensor is mounted in the IDG oilŦin tube just aft
of the IDG.
It’s purpose is to sense the temperature of the IDG oil coming from the IDG
fuel/oil heat exchanger.
System Operation
The IDG oil temperature sensor is a thermocouple type device. Its output
varies as the temperature of the oil passing over it changes. The single sensor
provides an electrical signal to channel A of the ECU. If during any engine
operating condition, the ECU senses that IDG oil temperature exceeds limits,
the ECU will open the IDG Air/Oll Cooling value in an attempt to maintain oil
temperature within limits.
The sensor contains two chromelŦalumel type thermocouple junctions. The
junctions are inserted into the IDG oil where they are heated by the flow of
returning oil. As the junctions are heated the chromel and alumel components
become electrically charged by different amounts at different temperatures, and
a voltage potential is developed between the two junctions. The ECU measures
the potential difference across each of the two junctions.
A unique voltage potential is developed for every possible temperature within
the operational range of the sensor. The operational range of the IDG oil
temperature sensor input to the ECU is from Ŧ63 to +178 qC.
GE CF6-80E1 232 of 394

5
GE CF6-80E1 233 of 394
NACELLE VENTILATION
General
The nacelle has three major compartments:
the inlet
the fan
the core
Each compartment is isolated from the other by separating bulkheads and
seals.
Inlet compartment
The inlet compartment consists of the volume of space between the inlet inner
and outer barrels and is closed on the aft end by a bulkhead which interfaces
with the fan compartment.
The engine air intake cowl has a pressure relief door for protection of the inlet
structure in the event of a burst antiŦice duct. The inlet is vented at the lower
aft end of the compartment.
Fan compartment
The fan compartment is the space between the fan cowls and the engine fan
case with the inlet aft bulkhead as the forward boundary and the thrust reverser
bulkhead as the aft boundary.
Air purging is supplied by airflow from fan case drains and at small gaps in
seals at the fan cowl edges where hinges and latches are located. The fan
compartment air space is vented by an opening along the lower half of the fan
cowl trailing edge.
Core compartment
The core compartment surrounds the engine core module which includes the
accessory gearbox and its related accessories, the compressor and the engine
hot section.
The compartment is cooled with a continuous flow of low temperature air taken
from a port on the aft wall of the booster bypass chamber. The cooling airflow
is controlled by a two position valve (high flow/low flow) and is directed to all
parts of the compartment through air distribution piping. The air is vented at the
6 o’clock position below the accessory heat shield and at the lower plus or
minus 135 q of the core cowl trailing edge.
GE CF6-80E1 234 of 394

7
GE CF6-80E1 235 of 394
ATA 77 ENGINE INDICATING

77- 00 GENERAL
INDICATING
The engine primary parameters are permanently displayed on the ECAM upper
display.
The screen shows the various indications and their arrangment.
The secondary parameters are displayed on the ECAM lower display.
In case of pressure loss across the fuel filter or the main scavenge oil filter,
some additional indications appear.
During the starting sequence, nacelle temperature is no longer displayed:
start valve position, selected ignitor and engine bleed pressure indications
appear.
Fuel used, oil quantity and vibration indications are also displayed on the
ECAM cruise page.
GE CF6-80E1 236 of 394

GE CF6-80E1 237 of 394

Engine System Display
The secondary engine parameters are displayed on the SD.These are:
the oil pressure indication
the oil quantity indication
the oil temperature indication
the oil filter clogging indication
the fuel used indication
the fuel filter clogging indication
the vibration indications
the nacelle (NAC) temperature indication
the starting sequence indications
start valve position indication
engine bleed pressure
ignition indication.
GE CF6-80E1 238 of 394

GE CF6-80E1 239 of 394

Engine Start Page
The starting engine parameters are displayed on the SD.These are:
the starting sequence indications
start valve position indication
engine bleed pressure
ignition indication.
GE CF6-80E1 240 of 394

GE CF6-80E1 241 of 394

Engine Cruise Page
The cruise engine parameters are displayed on the SD.These are:
the fuel used indication
the oil quantity indication
the vibration indications
GE CF6-80E1 242 of 394

5
GE CF6-80E1 243 of 394
POWER AND SPEED INDICATION

The N1 SENSOR is a magnetic speed pickup end of the probe. When the probe is inserted through the #3 strut, the sensing
It is mounted to the fan frame in the 2:00 position, just aft of the #3 strut. tip is brought into close clearance (0.010 inch nominal) with a ferromagnetic
toothed wheel pressed onto the forward fan shaft just in front of the #2 bearing
It provides three electrical outputs proportional to engine fan speed through
inner race. The wheel contains 34 teeth, and as the fan shaft rotates, each
two separate connectors.
tooth is passed in front of the sensor. As each tooth passes, it induces a pulse
Ŧ Two output are routed through two connectors directly to the electronic into each of the three coils. A total of 34 pulses are generated for every
control unit (ECU CH A and B). complete revolution of the fan shaft.
Ŧ The other output is routed through the second connector, The output of N1 Sensor is also used during the fan trim balance procedure.
to the EIVMU. One of the ferromagnetic teeth contained on the sensing wheel is taller than
All three outputs are identical. the rest, and the pulse it produces is stronger. This stronger pulse is generated
The outputs are alternating current (AC) signals whose frequency is directly once for every complete revolution of the fan shaft, and is used to track
proportional to fan speed. The signals are generated by three electrically balancing errors in the fan assembly inside the EIVMU.
isolated coils located just behind a permanent magnet installed at the inboard
THROTTLE ECAM DMC‘S
N1 TREND N1 MAX
N1 ACTUAL CHŦA
ANALOG A / D CONVERTER
N1 SPEED
TRANSDUCER
N1 REDLINE
N1 EXCEEDANCE
ECU
DASHES FOR
N1 ACTUAL
DEGRADED A / D CONVERTER
DIGITAL
DATA CHŦA CHŦB
CHŦB
NOTE: N1 REDLINE 115.5% REFERENCE

EIVMU
ANALOG
LUG
GE CF6-80E1 244 of 394

N1 FAN SHAFT
SPEED SENSOR
No. 3 FAN
FRAME
STRUT
BOLT
(2 PLACES)
SHIM NO. 3 FAN
(AS REQUIRED) FRAME STRUT
SENSOR TIP
3 COILS
MOUNTING
FLANGE PERMANENT
FAN SHAFT SPEED MAGNET
SPEED SENSOR SENSOR
CAGE
FWD N1 ROTOR REFERENCE

SHAFT LUG
PREFORMED PREFORMED
PACKING PACKING
N1 Fan Shaft Speed Sensor Installation N1 Fan Shaft Speed Sensor Function Principle
7
GE CF6-80E1 245 of 394
N2 Speed Sensor
The N2 SPEED SENSOR is a magnetic pickup mounted on the forward right
accessory gear box, inboard of the hydroŦmechanical unit (HMU) two electrical
outputs proportional to engine core speed through connectors.
One output is routed through one connector directly to the ECU CHŦA.
The other output is routed through the other connector to the ECU CHŦB.
The electrical outputs are AC signals whose frequency is directly proportional

to core speed. The signals are generated by three electrically isolated coils
located just behind a permanent magnet installed at the sensing tip of the
probe. When the probe is inserted through the gearbox wall, the sensing tip is
brought within close clearance (.037 inch nominal) of 12 ferromagnetic lugs
installed on the forward face of an idler gear that sets between the starter drive
gear and the main fuel pump drive gear. As each lug passes the tip of the
sensor, it induces a voltage into each of the three coils. The starter gear is
driven directly by the horizontal drive shaft, and the idler gear is driven by the
starter gear. For every complete revolution of the engine core, the starter gear
is rotated through 346 degrees of angular displacement, and the idler gear 266
degrees. The ferromagnetic lugs on the idler gear are spaced at 30 degree
intervals, and a total of nine lugs are passed in front of the sensor for every
complete revolution of the engine core. The resulting output is a series of nine
electrical pulses for every revolution of the engine core.
GE CF6-80E1 246 of 394

N2 FAN SHAFT
SPEED SENSOR
T417
N2 ACTUAL
N2 EXCEEDANCE
DASHES FOR
DEGRADED
ECAM
DATA
N2 GREY BOX
ACCESSORY
GEARBOX
NOTE: N2 REDLINE 113.0%
DMC‘S
N2 SPEED SENSOR LOCATION

CHŦA
A / D CONVERTER
CORE
MOTORING
PAD
MOUNTING NUT PREFORMED ECU

STUDS PACKING
A / D CONVERTER
CHŦA CHŦB
ELEC ELEC
CONNECTORS CONNECTORS N2 SPEED
SENSOR
CHŦB
N2 SPEED SENSOR EIVMU

N2 SPEED
TRANSDUCER
GE CF6-80E1 247 of 394

EGT INDICATION
The T49 SENSOR is a harness assembly installed on the low pressure turbine during start phase ENG 1(2) START FAULTŦEGT OVERLIMIT
just forward of the eleventh stage air manifold. The assembly is composed of 8 out of start phase ENG 1(2) EGT OVERLIMIT.
EGT probes, two wiring harnesses, and a junction box. One electrical output Ŧ the recommendations to the pilot being:
proportional to the LPT inlet air temperature are provided through an electrical to reduce engine thrust to idle if EGT more than or equal to 975 degrees C
connector located on the forward face of the junction box. The signal is routed to shut down engine if exceedance remains 5 seconds after throttle control
to the ECU in the processing subsystem. lever has been set to idle.
The ECU provides an EGT Limit of 975C. Ŧ the small redline appears across the EGT scale and then stays at the
The ECU provides an EGT START Limit of 750C. maximum value which has been reached (EGT exceedance).
The ECU uses the T49 (EGT) signal The different EGT indications displayed are:
Ŧ for Fuel metering control (in case the automatic engine start feature has Ŧ EGT actual
been selected) Ŧ EGT amber line displayed in analog form by means of a thick amber mark
Ŧ for flight deck indication on the EWD. across the EGT scale. It takes two positions, one during the starting sequence
(EGT START amber line) and another one after starting (EGT MCT amber
The operational range of the T49 input to the ECU is from Ŧ76 to +2498
line).
degrees F (Ŧ60 to 1370 degrees C).
Ŧ EGT red line represented by an arc sharped red ribbon situated at the end of
the scale beginning at the red limit value
General Ŧ EGT exceedance represented by a small red line which appears across the
EGT scale and then stays at the maximum value which has been reached
The signal from the EGT system is received by the Electronic Control Unit
when the EGT actual value exceeds the red line limit value.
(ECU), digitized by the ECU and then transmitted on ECU ARINC outputs to
the Display Management Computer (DMC) for display on the EWD, and to the Should this condition occur, the small red line disappears only after a new
Flight Warning Computer (FWC) for warning activation. engine start on the ground or after a maintenance action, on the ECU, through
the Multipurpose Control and Display Unit (MCDU).
EGT Indication
The EGT indication is displayed in degrees Celsius on the EWD DU in:
Ŧ analog form, by a pointer deflecting in front of a dial
Ŧ digital form, in the lower section of the dial.
Normally, the EGT actual analog display and the digital display are in green
color. When the EGT value exceeds the EGT amber line, the indication
changes from green to amber.
When the EGT value exceeds the EGT red line value:
Ŧ the indication changes from amber to red
Ŧ the MASTER CAUT light comes on accompagnied by the single chime
Ŧ the following message appears on the EWD:
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EGT SENSING SYSTEM
Description
The EGT probes are circumferentially distributed, and mounted around the
forward end of the LPT case. Each probe contains two chromelŦalumel type
thermocouples, with thermal junctions located at two different points along the
sensing axis of the probe. When the probe is inserted into the LPT inlet air
stream, one junction senses the air temperature at a depth of approximately
1.5 in. (38.0999 mm) , and the other, at a depth of approximately 3 in. (76.1998
mm) .
The wiring harnesses are the upper harness and the lower harness. Each
sends the average of four EGT probes to the ECU. Each set of four probes
constitute a thermocouple assembly. The probe connections are made with
four pairs of pigtail connectors. Each pigtail pair is composed of one chromel
lead and one alumel lead. The chromel lead attaches to the chromel stud on
the probes, and alumel lead to the alumel stud. (The chromel stud is smaller
than the alumel stud).
Operation
The EGT probe is a duplex thermocouple type probe with each of two
ungrounded and sheated type K thermocouple junctions located at different gas
stream immersion depths. Each thermocouple junction generates an
electromotive force (EMF) which is proportional to the local gas stream
temperature at its penetration depth.
Each electrical signal is conducted to the EGT probe terminal studs where the
paralleled signals are joined together to provide one thermoelectric output
signal which is proportional to the gas stream average temperature of the two
immertion depth locations.
There are eight probes located circumferentially around the forward section of
the LPT core. The output of each probe is fed into an electrical harness where
further signal averaging takes place before the final gas temperature electrical
signal is fed to the ECU. The average of each the upper and the lower
harnesses goes to each ECU channel, A and B.
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UPPER
THERMOCOUPLE CABLES THERMOCOUPLE
CABLE
THERMOCOUPLE
CABLE
HARNESS
WITH CONNECTOR
NUTS
A
PROBE
STUDS
EGT JUNCTION BOX INSTALLATION
JUNCTION BOX
BRACKET
THERMOCOUPLE PROBE
J1 RECEPTACLE (8 PLACES) THERMOCOUPLE
UPPER THERMOCOUPLE
J3 RECEPTACLE
CABLE CONNECTOR PROBE
UPPER THERMOCOUPLE
CABLE CONNECTOR, P3 GASKET
LPT CASE
LOWER THERMOCOUPLE
CABLE CONNECTOR
FWD
LOWER THERMOCOUPLE
CABLE CONNECTOR, P4
J4 RECEPTACLE LOWER
ACTIVE CLEARANCE THERMOCOUPLE
CONTROL COOLING CABLE
AIR TUBE JUNCTION BOX
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77Ŧ30 ANALYZERS (VIBRATION MONITORING)
GENERAL
The Engine Interface and Vibration Monitoring System (EIVMS) has two main The EIVMU transmits digital signals through ARINC data bus to:
functions: DMC bus A1, (ARINC 429)
engine interface CMC bus A1, (ARINC 429)
vibration monitoring test plug in the 800VU bus A1, (ARINC 429)
System Description PRINTER bus A2, (ARINC 740).
The engine vibration system comprises per engine:
the No.1 bearing vibration sensor
the Compressor Rear Frame (CRF) vibration sensor
two tachometers, N1 speed sensor and N2 speed sensor
one Engine Interface and Vibration Monitoring Unit (EIVMU)
one Remote Charge Converter (RCC)
Interface
The EIVMU is an interface between the propulsion system and the aircraft.
Interface Signals between Propulsion System and EIVMU
For the vibration monitoring purpose, the EIVMU receives:
two digital signals from the Electronic Control Unit (ECU) through ARINC
429 data bus ECUA and ECUB:
N1 speed, (used as a backŦup for the N1 speed sensor)
N2 speed
Three analog signals from the:
N1 speed sensor
No. 1 BRG VIB sensor (or ACCLRM A) through the RCC
CRF vib sensor (ACCLRM B) through the RCC.
Interface Signals between EIVMU and Aircraft

The EIVMU receives digital signals through ARINC data bus from:
CMC bus
PRINTER bus
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AIRCRAFT SYSTEMS
( SDAC, DMC, CMC, EIVMU
PRINTER )
A/C WIRING ARINC

BUS
AIRCRAFT
ENGINE
RCC
LOW NOISE
CABLE
CRF
VIB SENSOR
NO. 1 BRG VIB SENSOR
N1 SPEED SENSOR
N2 SPEED SENSOR CH A CH B
ECU
5
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The engine vibration system has two main functions: Besides the maximum values of the different vibratory measurements
monitoring encountered during the flight, the EIVMU also processes and stores the
cumulated exposure time above ”long term operation levels”.
maintenance.
This exposure time is the sum over the whole flight of all time periods during
Engine Vibration Monitoring which at least one ”long term operation level” has been exceeded. The ”long
The EIVMU processes by means of: term operation levels” are fixed at:
two accelerometer signals No.1 BRG and CRF VIB received through the 20 mils for N1 vibrations
RCC 2.4 ips for N2 vibrations
one N1Ŧdedicated speed sensor signal (one pulse per revolution included) There is no specific relationship between max flight values and long term
or N1 speed message from ECU buses (as a backup) exposure time. LONG TERM EXPOSURE: 0S (zero seconds) means that the
”long term operation levels” have not been exceeded.
one N2 speed message given by the ECU buses.
Each of the leg records includes the measurements mentioned above at the
The EIVMU processes:
moment when the vibration level shown in the record heading reached its
ACCLRM A corresponds to No.1 BRG (Bearing) VIB sensor, while maximum during the leg.
ACCLRM B corresponds to CRF (Compressor Rear Frame) VIB sensor.
Narrow band frequency filtering for both of these sensors allows to obtain
the two vibration values for each N1 and N2 shafts. An unfiltered BB (Broad
Band) measurement is also available for each accelerometer.
N1 vibrations are measured as a displacement in mils (1/1000 of an inch),
while N2 vibrations are measured as a speed in ips (inch per second). N1
phase angle is also measured in degrees for balancing purposes.
MAX N1 narrow band vib selection and normalization for display:
the display between 0 and 5 units depicts a vibration between 0 and 5 mils
(linear)
the display between 5 and 10 units depicts a vibration between 5 and 25
mils (linear).
MAX N2 narrow band vib selection and normalization for display.
The display between 0 and 10 units depicts a vibration between 0 and 3 ips
(linear).
N1 and N2 advisory level exceedence from MAX of No.1 BRG and CRF
VIB.
The N1 and N2 digital vibration values are:
in green color in normal operation
in green pulsing color (only one advisory level), if N1 or N2 engine vibrations
exceed 5.7 units for N1 and 5.6 units for N2.
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N2 SPEED N1 SPEED NO. 1 BRG CRF VIB

SENSOR SENSOR ACCLRM A ACCLRM B
ECU RCC
EIVMU
TESTPLUG
800 VU DMC 1 CMC PRINTER
DMC 2
DMC 3
MCDU
7
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NO.1 BEARING ACCELEROMETER

The No. 1 Bearing accelerometer is installed in the ”A” sump. It is bolted to the
No. 1 bearing housing at 6:00 o’clock position. The lead extends out thru the
fan frame strut at 7:00 o’clock (ALF).
The connector ends at the trailing edge of the strut. Immediately outward of the
connector is a two bolt mounting pad for an alternate vibration pickup. The No.
1 bearing accelerometer provides a response tuned to the fan rotorŦLPT rotor
system. It uses a 50 picocouloumbs/g sensitivity pickup.
Vibration levels provide an indication of machinery condition. High levels of
vibration are undesirable and increasing levels of vibration are characteristic of
impending equipment failure. The No.1 bearing accelerometer is the sensor
device selected to detect vibration.
System Operation
The No.1 bearing accelerometer is a solid state assembly of piezoelectric
crystal wafers and collector plates. It respons to oscillatory motion only in the
axis of the assembly screw which is in a radial direction. Its output is therefore
highly directional.
Functional Description
The low signal strength output of the accelerometer requires specially shielded
leads, securely supported to avoid and prevent externally induced signals. A
signal conditioner (Remote Charge Converter Ŧ RCC) is required to process
the accelerometer output to usable strength for meter display. The RCC is
mounted to the engine fan Case.
Of the engine mounted engine vibration accelerometers, the more sensitive
unit is the No. 1 bearing sensor. The alternate accelerometer has a 100
picocouloumbs/g sensitivity. This is due to the location distance of the
accelerometer from the No.1 bearing.
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COMPRESSOR REAR FRAME ACCELEROMETER

The Compressor Rear Frame (CRF) Accelerometer, also known as the
N2/Core Accelerometer, is installed an the CRF forward flange at the 10:00
o’clock position. The lead extends forward to a bracket at the 11:00 o’clock
position of the HPC upper stator case where the connector ends. The CRF
accelerometer provides a response tuned to the HPCŦHPT rotor system. It
uses a 50 picocouloumbs/g sensitivity pickup.
Vibration levels provide an indication of machinery condition. High levels of
vibration are undesirable and increasing levels of vibration are characteristic of
impending equipment failure. Like the N1 rotor system, the CRF accelerometer
is the sensor device selected to detect vibration.
System Operation
The CRF accelerometer is a solid state assembly of piezoelectric crystal
wafers and collector plates. It responds to oscillatory motion only in the axis of
the assembly screw which is in a radial direction. Its output is therefore highly
directional.
The low signal strength output of the accelerometer requires specially shielded
leads, securely supported to avoid and prevent externally induced signals. A
signal conditioner (Remote Charge Converter Ŧ RCC) is required to process
the accelerometer output to usable strength for meter display. The RCC is
mounted to the engine fan Case.
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REMOTE CHARGE CONVERTER

The Remote Charge Converter (RCC) is mounted an the aft fan case at the
5:00 o’clock position.
The RCC performs the amplification and the conditioning of the signals from
the No.1 Bearing and Compressor Rear Frame Accelerometers. The RCC then
transmits the output signals to the Engine Interface Vibration Monitoring Unit
(EIVMU).
System Operation
The No.1 Bearing and CRF accelerometer inputs are directly routed to the
RCC through the junction box. The charge signals are first voltage converted.
Then the signals are amplified and transformed from accelerationtype to
velocityŦtype signal outputs.
The RCC has three connectors; one from each engine accelerometer
(connectors A & B) and one output connector to the aircraft EIVMU (connector
C). The unit contains two identical processing channels that feature:
one RFI input filter which protects the Charge converter against radio
frequency interference (RFI) and electromagnetic interference (EFI).
one differential and symmetrical charge converter which transforms the
Charge input into a voltage proportional to (vibration) acceleration.
one integrator which converts the acceleration signal into a signal
proportional to velocity.
one voltage modulator stage for output of the signal (velocity terms) and
power supply input for the circuit.
one RFI output filter which protects the RCC against RFI and EMI.
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77Ŧ00 EIVMU
GENERAL
1 LAST LEG REPORT 8 GROUND REPORT
The purpose of this item is to present in plain language the list of the class 1 The purpose of this item is to present in plain language the list of the internal
and 2 internal and external faults detected by the EIVMU during the last flight. faults detected by the EIVMU and which occured after landing.
This item enables access to the TROUBLE SHOOTING DATA fault by fault.
2 PREVIOUS LEGS REPORT
The purpose of this item is to present in plain language the list of the class 1
and 2 internal and external faults detected by the EIVMU during the last 63
flights ( exluding the last flight ).
3 LRU IDENTIFICATION
The purpose of this item is to present the hardware and software status of the
EIVMU ( part number and serial number ).
4 GROUND SCANNING
The purpose of this item is to analyze on the ground only the faults that
occured during the lasat flight.
All the faults detected while using this function ( internal, external, class 1, 2,
and 3 ) are shown in real time on the MCDU and are not memorized in NVM.
5 TROUBLE SHOOTING DATA

The purpose of this item is to present the encoded data ( hexadecimal )
associated to each fault detected by the EIVMU and displayed in the LLR, PLR
and GR.
6 CLASS 3 REPORT
The pupose of this item is to present in plain language all class 3 internal and
external faults detected by the EIVMU during the last flight
7 TEST
This item enables the initiation of the EIVMU test from the MCDU.
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1
6
2
7
3
4 8
5
5
GE CF6-80E1 263 of 394
EIVMU CONTINUED
1 SPECIFIC DATA
This item can only be activated on the ground.
The specific data is composed of:
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7
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FAN UNBALANCE
Acquisition ot 8 sets of points.
Acquisition ot phase and displacement in stabilized flight conditions allows to
rebalance the engine when aircraft is on the ground.
8 N1 speeds shall be selected through the MCDU in the following speed
ranges:
Ŧ 16 Ŧ 50 percent
Ŧ 50 Ŧ 65 percent
Ŧ 65 Ŧ 75 percent
Ŧ 75 Ŧ 80 percent
Ŧ 80 Ŧ 85 percent
Ŧ 85 Ŧ 90 percent
Ŧ 90 Ŧ 95 percent
Ŧ 95 Ŧ 99 percent
These selected speeds are memorized in NVM until next change on the
MCDU.
Default values are: 50, 60, 67, 76, 84, 88, 92 and 96 percent rpm.
Corresponding to these speeds, 8 sets of points shall be stored for each of the
Iast two flights with the conditiones here under.
Ŧ Flight phase 6
Ŧ N1 speed range
Ŧ N1 speed accuracy ( variation allowed 2 percent )
Ŧ Stabilization time 15 seconds
A set is defined as:
Ŧ N1 phase
Ŧ N1 displacement
Ŧ N2 vibration from both accelerometers
Ŧ N1 speed
Ŧ N2 speed
Ŧ Date and UTC
Ŧ Engine S/N
Acquisition during ground run
This menu allows to acquire vibration data set updated every 3 seconds
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FAN UNBALANCE READOUT
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MAX FLIGHT VIBRATION DISPLAY
Max flight vibration acquisition
The EIVMU shall store for each of the Iast 8 flights for N1 and N2 vibrationes,
and for each accelerometer the max vibration Ievel reached.
For each flight these four max Ievels shall be processed during the whole flight
phase 6 and shall be stored in NVM with the following data sampled at the
same time:
Ŧ associated N1 and N2 speeds
Ŧ N1 and N2 vibrationes from both accelerometers
Ŧ N1 phase angle from both accelerometers
Ŧ broadband vibrationes from both accelerometers
Ŧ engine S/N
Ŧ date and UTC
The time exposure above Iong term operation Ievels are:
Ŧ 16 MILS for N1 VIB
Ŧ 1,7 IPS for N2 VIB
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MAX FLIGHT VIBRATION READOUT
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FREOUENCY ANALYSIS
A frequency analysis giving measured vibrationes from 1 to 500 HZ by steps of
40 HZ for one engine condition shall be processed once per flight
Ŧ if the broadband threshold exceeded or
Ŧ for the programmed accelerometer at a given flight phase and shaft
speed
A specific procedure is used between the printer and the EIVMU in order to
print the frequency analysis after the flight transition from flight phase 9 to 10,
in phases 1 and 10 with only one successfull print allowed per accelerometer.
Comments can be added in the print destination field using the specific
comment Iines via the scratchpad.
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FREQUENCY ANALYSIS PRINTOUT
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DISCRETE INPUTS
This page gives the state of each EIVMU discrete inputs. These discrete inputs
are used by the EIVMU and /or by the EEC which is Iinked to the EIVMU by an
ARINC 429 bus.
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5
GE CF6-80E1 273 of 394
DISCRETE OUTPUTS
This page gives the state of each EIVMU discrete outputs. These discrete
outputs are the result of some EIVMU Iogics.
The discretes are updated every 3 seconds.
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7
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ATA 76 ENGINE CONTROL

76Ŧ10 POWER CONTROL
COCKPIT ENGINE CONTROLS
GENERAL FADEC GROUND POWER
The engines controls are located on the overhead panel and the pedestal. The FADEC is normally supplied with power by a dedicated generator driven by
the gearbox.
THRUST LEVERS
When the engine is not running, the FADEC can be powered from the aircraft
There are four thrust levers, they are used as conventional throttles and as network by using the ”ENGINE FADEC GROUND POWER” pushbutton.
thrust rating limit selectors.
Each thrust lever is fitted with a thrust reverser control lever. ENGINE FIRE
Two autothrust instinctive disconnect pushbuttons are provided on the outboard When the ENGINE FIRE pushbutton is released out, the Low Pressure (LP)
engine throttle control levers. fuel shutŦoff valve is closed, and the Engine Interface and Vibration Monitoring
Unit cuts off the aircraft electrical supply to the FADEC system.
ENGINE MASTER
ENGINE ANTIŦICE
Four ENGINE MASTER switches with two positions, ”ON” or ”OFF”, are
provided to open or close the High Pressure (HP) fuel valve and command For each Engine, the hot bleed air is ducted via an ”ON/OFF” valve which is
and reset the FADEC functions. controlled from the cockpit (225VU).
The valve is pneumatically operated, electrically controlled and spring loaded
The red indicator light is activated in case of FIRE and the amber indicator light
open.
is activated in case of aborted start.
In case of loss of electrical power supply, the valve will open.
ENGINE START There is only a blue/amber light at the pushbutton and a message on the
”ECAM MEMO” display
The rotary selector initiates either an IGNition START sequence or a CRANK
sequence.
After the start or crank sequence, the selector is set back to the NORMal
position.
ENGINE MANUAL START
The ENGine MANual START panel pushbuttons are provided to open the start
valves during an engine manual start or cranking sequence.
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ENGINE FADEC
GROUND POWER
ENGINE FIRE
ENGINE MANUAL
ENGINE START
ANTI- ICE
ENGINE DISPLAY
SYSTEM DISPLAY
THRUST CONTROL
LEVERS
ENGINE MASTER
ENGINE MODE
CONTROL
SELECTOR
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THRUST CONTROL
THRUST MODES
Manual Thrust Setting Mode (autothrust function not active in the ECU)
The throttle control lever on the center pedestal controls:
Ŧ the engine level of thrust
Ŧ the thrust limit mode
The ECU:
Ŧ receives the throttle lever angle
Ŧ computes the engine thrust limit parameter
Ŧ adjusts the actual engine thrust parameter accordingly.
Automatic Thrust Setting Mode (autothrust function active in the ECU)
The throttle control lever controls:
Ŧ the thrust limitation (except in alpha floor condition)
Ŧ the thrust limit mode.
Ŧ The FMGEC computes the target thrust parameter and sends it to the
ECU through the FCU and the EIVMU.
Ŧ The ECU adjusts the actual engine thrust parameter according to this
value. The target thrust parameter is limited by the actual position of the
throttle control lever except when a alpha floor protection is activated (in
that case the maximum available thrust is commanded).
ALPHA FLOOR
When an ALPHA FLOOR condition is detected, the FMGEC sends a signal to
the ECU to drive the engines to TOGA thrust regardless of thrust lever
position, Autothrust engaged or not.
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EIVMU
FMGEC ECU
FUEL FLOW
N1 COMMAND
GE CF6-80E1 279 of 394

THROTTLE MECHANISM
General Thrust Reverser Control Lever
The throttle control lever assembly, located on the center pedestal in the The thrust reverser control levers move over a range from 0 Degree RLA (idle
cockpit includes a throttle control lever for the forward thrust and a thrust stop) to 96 Degrees RLA (max. reverser stop).
reverser control lever for the reverse thrust. In the reverser thrust area, there is one REVERSE IDLE detent point set at
The throttle control lever position is provided to the ECU in terms of electrical 51.5 Degrees RLA.
resolver angle. The throttle control units are mechanically linked to the throttle In the 0 Degree to 96 Degrees RLA range the autothrust (A/THR) mode cannot
control levers. be activated, the engine control is manual.
System Description
The throttle control system consists of:
two throttle control levers for the engines
two thrust reverser control levers
one graduated fixed sector
one throttle control artificial feel unit
two throttle control units
two upper mechanical rods connecting the throttle control lever and the
throttle artificial feel unit
two lower mechanical rods connecting the throttle artificial feel unit and the
throttle control units.
Throttle Control Lever
The throttle control levers move over a range from 0 Degree TLA (idle stop) to
55 Degrees TLA (Max. take off stop Ŧ MTO).
In the forward thrust area, there are three detent points:
MAX TAKE OFF detent point set at 55 Degrees TLA (nominal).
MAX CLIMB detent point set at 30 Degrees TLA (nominal).
MAX CONTINUOUS/FLEXŦTAKE OFF/DERATED TAKE OFF detent point
set at 44.20 Degrees TLA (nominal).
In the 0 Degree to 44.20 Degrees TLA range corresponding to the selection of
MAX CLIMB or MAX CONTINUOUS/FLEXŦTAKE OFF/DERATED TAKE OFF
thrust limit mode, the autothrust mode can be activated by the ECU.
In the 44.20 Degrees to 55 Degrees TLA range the autothrust (A/THR) mode
cannot be activated; the engine control is manual (manual mode). This range
corresponds to the selection of MAX TAKE OFF mode.
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1 5
2
THROTTLE CONTROL 4
3
AUTOTHRUST INSTICTIVE LEVER
0
DISCONNECT PUSHBUTTON
0
UPPER MECHANICAL RODS
0 IDLE STOP
1 MAX CLIMB ( MCL )
2 MAX CONTINUOUS / FLEX T.O. / DERATED T.O.
3 MAX T.O. STOP ( MTO )
4 REVERSE IDLE
5 MAX REVERSE STOP
ARTIFICIAL FEEL UNIT
5 (96)
0 4 (51,5)
THROTTLE CONTROL LOWER 1
UNIT
MECHANICAL
RODS 2
3
0
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ARTIFICIAL FEEL UNIT

The throttle control artificial feel unit is a friction system which provides a load
feedback to the throttle control lever. This artificial feel unit comprises four
cranks
The casing to which a cover is attached, which contains:
two rods
two adjustable friction assemblies
two cam gears which each determine the six positions of the control
leverfour adjustable rockers.
A linkage connects the control levers to the cranks of the artificial feel unit.
Any movement of a crank, transmitted through a rod to the friction assembly,
causes it to turn.
The friction assembly engages with the cam gear which determines the
different positions.
The load to be applied on the control lever is adjusted by:
a friction adjustment screw
a compression screw pushing against the rocker which is in contact with the
cam gear through a roller.
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CRANK
CASING
ROCKER ROD
JAMNUT COMPRESSION CAM GEAR

SCREW ADJUSTABLE
ADJUSTING FRICTION
FRICTION
SCREW ADJUSTMENT
ASSEMBLY
SCEW
5
PTS POS
0 IDLE STOP
1 MAX CLIMB 3
2 MAX CONTS 4
COMPRESSION
SCREWS 3 MAX T.O.
4 REV IDLE 2
5 MAX REV 1
5
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THROTTLE ADJUSTMENT RODS / THROTTLE RESOLVER

Throttle Control Unit
The throttle control unit transforms a mechanical movement into an electric Each throttle control unit is connected to the ECU with a sixŦwire cable, with
signal. two wires for excitation and four wires for outputs.
The throttle control unit consists of a casing to which a cover is attached. The The throttle control unit is a dual quadrant resolver which works in the
throttle control unit encloses the drive mechanism of the potentiometers and firstquadrant for positive angles and in the fourth quadrant for negative angles.
resolvers which are protected by two cases. Four connectors ensure the Therefore, the throttle control unit sine and cosine winding outputs are inphase
electric connections. with the excitation for resolver angles within the 0 to 90 deg. range. In the Ŧ90
The potentiometer and resolver drive mechanism comprises: to 0 deg. range of angles the cosine output and the excitation are in phase and
the sine output 180 deg. out of phase.
one fork (input lever)
one coupling shaft
two toothed quadrants
two pinions
two driving disks
two units comprising three potentiometers
two resolvers.
The displacement of the fork is transmitted through a coupling shaft to the
toothed quadrant which engages with the pinion.
When the pinions turn:
they cause the shaft of each resolver to turn
they drive the shaft of the potentiometer unit through a driving disk
The accuracy of the throttle control unit (error between the input lever position
and the resolver angle) is 0.5 TRA. The maximum discrepancy between the
signals generated by the two resolvers is 0.25 TRA.
The TLA resolver operates in two quadrants:
the first quadrant serves for positive angles
the fourth quadrant serves for negative angles.
The ECU interfaces with two throttle resolvers angle (TRA), one dedicated to
each channel of the ECU.
Each channel of the ECU provides excitation for and accepts inputs from its
throttle control unit resolvers.
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UPPER THROTTLE
RODS
LOWER THROTTLE INPUT
RODS LEVER
ELECTRICAL
ARTIFICIAL FEEL CONNECTORS THROTTLE
UNIT RESOLVER
ATTACHMENT
BOLT
LOCKING
NUT
PINION
POTIS ELECTRICAL
POTIS
CONNECTORS
RESOLVER
WASHER
7
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FUEL SHUT- OFF CONTROL

HP FUEL SOV CONTROL Operation
The HP Fuel Shut Off Valve is electrically controlled and fuel pressure When the ENG MASTER switch is set to ON, it disconnects a 28VDC supply
operated. from the relay 3QG1 (master switch slave ENG1). The relay 3QG1
It opens with fuel pressure coming from the Fuel Metering Valve (FMV) deŦenergizes and connects a 28VDC supply (through the ENG 1 FIRE PUSH
provided the shut off solenoid is deŦenergized (ENG MASTER CONTROL switch (Ref. 26Ŧ12Ŧ00)) to the LP valve actuator. The actuator then opens the
switch ON). LP valve.
The HP Fuel Shut Off Valve closes when the shut off solenoid is energized When the No. 1 ENG MASTER switch is set to OFF, it connects a 28VDC
(ENG MASTER CONTROL switch OFF) or when the Fuel Metering Valve is supply to the relay 3QG1. The relay energizes and connects a 28VDC supply
commanded to the closed position by the Electronic Control Unit (ECU) (through the ENG 1 FIRE PUSH switch) to the LP valve actuator. The actuator
(automatic start abort). then closes the LP valve.
Note that the command from the ENG MASTER CONTROL switch takes
priority over the command from the ECU. NOTE:
When electrical power is removed from the aircraft, the relay 3QG1 becomes
LP FUEL SOV CONTROL
deŦenergized again. As a result the 28VDC HOT BUS 701PP is connected
The LP Fuel Shut Off Valve is normally controlled by the ENG MASTER again to the No 1 motor to open the actuator.
CONTROL switch.
The path for the 28VDC supply is:
The LP Fuel Shut Off Valve opens when the Master Switch Slave Relay is
Ŧ the circuit breaker 1QG1 FUEL LP VALVE MOT 1 ENG 1
deŦenergized(ENG MASTER CONTROL switch ON)and provided the ENG
Ŧ the ENG 1 FIRE PUSH PBS/W in its normal position
FIRE pushbutton is not released out.
Ŧ the contacts of relay 3QG1 (deŦenergized)
The LP Fuel Shut Off Valve closes when it receives a shut off signal through Ŧ the ENG 1 FUEL LP VALVE actuator ’open’ side of No 1 motor.
the Master Switch Slave Relay by setting the ENGine MASTER CONTROL
If the ENG 1 FIRE PUSH switch is operated:
switch to OFF position.
Ŧ it disconnects the 28VDC supply to the ’open’ side of the actuator
The LP Fuel Shut Off Valve also closes when it receives a shut off signal from Ŧ it connects a 28VDC supply to the ’close’ side of the actuator Ŧ the LP valve
the ENGine FIRE pushbutton in the released out position. moves to the closed position.
Operation/Control NOTE:
The engine LP fuel shutŦoff system is controlled manually. For the system to When electrical power is supplied to the aircraft, the LP valve opens(closes)
operate it is necessary to: when the ENG MASTER switch is set to ON(OFF). But operation of the engine
FIRE PUSH switch always overrides an ON selection and closes the valve. A
Ŧ energize the 28VDC HOT BUS 1 (701PP) or the 28VDC BUS 2 (204PP and
guard on the FIRE PUSH switch prevents an accidental operation.
206PP)
Ŧ close the circuit breakers 1QG1, 1QG2, 2QG1 and 2QG2.
There is one LP valve for each engine, and each engine has an equivalent
circuit. Thus as each LP valve circuit is the same, only the operation of the No.
1 engine circuit is given here.
GE CF6-80E1 286 of 394

A/C FUEL
TANK
LP VALVE MOT 2 OPEN 2

2QG1(2) C/B CLOSE
ENGINE
204PP 1
BUS2 OPEN
CLOSE FUEL BOOST
LP VALVE MOT 1 PUMP
LP FUEL SHUT
1QG1(2) C/B
OFF VALVE
HP FUEL
701PP
HOT BUS 3QG1(2) PUMP
MASTER SLAVE
RELAY
FUEL/OIL HEAT
EXCHANGER
FILTER
FUEL METERING
ON ECU
VALVE
401PP HP FUEL SHUT OFF
ESS BUS
OFF OPEN/CLOSE COMMAND
HMU VALVE
1KC1 (2) C/B

NOTE: FUEL NOZZLES
HP FUEL SOV
742VU PULL C/B FOR DRY MOTORING
GE CF6-80E1 287 of 394

74Ŧ00 IGNITION SYSTEM
GENERAL
The ignition system is made up of the following individual components:
Two Ignition Exciters
Two Ignition Leads
Two Ignitors
Purpose
The Ignition system provides the electrical spark required for combustion of the
fuel/air mixture during start and continuous operation (landing , takeoff, and
inclement weather).
Operation
115 volt AC power provided by the aircraft electrical system is sent to the ECU.
The ECU sends the voltage to the ignition exciters. The exciters convert the
voltage to DC and send high energy pulses though the ignition leads to the
ignitors.
ECU control of the ignition system is based an flight deck inputs.
GE CF6-80E1 288 of 394

GE CF6-80E1 289 of 394

IGNITION EXCITERS
Operation
The Ignition Exciters are two boxes constructed of a soldered aluminum case,
charged with dry air, enclosing capacitor charging and discharging circuits. The exciters transform, rectify and store energy in a capacitor (14.5 Ŧ 16
Located an the aft fan case at the 8:00 position. Electrical connectors provide joules). The capacitor discharges (1.5 joules) sending out an electrical pulse to
aircraft input power (front) to the exciters and high voltage output power (rear) the ignitor.
to the ignitor plugs. Circuit elements isolate the unit from interference with aircraft electronics. For
safety a bleed resistor is provided to dissipate any residual charge from the
Purpose capacitor.
The ignition exciters provide a 14,000 to 18,000 volt DC output at the rate of
approximately one pulse per second to the ignitors.
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GE CF6-80E1 291 of 394

IGNITION LEADS
The two ignition leads consist of a 14 AWG stranded copper conductor with
silicone rubber insulation within a flexible conduit. The leads run from the
ignition exciters an the aft fan case, down to the 6 o’clock position, up to the
HMU, along the right side of the core engine module, and connect to the
ignitors at the compressor rear frame.
The leads deliver high voltage, low energy electrical pulses from the ignition
exciters to the ignitors. They also provide a cooling airflow for the lower half of
the lead and the lead to ignitor connection.
Operation
Fan air extracted from the HPTACC supply manifold an the right side of the
engine enters through a ”Y” joint and through an air cooling jacket/conduit
discharging through bleed ports just above the shrouded coupling nut, allowing
for cooling of the ignitor plug.
GE CF6-80E1 292 of 394

5
GE CF6-80E1 293 of 394
ENGINE IGNITORS
The two igniters consist of a center electrode insulated from the outer shell by
Aluminum Oxide. The igniters are threaded to a shimmed adapter threaded to
the CRF and lockwired to a retainer. A smooth mounting flange an the shank
with a nickel gasket cemented to each side provides an air seal with the
adapter. The igniters are located an the right hand side of the compressor rear
frame at the 3:30 and 5 o’clock positions.
Purpose
The Igniters provide the electrical sparks needed to start or maintain
combustion.
A surface gap at the tip discharges the high voltage, low energy electrical
pulses to produce ignition.
The installed plug is protected from compartment heat by the attachment of a
two piece shroud. Air flows over the plug and under the shrouds, exiting
against the engine case. The shroud halves are attached to the plug by means
of a single hose clamp.
Ignitor Immersion
The adapter does not need to be removed during ignitor plug replacement.
If the adapter is disturbed or removed, an immersion depth check should be
done.
The check gives the correct number shims (gaskets) to be installed under
the ignitor adapter.
GE CF6-80E1 294 of 394

7
GE CF6-80E1 295 of 394
IGNITION CONTROL PANELS

The engine starting, motoring and ignition controls are located an the following
panels:
ENG START control panel
ENG MASTER control panel
ENG MAN START panel
The controls provide an interface to the ignition system.
The ECU controls the starting system based upon the following inputs from the
flight deck:
Rotary Start Selector switch located an the Engine Start Control Panel.
Manual Start PushŦbutton switch located an the Engine Manual Start
Control Panel
Master Lever located an the Engine Master Control Panel
GE CF6-80E1 296 of 394

ENGINE MASTER PANEL
1 2
1 2
ENGINE MANUAL START
1 2
GE CF6-80E1 297 of 394

INTERFACE
Alternate Start/ignition
The ECU controls the engine starting, cranking and ignition based on
command data from the aircraft through EIVMU ARINC data bus input.
In case of EIVMU failure (EIVMU DATA bus not available) the ECU uses a
backup signal from the master switch and the alternate start/ignition signal to
control:
automatic starting.
dry cranking.
continuous ignition.
Manual starting and wet cranking are no more available.
The alternate/start ignition discrete will be active (closed loop) as soon as any
of the conditions shown below are true:
The ENG START selector switch is set to IGN/START and the ENG
MASTER switch is set to ON.
The ENG MAN START pushbutton is ON, the ENG START selector switch
is set to CRANK and the ENG MASTER lever is set to OFF.
ENG ANTI ICE pushbutton ON, ENG START selector switch set to NORM,
ENG MASTER lever set to ON and engine running.
GE CF6-80E1 298 of 394

MANUAL START
1 2
1 2
1 2
ALTERNATE
START
MASTER LEVER RESET
EIVMU
AIRCRAFT 1 IGN
ENGINE
2
3 PSI
1 IGNITION SELECTED ( A OR B IN AUTO MODE; A AND B IN CONTINUOUS IGNITION )

CH A CH B
2 STARTER VALVE INDICATION
ECU
3 STARTER DUCT PRESSURE INDICATION
GE CF6-80E1 299 of 394

CMS Ignition Test
The engine ignition test is performed through the CMS in the cockpit. In order
to perform the active ignition test consult the AMM for safety precautiones.
The operational test is selected by the maintenance through the MCDU and
carried out by the ECU.
NOTE: Audibly verify if both ignitor plugs spark on the test sequence!
GE CF6-80E1 300 of 394


ENGINE TESTS IGNITION TEST IGNITION TEST
CAUTION: IGNITORS WILL CAUTION: IGNITORS WILL

CYCLE DURING THE TEST CYCLE DURING THE TEST
<MOTORING TEST IGNIT A TESTED THEN B. IGNIT A TESTED THEN B
INITIAL CONDITIONS:
ŦON PEDESTAL SET ENG
<THRUST REVERSER TEST
START SW TO NORM
ŦSELECT OWN ENGINE <CONFIRM START OF TEST
<IGNITION TEST MASTER LEVER TO ON
<ENGINE RUNNING TEST <ISTART TEST

IGNITION TEST IGNITION TEST IGNITION TEST
TEST IN PROGRESS 10 S TEST IN PROGRESS 10 S

IGNITOR A ACTIVE IGNITOR B ACTIVE
TEST O.K.
<TEST CLOSE UP
TEST CLOE UP: Ŧ ON PEDESTAL SELECT OWN ENGINE MASTER LEVER TO OFF !
GE CF6-80E1 301 of 394

ATA 78 EXHAUST
78Ŧ30 THRUST REVERSER
THRUST REVERSER DESCRIPTION Rotary variable Differential Transducer (RVDT)
Is operated by the Center Drive Unit and provides signals to the ECU CHŦA
Thrust Reverser System and ECU CHŦB
For decelerating on ground the 80E1 engine is equipped with an Fan Thrust Ŧ to control the associated Reverser Interlock Actuator
Reverser which is used also as the forward core engine cowling. The fan Ŧ to manage (reduce) the engine thrust for maximum reverse power or, in
reverser contains an exhaust nozzle and a mechanism to deflect the fan air case of inadvertent opening of the thrust reverser, the forward thrust.
stream and consist of two reverser halfs which can be raised separately to the
20 or 45 position, using an external hydraulic hand pump. Each reverser half Flexible Drive Shafts
mainly consists of connects the Center Drive Unit and the Angle Gearboxes
one Center Drive Unit (airmotor) with integrated Ball Screw Actuator
Angle Gearboxes
two Flexible Drive Shafts
is mounted to each thrust reverser half above and below the Center Drive
two Angle Gear Boxes, each with one integrated Ball Screw Actuators
Unit.
one Translating Cowl with Blocker Doors and actuation links.
transmits the flexible drive shaft input to the Ball Screw Actuators.
The core engine exhaust is guided by a ”Fixed Nozzle” mounted to the engine,
but is not reversed during reverse operation. Ball Screw Actuators
are spline coupled to the angle gearbox. The 3 ballscrews have to move the
Center Drive Unit (CDU)
translating cowl to the Deployed and Stowed Position.
is mounted in the 3 and 9 o’clock position of each reverser half. The unit
actuates its own ballscrew, and by using flexible drives, the upper and lower T/R Pressure Regulator and Shutoff Valve (PRSOV)
ballscrew actuator. It consist of is located in the fwd engine core area
a Air Motor prevents airflow to the reverser system when the reverser is stowed, and
a Directional Control Valve regulates the air pressure to the two center drive unit air motors in case the
a mechanical Brake system has been activated.
Reduction Gears Directional Pilot Valve (DPV)
a Ball Screw Actuator is mounted to the left reverser half just below the upper ballscrew actuator.
a Feedback Mechanism provides control pressure to both CDU’s for deploying the reverser.
Position Switches (Switch Module) and contains a pressure switch which indicates a malfunction in air supply.
a Rotary Variable Differential Transducer (RVDT)
GE CF6-80E1 302 of 394

THRUST REVERSER
HINGE (3) PRESSURE REGULATING
UPPER AND SHUTOFF VALVE
LATCH ACTUATOR (T/R PRSOV)
ACCESS
PANEL (REF)
INNER
DUCT WALL
OUTER
DUCT WALL
LOWER
LATCH
TRANSLATING
UPPER AND COWL
LOWER LATCH
HANDLES
THRUST REVERSER
UPPER LATCH CABLE TORQUE BOX BLOCKER DOOR
DEFLECTORS
STOWED POSITION
BALLSCREW
ACTUATOR
DEFLECTOR NYLON
BUMPER ANGLE GEARBOX
TRANSLATING AND BALLSCREW
COWL ACTUATOR
BLOCKER ROTARY FLEXIBLE

FAN AIR DRIVE SHAFT
FLOW DOOR
CENTER
INNER FAN DUCT DRIVE UNIT DRAG
LINK
DRAG LINK
ANGLE GEARBOX ROTARY FLEXIBLE
AND BALLSCREW DRIVE SHAFT
T/R TRANSLATING COWL DEPLOYED POSITION ACTUATOR DEPLOYED POSITION
5
GE CF6-80E1 303 of 394
OPERATION / CONTROL OF THRUST REVERSER
Thrust Reverser Deployment Thrust Reverser Stowage

Upon receipt of deploy demand signals from the cockpit, the ECU closes relays When reverser is commanded to stow via aircraft signals, the ECU opens the
to energize the thrust reverser pressurizing valve and the TRDV. The thrust TRDV relay which deŦenergizes the TRDV and closes the TRPV relay which
reverser brakes are energized and controlled by the aircraft. The manifold is energizes the TRPV. The thrust reverser brakes remain energized for 15
pressurized, the TRPV pressure switch closes and that signal is sent to ECU. seconds after the stow command.
ECU closes relays to provide an electrical signal to the thrust reverser Whith the manifold pressurized and the TRDV closed and venting its supply air,
directional valve solenoid which closes the vent and opens the supply port. the springs in the CDU directional control actuator return the valve to a stow
Each CDU directional control valve piston is then pressurized and each CDU direction, causing the actuators to move toward stow. There is no longer a
directional control valve rotates to a deploy mode, which ports pressure into the signal to the CDU brake release piston, however, the brake is not capable of
CDU drive motor and releases each CDU drive motor brake. The aircraft logic inhibiting movement towards the stow direction because it is free spining in this
energizes the thrust reverser brakes; thus disŦengaging the brakes. direction.
With each CDU motor pressurized, each CDU brake and thrust reverser brake As the system moves approximately 0.5 in. (12.7 mm) from the deployed
released, the angle gearbox ball screw actuators and CDU actuators move the position, the deploy switches change contact indicating the actuation system is
thrust reverser cowls to the deploy position. After about 0.25 in. (6.35 mm) of in transit. As the system reaches the last 1 in. (25.4 mm) of the stroke, the
travel, the left and right side stow switches close and send an electrical signal feedback rods are contacted by the extension tube end cap and they move
to the ECU which transmits the unstowed status to the cockpit for indication. towards stow hitting firmly against the stops when the system reaches full stow.
RVDTs mounted on each CDU also provide an electrical thrust reverser Prior to stow, the motion of the feedback rods gradualy pulls the CDU
position signal to the ECU. directional control valves towards null, thereby slowing the speed of the
As the CDU actuators approach the deploy position (at approximately 0.5 in. motor/actuators.
(12.7 mm) from the deploy position) the CDU feedback stop rods are engaged ECU TRPV relays open and ECU sends the thrust reverser stowed status to
and pulled towards the extend stop. As the stop rods are pulled towards the the aircraft when the thrust reverser position is determined to be stowed from
deploy position, the CDU directional control valves are pulled towards a neutral the RVDT and switch inputs which commands the TRPV to close. The manifold
position. This action in the CDU directional control valves reduces motor speed is nonŦpressurized and the pressure switch closes. Since the valve does not
prior to impact with the deploy stops and eliminates the application of motor close immediately, there is sufficient airflow to insure completion of the stow
stall torque against the stops. stroke and lockŦup of the system preload. When the system reaches the fully
The motion of the feedback rod towards the extend stops is used to actuate the stowed position, the feedback rods are pushed firmly against their respective
deploy indicator switches. stow stops and the end actuators contact their rotary stops. While the CDU
At about 0.5 in. (12.7 mm) from the nominal deploy position, these deploy actuators are impacting against the feedback rods, the CDU brakes are
switches change contact. When the thrust reverser position is determined to be engaged but run in the free slip stow direction. Since the CDU brakes are
fully deployed the ECU opens the thrust reverser pressurizing valve solenoid selfŦlocking in the deploy direction, they lock in the preload that exists at the
relay which deŦenergizes the thrust reverser pressurizing valve. This causes fully stowed position.
pressure to be cut off in the manifold and the TRPV pressure switch changes The aircraft logic deŦenergizes the thrust reverser brakes 15 seconds after the
contact. The TRDV remains energized as well as the thrust reverser brakes. aircraft stow demand thru TRA signal; thus engaging the thrust reverser
brakes.
Reverser full power may be applied for a maximum of 30 seconds.
GE CF6-80E1 304 of 394

ALT < 6FT 115VAC
RADIO FCPC1
ALTIMETER
STATIC
FCPC3 RELAY
POTIS - 4.5
+28VDC
RESOLVERS
N1
GND RELEASE
DISC DISC
SWITCH - 7.2
BRAKE BRAKE
ECU ECU
LGCIU
CH A CH B
BALLSCREW RVDT CH B BALLSCREW

(UPR) J/BOX RVDT CH A
(UPR)
EIVMU B A
A B
STOW/DEPLOY STOW/DEPLOY
BALLSCREW SWITCH SWITCH BALLSCREW
(CTR) (CTR)
CENTER DRIVE UNIT L/H CENTER DRIVE UNIT R/H

PRESS
SW DCV
FLEXIBLE DRIVE SHAFT DVC TRPV FLEXIBLE DRIVE SHAFT
TRDV
DVC VALVE
ACTUATOR
SOL
BALLSCREW BALLSCREW
(LWR) SIGNAL PRESS LINE (DEPLOY) (LWR)
GRD SPLY
PRV
HPV
IPC
8TH
+28VDC DEPLOY COMMAND 14TH
7
GE CF6-80E1 305 of 394
T/R PRSOV
Thrust Reverser Pressure Regulator and Shut Off Valve
RELIEF VALVE (>150 PSI) SOLENOID VALVE
The thrust reverser pressure regulating and shutoff valve (T/R PRSOV) PRESSURE
isolates the thrust reverser’s pneumatic system from the airplane’s pneumatic REGULATOR (70 PSI)
system and regulates the pressure.
There is one valve in fwd engine core area. Access is gained by opening the
right thrust reverser half.
The T/R PRSOV consists of a steel valve body with a poppet valve, a pressure
regulator and a relief valve.
The poppetŦtype valve is springŦloaded closed. When reverse thrust is
selected, 28 volts DC powers the solenoid valve, air flows around the poppet PNEUMATIC
valve stem, through the solenoid valve and pressurizes the opening chamber of ACTUATOR POPPET VALVE
the poppet valve. The valve compresses against the closing spring, opening
the poppet.
TO T/R CENTER
The pressure regulator is set at 70 psig. It vents air when the inlet pressure DRIVE UNITS
exceeds this setting. This modulates the poppet valve, regulating downstream
pressure. In normal deployment situations the air supply pressure is not usually THRUST REVERSER PRSOV SCHEMATIC
high enough to require valve regulation. However, the engine may develop
enough 8th stage bleed pressure to open the regulator during a rejected
takeoff. The relief valve vents opening actuator pressure if it reaches 150 psig.
GE CF6-80E1 306 of 394

GE CF6-80E1 307 of 394

T/R DCV AND PRESSURE SWITCH
Directional Control Valve
The directional pilot valve (DCV) changes the direction of the directional control
(DCV) in the center drive unit. This determines wether the reverser deploys or
stows. The pressure switch completes a circuit for thrust reverser indication.
The DCV (and pressure switch) is mounted on the thrust reverser torque box of
the left reverser half. There is one per engine. Access is by opening the left
fan cowl panel.
The DCV is springŦloaded closed. it consists of a ball valve assembly and
poppet valve on a common shaft, a solenoid, and a cleanable air filter. The
pressure switch is a twoŦposition micro switch.
The DCV pressurizes or vents a directional control valve, located inside the
CDU’s. When the solenoid is deŦenergized, air pressure from the T/R PRSOV
is blocked and air from the directional control valve is vented around the DCV
ball valve to ambient. When the solenoid is energized, by pulling up the reverse
thrust lever, the ball valve moves down, closing the vent and the poppet valve
opens, allowing air pressure to the directional control valves.
Pressure Switch
The pressure switch senses air pressure to the DCV. The switch closes when
it senses pressure from the T/R PRSOV. Its position is independent of the
directional pilot valve position.
GE CF6-80E1 308 of 394

DIRECTIONAL
PILOT VALVE
ELECTRICAL
CONNECTORS
PRESSURE
SWITCH
DIRECTIONAL PILOT VALVE & PRESSURE SWITCH
GE CF6-80E1 309 of 394

CENTER DRIVE UNIT (CDU)

CENTER DRIVE UNIT / PNEUMATIC DRIVE UNIT
The center drive unit is an air motor. It converts pneumatic pressure into CDU RVDT
mechanical motion to drive the translating cowls to the stow or deploy FLEXIBLE
positions. There is one CDU mounted on each thrust reverser half torque box DRIVE SHAFT
between the upper and lower angle gearbox. Each CDU is accessible by
opening the respective fan cowl. CDU POSITION GEAR BOX
Each CDU mainly consists of : SWITCH MODULE
an air supply inlet DEPLOY STOP

(BALLNUT)
a Directional Control Valve (DCV) assembly
an Air Motor (roots type)
INPUT TO
a brake with manual brake release handle and an overruning clutch SWITCHES
(when engaged, the brake allows the air motor to rotate to the stow
direction, but prevents rotation to the deploy direction) STOP ROD
BALLSCREW ACTUATOR
a linear ballscrew actuator
a gearbox with two output drives for the flexible drive shafts AIR MOTOR
AIR INLET
a position indication switch module
a Dual Position Feedback Sensor (rotary variable differential transformer
(RVDT)) for both ECU channels
two square drives for manual deployment and deactivation DIRECTIONAL ACTUATOR
CONTROL (CONE) BRAKE
VALVE
One internal feedback mechanism (stop rod) is linked to the DCV assembly on
the one end, and has a mushroom shaped head on the other. It rotates the FLEXIBLE
VALVE
DCV through an override linkage toward close when the translating cowl ACTUATOR
DRIVE SHAFT
approaches the respective end position and causes to slow down the CDU. PISTON
The Position Switch Module contains stow and deploy limit switches to close
the T/R PRSOV, when the reverser is in the respective deploy or stowed MANUAL BRAKE
RELEASE HANDLE
position. The limit switches are also in the circuitry for thrust reverser position PIVOT LEVER
indication (REV) on the ECAM Display. The position switches are line (BRAKE RELEASE)
replaceable and does not require rigging.
MANUAL DRIVE PAD
The left and right CDU are interchangeable. They are installed 180 opposite
each other. SIGNAL PRESSURE FROM
DIRECTIONAL PILOT VLV
After replacement, a rigging must be performed. Because the center drive unit HELIX ROD
do not has actuator stops, rigging must be made by using the ”Stow Rig CENTER DRIVE UNIT SCHEMATIC (TYPICAL)
Indicator”
GE CF6-80E1 310 of 394

STOW/DEPLOY
SIGNAL PRESS
LINE POSITION FEEDBACK
SENSOR (RVDT)
POSITION
FEEDBACK
MANUAL BRAKE SENSOR
RELEASE HANDLE
(RVDT)
STOW/
DEPLOY
POS SW FLEXIBLE SIGNAL
PNEUMATIC MODULE DRIVE SHAFT PRESS
AIR SUPPLY LINE TO
POSITION FEEDBACK ELECTRICAL
DCV
SENSOR (RVDT) CONNECTOR
CDU RIG
BUTTON PNEUMATIC
AIR SUPPLY
CDU RIG
WINDOW
FWD POSITION
FLEXIBLE SWITCH MODULE
DRIVE
SHAFTS BALLSCREW
POSITION ACTUATOR
SWITCH MODULE
MOUNTING
ELECTRICAL
CONNECTOR FLANGE
GEARBOX
FLEXIBLE LOCKOUT PLATE/

DRIVE SHAFT MANUAL DRIVE
FWD
LEFT CDU
MANUAL BRAKE
RELEASE HANDLE
STOW/DEPLOY
SIGNAL PRESS
LINE
RIGHT CDU
GE CF6-80E1 311 of 394

ANGLE GEARBOX AND BALLSCREW ACTUATOR FLEXIBLE DRIVE SHAFTS
The flexible drive shafts connects the upper and lower ballscrew actuators. The
General
end which is connected to the CDU is a 3/8” spline drive, the opposite side is a
The angle gearbox and ballscrew actuator drives the translating cowl. One 0.200 inch square drive.
angle gearbox and ballscrew actuator is mounted on the upper and one on the
The upper and the lower drive shafts are different in lenght.
lower torque box of each thrust reverser half. Access is by opening the fan
cowl panels. If one of the two drive shafts becomes defective, damaged or had contact with
unclean surface, replacement of both drive shafts is required and a thrust
The gearbox has two square input drives and a splined output for the ballscrew
reverser rigging must be performed.
connection. The square drive opposite the drive shaft end is capped. This end
may be used to lock the actuator or for rigging. This square drive is 0.200 inch,
so a special tool must be made to fit the hole.
The ballscrew is spline coupled to the gearbox. A stop collar (not shown) is
pinned to the end of the ballscrew to limit actuation length. The ballscrew
actuator consists of the ballnut, actuator tube, and rod end bearing. The ballnut
is grease lubricated.
The gearbox reduces the rotary flexible drive shaft input speed by a ratio of 3:1
and drives the ballscrew. The ballnut and actuator tube translate as the
ballscrew rotates. The deployed limit is reached when the ballnut strikes the
stop collar on the ballscrew.
Removal and Installation

The angle gearbox and ballscrew actuator must be removed as a unit. The
angle gearbox may then be separated from the ballscrew actuator after
removal. The translating cowl must first be deployed enough to expose the
ballscrew actuator clevis pin (approximately 6Ŧ10 inch). The rotary flexible
drive shaft is then removed, then the clevis pin, and finally the gearbox and
actuator. The following two cautions should be observed:
CAUTION: ENSURE THAT THE DRIVE SHAFT CORE DOES NOT SLIDE
OUT OF THE OUTER CASE WHEN REMOVING THE ROTARY FLEXIBLE
DRIVE SHAFT.
CAUTION: DO NOT REMOVE THE CLEVIS PIN RETAINING CLIP BOLT.

BACK THE BOLT OUT ONLY ENOUGH TO ROTATE THE RETAINING CLIP.
THE NUT PLATE WILL BE DAMAGED IF THE BOLT IS REMOVED.
The thrust reverser system must be rigged after an angle gearbox and
ballscrew actuator is installed.
GE CF6-80E1 312 of 394

BOLT
RETAINING
CLIP
ACCESS
TORQUE BOX PANEL
BRACKET
ANGLE GEARBOX
AND BALLSCREW RETAINING ANGLE GEARBOX
ACTUATOR CLIP AND BALLSCREW PIN
(2 PLACES) ACTUATOR CLEVIS
FWD
BOLT
ACTUATOR (2 PLACES)
GIMBAL PIN
FWD (2 PLACES)
BOLT
WASHER
FLEXIBLE (2 PLACES) ACTUATOR STOW SET SCREW
DRIVE SHAFT STOP SPLINE
INTERNAL
SPLINE
LOCK NUT
ACTUATOR
STOW STOP
THREADED
SPLINE
BALLSCREW JAMNUT ROD END

ACTUATOR BEARING
ANGLE SET SCREW
GEARBOX
5
GE CF6-80E1 313 of 394
T/R INDEPENDENT LOCKING SYSTEM

General ROTOR
STATOR
To prevent the thrust reverser halfs against inadvertent opening inflight or on ARMATURE
ground, and also to fulfill authority requirements regarding fan reverser inŦflight
MANUAL
deployment prevention, an independently controlled safety mechanism (3rd RELEASE ELECTRICAL
Lock) is added to the fan reverser actuation system. This system has to be HANDLE CONNECTOR
installed on all engines in addition to the pneumatic operated brake which is SOLENOID
COIL
part of each CDU, and the ”Automatic Restow” feature of the thrust reverser
control system.
the electroŦmagnetic brakes are installed above the respective upper
BallŦscrew Actuators and connected to them by a short ”Flexible INPUT
SHAFT
Driveshaft” HEX
the brakes are normally (deenergized) springŦloaded closed. COUPLING RELEASE
CAM SHAFT
the system has an independent control circuit, and includes the Interface of
FCPC.The Power is 115 VAC.
for maintenance purposes a brake release lever is installed on each ANTIŦROTATION AND PRELOAD
MOUNTING STUD SPRING
independent locking brake actuator. In difference to the pneumatic brake of
the CDU, the brake of the independent locking system must be opened for ELECTROŦMECHANICAL BRAKE
(SOLENOID OPERATED)
moving in both direction, for deploy and stow.
GE CF6-80E1 314 of 394

ELECTROŦ
MECHANICAL MOUNTING HOLES
BRAKE (6 LOCATIONS)
(REF)
ELECTRICAL
BALL SCREW CONNECTOR
ACTUATOR (REF)
BRACKET
BOLT
(3 LOCATIONS)
WASHER
(3 LOCATIONS)
CENTER DRIVE
UNIT (REF)
ANGLE MANUAL ELECTROŦ

GEARBOX RELEASE MECHANICAL
FLEXSHAFT BRAKE
DRIVE PAD HANDLE
BOLT
(2 LOCATIONS)
WASHER
(2 LOCATIONS)
7
GE CF6-80E1 315 of 394
BLOCKER DOORS AND DRAG LINKS

General
Six thrust reverser blocker doors per thrust reverser half are mounted on the
inner wall of the translating cowl. The blocker doors deflect fan air forward
when the translating cowl is deployed. The drag links pull the doors into
position during deployment.
The doors are made of fiberglass and graphite composite, with bonded
aluminum hinges. There are two hinges on the wide, forward end that
isconnected to the inner wall of the translating cowl. There is a drag link
connection in the center of the door. The drag link is pinned to this connection
which is springŦloaded. The spring provides a load to hold the door closed and
protect it against vibration when the reverser is stowed. All 12 blocker doors
are interchangeable.
GE CF6-80E1 316 of 394

TRANSLATING LINK SUPPORT

THRUST REVERSER COWL
FIXED STRUCTURE
FAN COWL DUCT
ACTUATOR
DISCONNECT
ACCESS
LINK ARM
INNER FAN
DUCT
(REF)
BLOCKER DOOR
SPHERICAL
BEARING LINK ARM
FWD
(REF)
(2 LOCATIONS)
NUT
BALLSCREW (2 LOCATIONS)
ACTUATOR
DEFLECTOR NYLON COTTER PIN BOLT
BUMPER (2 LOCATIONS)
TRANSLATING
COWL
BLOCKER
FAN AIR
DOOR LINK SUPPORT/
FLOW
INTERFACE
SURFACE LINK
(REF) BLOCK SPRING
HINGE FITTING RETAINER
INNER FAN DUCT CAP
(2 LOCATIONS)
NUT
DRAG LINK COTTER SPRING
PIN (4 LOCATIONS)
GE CF6-80E1 317 of 394

CASCADE VANES
The cascade vanes are individually replaceable. When replacing, it is important
to ensure that the proper configuration cascade is used in each position.
The cascade vanes form part of the thrust reverser support structure. When
replacing the cascades, no more than three should be removed (per thrust
reverser half) at any time. This is to prevent the support structure from twisting
under the weight of the translating cowl.
These are used in combination provide reverse airflow that does not interfere
with aircraft control surfaces or cause engine debris ingestion during reverser
operation.
GE CF6-80E1 318 of 394

GE CF6-80E1 319 of 394

CASCADE VANES
There are 16 cascade vane positions per thrust reverser half. When installed,
the cascade vanes are part of the thrust reverser support structure. Each
cascade vane is bolted to the thrust reverser structure and also to the adjoining
vane. The cascade vanes are completely covered by the translating cowl when
the thrust reverser is in the stowed position.
There are 4 different configurations of cascade vanes:
Straight
45q Left Hand Deflection
45q Right Hand Deflection Ŧ Blocked
The straight cascade vane configuration is made from composite materials.
The remaining configurations are aluminium
GE CF6-80E1 320 of 394

GE CF6-80E1 321 of 394

THRUST REVERSER RIGGING

Procedure The shim(s) have to be stored at the rear side of the CDU support
Any time an angle gearbox and ballscrew actuator, rotary flexible drive shaft, or housing flange as ”Shim in Storage” fixed by the CDU mounting screws..
center drive unit is replaced, the thrust reverser must be rigged prior to any Ŧ if the gap is wider than 0.150” (> 3.8 mm) the CDU adjustment must be
operation. (refer to AMM 78Ŧ31Ŧ00 for procedure) made just the other way (contrary).
after the CDU gap has been adjusted sufficiently, repeat step 2 and step 3.
(A) Adjust the CDU Stow Rig Position
(C) Adjust the Upper and Lower Ballscrew Actuator Gap
Step 1
The gap between the reverser torque box support ring and the forward edge of
release the CDU brake (Manual Brake Release Handle approx. 60) and if
the translating cowl should be (if possible) nearly the same as adjusted in step
installed, open the brake of the applicable 3rd lock.
2, even if the tolerance of 0.060 and 0.150 inch (1.5 Ŧ 3.8 mm) is not exceede
remove lockout plate and if not already accomplished, handcrank the d. To adjust absolute the same gap at all 3 ballscrews is not possible.
reverser to the full STOW position.
disconnect upper and lower rotary flexible drive shaft. Step 4
CAUTION: PREVENT CORE OF THE FLEX SHAFT FROM SLIDING OUT remove the cover plates from the upper and lower ballscrew actuator
OF HOUSING. ANY CONTACT WITH UNCLEAN SURFACE WILL manual drive input.
REQUIRE SHAFT REPLACEMENT. DO NOT EXCEED MINIMUM handcrank the upper ballscrew actuator to the stow stop.
FLEXSHAFT BENDING (15”). (if installed, engage the brake of the 3rd lock)
measure the distance between the reverser torque box support ring and the
Step 2
forward edge of the translating cowl and record the Translating Cowl Gap.
apply and hold finger pressure on the stow ”Rig Indicator” button
determine the difference between CDU gap and ballscrew actuator gap.
continue to slowly drive the CDU toward STOW until the deepest position of
repeat step 4 for the lower ballscrew actuator.
the stow ”Rig Indicator” button in the groove of the CDU ball screw
actuators has been found. (D) Adjust Upper and Lower Ballscrew Actuator Gap
engage the CDU brake No adjustment is required if
check rig position through the CDU rig window and adjust again if the gap is between 0.060 and 0.150” (1.5 Ŧ 3.8 mm) and
necessary.
the difference between CDU translating cowl gap and ballscrew actuator
(B) Adjust the CDU Translating Cowl gap gap is not more than + 0.031” (0.78 mm).
Step 3 In case one of the two tolerances is exceeded,, continue with step 5.
measure gap between reverser torque box support ring and the forward
edge of the translating cowl and record the CDU Translating Cowl Gap.
Ŧ if the gap is between 0.060 and 0.150 inch (1.5 Ŧ 3.8 mm) no
adjustment is required. (continued on next page o)
Ŧ if the gap measures less than 0.60” (< 1.5 mm) a shim between the CDU
support housing flange and the reverser torque box must be removed.
GE CF6-80E1 322 of 394

BALLSCREW
LOCK NUT ACTUATOR
ROD END
ACTUATOR
STOW STOP 3
ANGLE GEARBOX
BOLT 5
RETAINING
BALLSCREW JAMNUT RODEND CLIP
ACTUATOR 4
SET SCREW
CLEVIS PIN
ANGLE
GEARBOX 2
REFER TO A3 PAGE
UPPER ACCESS
FLEXIBLE PANEL
DRIVE SHAFT
SCREW
SHIMS IN STORAGE
UPR BALLSCREW
ACTUATOR GAP CENTER
DRIVE UNIT
BALLS-
CREW
2 ACTUATOR
BOLT 5
BOLT
(4 PLACES)
RETAINING
CLIP
1
CDU TRANSLATING
COWL GAP
2
STOW RIG
SHIMS IN USE
INDICA- CLEVIS 2
TOR PIN
WINDOW SEE NOTE:
LWR BALLSCREW 2
ACTUATOR GAP
LOWER FLEXIBLE
DRIVE SHAFT
STOW RIG 1 1.5 Ŧ 3.8 mm

BUTTON ALLOWABLE GAP
INDICATOR INDICATOR
STOW RIG WINDOW
CENTER NOTE: DIFFERENCES BETWEEN UPPER AND CENTER 2 DEPLOY T/R 6Ŧ10
DRIVE UNIT OR LOWER AND CENTER TRANSLATING COWL INCH
GAPS MUST BE ADJUSTED BY ALIGNMENT OF TO GET ACCESS
THE BALL SCREW ACTUATOR ROD END AS FOLLOWS: 3 HOLD AT STOP WITH
MAX 12 INCH / LBS (14
IF THE ACTUATOR GAP IS GREATER THAN THE CDU GAP Nm)
THEN THE ADJUSTMENT IS CLOCKWISE. 4 ONE FULL TURN
BALLSCREW (AFT LOOKING FOREWARD) EQUALS
APPROX. 1.07 mm
IF THE ACTUATOR GAP IS SMALLER THAN THE CDU GAP 5 LOOSE TO ROTATE RETAI-
THEN THE ADJUSTMENT IS COUNTERCLOCKWISE. NING CLIP.
(AFT LOOKING FOREWARD) DO NOT REMOVE BOLT
STOW RIG
INDICA- BUTTON
TOR INDICATOR
STOW RIG
5
WINDOW
GE CF6-80E1 323 of 394

(Thrust reverser rigging cont.)
disconnect the flexible drive shaft(s) from the CDU.
Step 5
handcrank ballscrew actuator to its stow stop and hold.
determine the revolutions of the ballscrew actuator rod end necessary for
(if installed, engage brake of the applicable 3rd lock)
adjustment (1 full turn equals 0.042” (1.07 mm)
insert the flexible drive shaft into the CDU drive pad. It is allowed to rotate
Example: Difference between reverser torque box support ring and the
the drive shaft connecting spline one tooth toward STOW, if the drive shaft
forward edge of the translating cowl = 1.65 mm.
end does not fit.
Adjustment: 1 1/2 revolutions (1 x 1.07 mm + 1/2 x1.07 mm = 1.60 mm).
Check the CDU stow rig indicator and all 3 gaps again for proper
If the ballscrew actuator gap is wider than the CDUŦgap, the actuator rod adjustment.
end must be turned clockwise (CW).
release the CDU brake and if installed, the 3rd lock brake. Handcrank
if the ballscrew actuator gap smaller than the CDUŦgap, the actuator rod the translating cowl to the full deployed position and back to the ballscrew
end must be turned counter clockwise (CCW). actuator stow stops.
repeat step 5 for the lower ballscrew actuator. Check the CDU stow rig indicator again for proper adjustment.
Step 8
Step 6 (adjust ball screw actuator length)
Ŧ Restore the airplane to normal as described for reverser rigging.
temporarily insert the flexible drive shaft into the CDU drive pads.
(if installed, release brake of the 3rd lock)
Using a 1/4 ” square drive at the CDU manual drive pad, handcrank the
translating cowl toward DEPLOY approximately 10Ŧ12” to get access to the
ballscrew actuator rod end bearing.
remove the access panel(s) next to the actuator(s) rod end bearing.
remove clevis pin(s).
CAUTION: Do not remove the clevis pin retaining clip bolt. Back the bolt out
only enough, to rotate the retaining clip. The nut plate will be damaged if the
bolt is removed.
disconnect the flexible drive shaft at the actuator which is to be adjusted.
Handcrank the actuator toward STOW until the rod end bearing is visible in
front of the aft actuator mounting pad. Do not allow actuator housing
distortion.
adjust the rod end bearing in accordance to the turns (revolutions)
determined in step 5. Make sure, that the witness hole remains covered.
handcrank the actuator(s) toward STOW and install the clevis pin. Do not
allow actuator housing distortion.
temporarily insert the flexible drive shaft into the CDU drive pads and
handcrank the translating cowl to the stow rig position (refer to step 2).

GE CF6-80E1 324 of 394
BALLSCREW
LOCK NUT ACTUATOR
ROD END
ACTUATOR
STOW STOP 3
ANGLE GEARBOX
BOLT 5
RETAINING
BALLSCREW JAMNUT RODEND CLIP
ACTUATOR 4
SET SCREW
CLEVIS PIN
ANGLE
GEARBOX 2
REFER TO A3 PAGE
UPPER ACCESS
FLEXIBLE PANEL
DRIVE SHAFT
SCREW
SHIMS IN STORAGE
UPR BALLSCREW
ACTUATOR GAP CENTER
DRIVE UNIT
BALLS-
CREW
2 ACTUATOR
BOLT 5
BOLT
(4 PLACES)
RETAINING
CLIP
1
CDU TRANSLATING
COWL GAP
2
STOW RIG
SHIMS IN USE
INDICA- CLEVIS 2
TOR PIN
WINDOW SEE NOTE:
LWR BALLSCREW 2
ACTUATOR GAP
LOWER FLEXIBLE
DRIVE SHAFT
STOW RIG 1 1.5 Ŧ 3.8 mm

BUTTON ALLOWABLE GAP
INDICATOR INDICATOR
STOW RIG WINDOW
CENTER NOTE: DIFFERENCES BETWEEN UPPER AND CENTER 2 DEPLOY T/R 6Ŧ10
DRIVE UNIT OR LOWER AND CENTER TRANSLATING COWL INCH
GAPS MUST BE ADJUSTED BY ALIGNMENT OF TO GET ACCESS
THE BALL SCREW ACTUATOR ROD END AS FOLLOWS: 3 HOLD AT STOP WITH
MAX 12 INCH / LBS (14
IF THE ACTUATOR GAP IS GREATER THAN THE CDU GAP Nm)
THEN THE ADJUSTMENT IS CLOCKWISE. 4 ONE FULL TURN
BALLSCREW (AFT LOOKING FOREWARD) EQUALS
APPROX. 1.07 mm
IF THE ACTUATOR GAP IS SMALLER THAN THE CDU GAP 5 LOOSE TO ROTATE RETAI-
THEN THE ADJUSTMENT IS COUNTERCLOCKWISE. NING CLIP.
(AFT LOOKING FOREWARD) DO NOT REMOVE BOLT
STOW RIG
INDICA- BUTTON
TOR INDICATOR
STOW RIG
7
WINDOW
GE CF6-80E1 325 of 394

STOW/DEPLOY SWITCH MODULE

The stow deploy switch module is mounted to the CDU an each thrust reverser
half.
The switch module is used to provide end of travel information to the ECU.
System Operation
The switch module is operated by the directional valve override linkage an the
exterior if the CDU. Switches within the unit actuate when the transcowl moves
away from the stow position (stow switch) and actuate when the transcowl
reaches full deploy position (deploy switch). The actuation of the switches
provide control and indication signal to the ECU for overall thrust reverser
operation.
Functional Descri tp ion

The stow switch contacts will go from open to closed when the transcowl
position is <2% deployed.
The deploy switch contacts will go from ”not deployed” to ”deployed” when the
transcowl position is <98% deployed.
The stow/deploy switch module is replaceable separately from the CDU, and
does not require rigging.
GE CF6-80E1 326 of 394

GE CF6-80E1 327 of 394

ROTARY VARIABLE DIFFERENTIAL TRANSDUCER
The rotary variable differential transducer (RVDT) is mounted to a drive pad
located at the top of each CDU. It contains a reduction gearbox (1700:1 ratio)
assembly that is attached to dual variable transducers.
The RVDT is an electronic position feedback sensor that is used by the ECU to
monitor transcowl position at all times.
System Operation
When there is transcowl movement, the Input shaft of the RVDT is rotated by
the feedback actuator assembly of the ECU, and a variable output signal is
generated to the ECU. This allows the ECU to monitor transcowl position
throughout its full range of travel:
0% = fully stowed (0 degrees shaft rotation)
100% = fully deployed (77 degrees shaft rotation)
The RVDT is equipped with a rig sight glass an the end of the unit that is used
for rigging the RVDT to the CDU. The RVDT’s may be changed separately
from the CDU, but must be rigged prior to installation.
GE CF6-80E1 328 of 394

GE CF6-80E1 329 of 394

THRUST REVERSER DEACTIVATION

The thrust reverser may be deactivated for maintenance purposes. The
following step need to be accomplished:
Indicate in the aircraft records that the thrust reverser is deactivated.
Remove the 3 red warning plates from each thrust reverser half at the 5:00
and 7:00 positions. Retain the bolts for reuse.
Install the red warning plates at each ballscrew actuator position (6 total).
Each transcowl has 3 attached lockŦout plates that extend beyond their
forward edge. When the thrust reverser is in the stowed position, these
lockŦout plates will extend under the fixed support structure. The locking
bolts will be installed through the red warning plates, through the fixed
support structure and into the lockout plates attached to the transcowl.
At each CDU remove the CDU lockŦout plate, invert it and reinstall it with
square drive engaging the drive pad.
GE CF6-80E1 330 of 394

LOCKING BRACKET TORQUE BOX

BOLT HOLES (3 PLACES) FLANGE
RED WARNING
PLATE
LOCKING
BOLTS
PERATE
BRACKET
FWD
TRANSLATING
COWL
TORQUE BOX TRANSLATING THRUST REVERSER STOWED AND DEACTIVATED

FLANGE COWL
CENTER
DRIVE
RED WARNING UNIT
PLATE
DO NOT OPERATE MANUAL

DRIVE
PAD LOCKOUT
DO NOT OPERATE
PLATE
DO NOT OPERATE 1
LOCKOUT
PLATE
TORQUE BOX LOCKING CENTER DRIVE UNIT 1 INVERT PLATE AND INSTALL SQUARE
BOLTS (6) (ROTATED FOR CLARITY) DRIVE INTO DRIVE PAD TO LOCK CDU.
GE CF6-80E1 331 of 394

DIRECTIONAL PILOT VALVE DEACTIVATION
At the TRDV, remove the electrical connector. Next remove the dust cap
from the storage bracket. Install the dust cap an the TRDV, and install the
TRDV electrical connector an the storage bracket.
This step produces an ECU thrust reverser inhibit signal. It is a discrete
signal that is used to indicate to the ECU, ”inhibit thrust reverser operation”.
Inside the TRDV electrical connector there are two sets of wires coming
from the ECU (1 set for CH. A, 1 set for CH. B). When the electrical
connector is installed, the connections for Bach set of wires are closed and
the ECU operates the thrust reverser normally. When the electrical
connector is removed and stored, the connections will be open and the ECU
will inhibit thrust reverser operation.
NOTE: When the TRDV connector is removed and connected to the storage
bracke the ECU will send a „ THRUST REVERSER INHIBITED“ message to
the EWD.
GE CF6-80E1 332 of 394

5
GE CF6-80E1 333 of 394
THRUST REVERSER MANUAL OPERATION
General Retract (Stow) Translating Cowl Manually
Each reverser half may be moved manually to the stow/deploy direction, while open the fan cowling.
the other half remains in position. release Independent Lock brake
CAUTION: DO NOT EXTEND THE THRUST REVERSER HALF WHEN remove lockout plate
THE TRANSLATING COWL IS OPEN TO MORE THAN THE
Install a 0.25 inch square drive into the manual drive pad and handcrank the
34 DEGREE POSITION (FIRST STICK). DAMAGE TO THE
CDU to drive the translating cowl. Do not exceed 10 pound—inches
TRANSLATING COWL OR THE STRUT CAN OCCUR.
(1.1 N.m) running torque to drive the CDU.
Extend (Deploy) Translating Cowl Manually apply and hold finger pressure on the stow ”Rig Indicator” button
open the fan cowling. continue to slowly drive the CDU toward STOW until the deepest position of
release applicable center drive unit (CDU) brake by pulling brake handle out the stow ”Rig Indicator” button in the groove of the CDU ball screw
and away from the CDU until flat is felt. (about 60). actuators has been found.
release Independent Lock brake check the gap between translating cowl and reverser torque box.
The gap between the reverser torque box support ring and the forward edge
remove lockout plate
of the translating cowl should be nearly the same, even if the tolerance of
Install a 0.25 inch square drive into the manual drive pad and handcrank the 0.060 and 0.150 inch (1.5 Ŧ 3.8 mm) is not exceeded.
CDU to drive the translating cowl. Do not exceed 10 pound—inches
install lockout plate with the square socket outside
(1.1 N.m) running torque to drive the CDU.
close applicable circuit breakers
CAUTION: EXCESSIVE RUNNING TORQUE TO DRIVE CENTER restore airplane to normal.
DRIVE UNIT INDICATES POSSIBLE DEFECTIVE THRUST
REVERSER ACTUATION OR FEEDBACK COMPONENTS. NOTE: The center drive unit (CDU) brake need not to be open for reverser
stow operation due to the integrated overrunning clutch. The
engage applicable center drive unit (CDU) brake by pushing the brake Independent locking brakes must be released for both directions,
release handle toward the CDU. deploy and stow.
close the Independent Lock brake.
GE CF6-80E1 334 of 394

CDU BRAKE
LEVER CENTER
DRIVE
UNIT
CDU RIG
WINDOW
STOW RIG
INDICATOR MANUAL
BUTTON DRIVE
PAD
LOCKOUT
PLATE
LOCKOUT
PLATE
STOW RIG INDICATOR SHOWN IN 1/4 INCH MANUAL DRIVE INPUT

STOW RIG POSITION CENTER DRIVE UNIT
(ROTATED FOR CLARITY)
7
GE CF6-80E1 335 of 394
THRUST REVERSER JUNCTION BOX

The thrust reverser junction box is located at the 10:00 position of the aft fan
case.
lt allows either channel of the ECU to control and receive feedback from the
thrust reverser components.
System Operation
The following signals are split within the box:
Pressure Switch (input to the ECU)
TRDV Output Signal (from ECU)
TRPV Output Signal (from ECU
The junction box is simply a prefabricated unit containing electrical connections
for control ECU channel A and channel B connectors.
GE CF6-80E1 336 of 394

GE CF6-80E1 337 of 394

THRUST REVERSER SYSTEM DEPLOYED
The thrust reverser system is controlled, sequenced, and monitored by the
ECU. During normal thrust reverser operation, the following operations are
performed for deploy mode:
The reverse thrust levers are pulled into the reverser thrust position.
The aircraft relay will close supplying 28 VDC through the TRDV winding
and an into the ECU.
If all conditions are correct for reverser operation the ECU will close both
the TRDV relay and the TRPV relay.
The TRPV relay will energize the TRPV supplying regulated airflow to the
system. This air will go directly to the CDU’s. At the same time, it will also
go to the pressure switch (giving the ECU feedback that the TRPV did
open), and to the directional pilot valve. The TRDV will be energized,
allowing the signal air to go to the CDU mounted directional valves.
The thrust reverser will begin to deploy, and the RVDT signal to the ECU will
indicate transcowl movement.
As soon as EITHER transcowl position increases to >2% its stow switch will
close. When this happens the ECU will send a signal over the ARINC bus
which causes the unlock indication an the EWD.
When the transcowls reach >98% deployed the deploy switch will actuate.
Once BOTH deploy switches have actuated the ECU will send the signal
which causes the REV indication an the EWD.
In addition the ECU will open the TRPV relay causing the TRPV to close.
GE CF6-80E1 338 of 394

GE CF6-80E1 339 of 394

THRUST REVERSER STOWED
The thrust reverser system is controlled, sequenced, and monitored by the
ECU. During normal thrust reverser operation, the following operations are
performed for stow mode:
Reverse thrust levers are pushed completely down to the forward thrust
position.
The ECU will open the TRDV relay and close the TRPV relay.
The TRPV relay will energize the TRPV supplying regulated airflow to the
system. This air will go directly to the CDU’s. At the same time, it will also
go to the pressure switch, and to the directional pilot valve. The TRDV will
not be energized, so no signal air will go to the CDU mounted directional
valves.
The directional valves are spring loaded to the stow position, so the thrust
reverser will begin to stow. The RVDT signal to the ECU will indicate
transcowl movement.
As soon as EITHER transcowl position decreases to <98% its deploy switch
will actuate. When this happens the ECU will send a signal over the ARINC
bus which causes the U/L indication an the EAD.
When the transcowls reach <2% deployed the stow switch will actuate.
Once BOTH stow switches have actuated the ECU will send the signal
which removes the U/L indication an the EAD. In addition the ECU will open
the TRPV relay causing the TRPV to close.
GE CF6-80E1 340 of 394

TLA TLA
GE CF6-80E1 341 of 394

THRUST REVERSER INDICATION

During normal thrust reverser operation with the aircraft an the ground, and
thrust reverse mode has been selected, the following indications appear on the
flight deck:
An amber REV indication is displayed in a grey box in the middle of the N1
dial when either transcowl becomes unstowed (i.e. thrust reverser to deploy
position).
When both translating cowls of one engine have reach the deployed
position, the amber REV indication for the engine will change from amber to
green color, indicating that power may be applied to the engine thrust
reversers.
The green REV indication will revert to amber when either thrust reverser
cowl becomes undeployed (i.e. thrust reverser to stow position).
When the translating cowls for each engine have reach the stowed position,
the amber REV indication for that engine will extinguish.
Abnormally with,the aircraft an the ground, and the thrust reverser has not
been selected to deploy, should a translating cowl not fully stowed, or become
unstowed, the amber REV indication will appear an the EWD display and
remain on.
Abnormally with the aircraft in flight, should a translating cowl become
unstowed, the amber REV indication will flash on the EWD for 9 seconds then
remain steady on. The ECU will automatically take necessary action to retain
the affected transcowl in the stow position.
GE CF6-80E1 342 of 394

N1
GREEN INDICATION WHEN REVERSER IS FULL DEPLOYED
AMBER INDICATION WHEN AT LEAST ONE STOW SWITCH IS NOT ACTUATED
AMBER INDICATION FLASHES FOR 9SEC IN FLIGHT AND UNSTOWED CONDITION
5
GE CF6-80E1 343 of 394
THRUST REVERSER CMS TEST

During this test, air pressure is supplied to the Thrust Reverser System.
The Thrust Reverser is deployed and stowed by moving the throttle in the
reverse and forward positions.
The inhibition circuits and EIVMU relays are checked.
The test can be aborted by selecting the return line select key. The ‘test not
completed‘ screen appears when the operator does not follow the instructions
in time.
GE CF6-80E1 344 of 394

5 1
THRUST REVERSER TEST LAST LEG ENGINE TESTS
<REPORT
CAUTION: REVERSER WILL STOW
PREVIOUS LEGS SYSTEM
DURING TEST <REPORT TESTS> <MOTORING TEST
ENGINE
- SET THROTTLE LEVER OF OWN <LRU IDENT TESTS> <THRUST REVERSER TEST
ENGINE TO IDLE
DISPLAY
<GROUND SCANNING TESTS> <IGNITION TEST
- WAIT 15 SEC
<DATA REPORT> <ENGINE RUNNING TEST
SPECIFIC
<RETURN <RETURN DATA> <RETURN Print*
4 3 2
THRUST REVERSER TEST THRUST REVERSER TEST THRUST REVERSER TEST
- SELECT PNEUMATIC PREESS ON FOR CAUTION: SURFACE WILL MOVE CAUTION: SURFACE WILL MOVE
OWN ENGINE AT PNEUMATIC PRESSURE RISE AT PNEUMATIC PRESSURE RISE
- WAIT FOR 5 SEC AND REVERSER WILL MOVE DU- AND REVERSER WILL MOVE DU-
RING TEST RING TEST
- SET THROTTLE LEVER OF OWN
INITIAL CONDITIONS:
ENGINE TO MAX REVERSE
REMOVE THRUST REVERSER
<CONFIRM START OF TEST
- WAIT 20 SEC INHIBITION
<START TEST
<RETURN <RETURN <RETURN
7
GE CF6-80E1 345 of 394
Reverser Test continued
GE CF6-80E1 346 of 394

6 7

THRUST REVERSER TEST THRUST REVERSER TEST
TEST NOT COMPLETED
TEST OK SLOW OPERATOR RESPONSE

OR TEST ABORTED
<START RESTOW TEST
<RETURN <RETURN
8
ECU 2 CHAN A
THRUST REVERSER TEST
TEST CLOSE UP
- MAKE SURE TR DOORS ARE

STOWED
- SELECT PNEUMATIC PRESS OFF FOR

OWN ENGINE
<RETURN
GE CF6-80E1 347 of 394

80Ŧ00 STARTING SYSTEM
The start system consists of a starter air valve, starter and associated tubes
and ducts.
Operation
The function of the propulsion starting system is to provide sufficient torque to
accelerate the engine to a speed at which it can light off and continue to run
unassisted. Includes cranking the engine for dry/wet motoring purposes.
The SAV, upon receiving an electrical signal from the ECU, opens to allow air
to flow to the starter. The starter in turn provides the torque to accelerate the
engine. During the start sequence, the starter clutch automatically disengages
the starter when the starter provides no additional torque to accelerate the
engine. When the engine has attained a predetermined speed, removal of the
electrical signal shuts the SAV, thereby removing the pneumatic supply to the
starter.
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HP FUEL ON/OFF
ENGINE ALTERNATE
START/IGNITION
MASTER SW
DISCRETE
CH A RESET
CH B RESET
FEEDBACK
OPENING
OPENING
HP FUEL
CLOSURE
SOV
SOLENOID
GE CF6-80E1 349 of 394

START SYSTEM OPERATION
The ECU control is based upon the following inputs from the flight deck:
Rotary Start Selector switch located an the Engine Start Control Panel.
Manual Start PushŦbutton switch located an the Engine Manual Start
Control Panel.
Master Lever located an the Engine Master Control Panel.
ECU capability:
Normal (automatic) start using the EIVMU data or the alternate start/ignition
discrete input signal.
Manual start using EIVMU data.
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ENGINE MASTER PANEL
1 2
1 2
ENGINE MANUAL START
1 2
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STARTER SHUTŦOFF VALVE (SOV)

The Starter ShutŦoff Valve (SOV) is an electrically controlled, pneumatically
operated butterfly type valve. The SOV initiates and terminates airflow to the
starter turbine.
The two position valve is normally springŦloaded and air pressure closed.
Located at the 6 o’clock position of the accessory gearbox, just aft of the
starter. Mounted directly to the starter with a ”V” band clamp. Garrett and
Hamilton Standard models are available.
System Operation
The SOV is controlled by the ECU using an aircraft powered 28 VDC solenoid.
When the solenoid is energized, starter duct pressure is used to open the
valve.
Incorporates a manual override OPEN feature. A manual override ”socket
drive” is provided to open the valve in case of physical or electrical failure.
Operational air can come from a Ground Power Unit (GPU), an Auxiliary Power
Unit (APU), or another operating engine.
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5
GE CF6-80E1 353 of 394
STARTER
The Starter is a single stage air turbine, clamped to the accessory gearbox The purpose of starter servicing is to insure that the unit has sufficient oil
(AGB) aft face at the 6 o’clock adapter pad by a hinged ”V” coupling clamp. A quantity.
locator pin is provided between the mounting flange interfaces in order to
accurately position the starter to the engine. Maintenance Practices
The engine starter is used to accelerate the engine core from 0% N2 to idle The following is a summarization of the maintenance practices required for
RPM and provides wet/dry motoring during maintenance practices. CF6Ŧ80E1 starter servicing. This is only a summarization and still requires the
use of the Aircraft Maintenance Manual (AMM) for detailed information that is
System Operation critical to this procedure.
The starter is controlled by the ECU triggered starter shutŦoff valve (SOV). Safety the aircraft and obtain access to the starter. Place a container an the
When the ECU signals the SOV open, airflow passes through the starter ground under the starter. Remove manual fill cap an side of starter and discard
turbine creating rotation. The starter output shaft turns the accessory gearbox seal.
drive train and rotates the core engine. Remove overflow cap at bottom of starter and discard seal.
The starter duty cycle is limited due to oil supply. The operating duty cycle is 5 Gravity fill the starter with engine oil through the filler port until the oil flows
minutes ON with a 2 minute cooling period. After the first cycle, repeat smoothly out of the overfill port or service with a remote servicing unit through
operation requires a 10 minute cooling period between each ON cycle. a pressure fill port at 6 o’clock.
Functional Description Service with manufacturers recommended engine oil. Replace all plugs with
new seals.
Garrett turbineŦtoŦoutput shaft ratio is 13.5 to 1, Hamilton Standard
turbineŦtoŦoutput shaft ratio is 10.45 to 1. Examine oil level indicated an the oil level sight glass. Level should be between
the ADD and FULL marks.
ECS inlet air pressure is 25Ŧ55 psig.
If below the ADD mark, add oil as necessary to increase level to FULL.
Core engine motoring speed maximum 22Ŧ26% N2. Engine fuelŦon at 15 %
N2. Hamilton Standard capacity is 350 cc.
ECS inlet air pressure cutoff to the SOV is at 50% N2. Garrett capacity is 800 cc.
Starter centrifugal clutch disconnect capability at 3940% N2, reengage at
30% N2.
STARTER SERVICING
Both models of starters have a self contained splash (wet sump) lubrication
system containing:
Two fill ports, one an each side of the starter.
An oil drain plug, located at 6 o’clock,
Contains a permanent magnet for Chip detection and check valve for
inspection of the magnet.
An oil overflow, located at 6 o’clock.
A visual oil level sight glass at 9 o’clock.
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7
GE CF6-80E1 355 of 394
STARTER DUCT
General
An engine can be started with:
bleed air from the APU (crossbleed isolation valve opens automatically to
start right engine)
bleed air via HP ground connection and a ground air supply cart (crossbleed
isolation valve must be opened manually to start right engine)
crossbleed air from an outer engine (the crossbleed isolation valve must be
opened manually in any case).
Component Location
Starter air supply ducting goes from the bleed air supply duct up to the
starterair valve. It is routed from the SAV on the right side of the core to the
engine/pylon interface, near the top of the engine.
The starter duct assembly is a three piece duct that runs from the pylon
interface aft and around the rightŦhand side of the engine to the starter air
valve.
The assembly consists of a flexible duct, an upper and lower rigid duct, support
links and couplings. During the start sequence, bleed air is ducted from the air
source through the precooler, the overpressure valve (OPV) and the starter
duct to the SAV.
At this point, the ECU controls the air supply to the starter via the SAV.
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GE CF6-80E1 357 of 394

30Ŧ21 ICE & RAIN PROTECTION
GENERAL
The ice protection system of the engine air intake is selected when icing Interface with the Zone Controller
conditions are expected on ground or in flight.Ice protection heats the engine ANTI ICE pusbutton switch configuration or antiŦice valve position are sent to
intake cowls with air bled from the engine compressor. the zone controller which computes the bleed status coefficients. These
The function of the ice protection of the engine air intakes is to supply bleed air coefficients are sent to the FADEC through the EIVMU for engine rating control
to heat the inlet lip during icing encounters.This maintains the inlet lip of the according to air bled.
engine free of harmful accumulation of ice. The installation consists of ducting,
coupling, seals, a shutoff valve, mechanical supports and a swirl triple nozzle. Interface with the System Data Acquisition Concentrator (SDAC)
The air bled from the eleventh stage of the engine compressor is the heat A warning message is sent to the Engine/Warning Display (EWD) in case of
source. A solenoidŦoperated shutoff valve (which is designed to fail to the open disagreement between antiŦice valve control and position.
position) provides the onŦoff control.
The swirl nozzle distributes the air whithin the leading edge of the intake cowl.
The spent air exhausts via a flush duct in the aft cavity of the intake cowl. The air bled from the eleventh stage of the compressor passes through eight
duct sections and a lineŦmounted valve of on/off type.
System Description At the forward bulkhead of the intake cowl, the antiŦice system interfaces with
Ice protection of the engine air intake is achieved by heating the nose cowls the swirl triple nozzle in the intake lip.
with air bled from the engine compressor. Each engine installation is The spent air then exhaust overboard through a dedicated duct in the outer
independent and each engine air intake is also provided with an independent barrel. The airflow is controlled by an antiŦice valve which is of the butterfly
ice protection system. type and electrically operated.
The air bled from the eleventh stage of the engine compressor is circulated The safety position of the valve is full open.
through ducts, orifice and an antiŦice valve and is then discharged through a Test or operation of the engine airŦintake antiŦice system is possible on ground
swirl triple nozzle into the air intake. when the engines are running. When the antiŦice valve is open, the information
Air for the muscle line is taken from the elbow duct upstream of the orifice. is fed to the zone controller.
The orifice installed in the supply line, controls the 11th stage bleed air flow to The latter determines the configuration of the engine bleed air to control the
rates sufficient for antiŦicing. The control orifice is located at the end of the first FADEC: this determines the engine rating according to the ambient conditions,
elbow downstream from the 11th stage bleed port. the engine operating conditions and the load of the anti ice bleed.
The control and indicating components are located on the overhead panel, on
Interface with the EIVMU
the ANTI ICE section of the panel. Two pushbutton switches designated ENG
The information (ANTI ICE pushbutton switch configuration) is sent to the 1, ENG 2 are available, each associated with one engine.
EIVMU which transmits it to the FADEC system by an ARINC 429 bus. The
Each pushbutton switch includes two luminous legends:
FADEC uses this bit to select the continuous ignition.
ON: blue
Oil low press and ground information is used to avoid an unwanted
illimination of the FAULT legend of the ENG 1(2) pushbutton switch on FAULT: amber
ground, with the engine not running (antiŦice valve open without motive
pressure).
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ANTI ICE
BLEED
PRESSSURE PILOT
ORIFICE
REGULATOR VALVE AMBIENT
130PSI
SOLENOID
RELIEF
SUPPLY PORT VALVE SERVO PRESSURE
11TH STAGE 200PSI
FILTER OPENING CHAMBER

CLOSING CHAMBER
VENT
BUTTERFLY
CLOSED-
11TH STAGE POSITION
OPEN- SWITCH
POSITION
SWITCH
GE CF6-80E1 359 of 394

PopŦout Indicator
Anti Ice Valve
The connection between the two fan case mounted antiŦice ducts is shrouded
The antiŦice valve is a butterfly shutoff valve of on/off type. The valve is a 2 and sealed. The shroud is designed to withstand the maximum anticipated
inch tube size, line mounted, spring loaded to open. A solenoid controls closure antiŦice system pressures and temperatures.
of the valve. The valve is fully open in the event of electrical supply loss or
insufficient motive pressure. This design prevents hot air leakage into the fan compartment in the event of a
leak at the duct connection. A visual ”pop up” indicator is located on the shroud
The air bled from the eleventh stage of the engine compressor provides the to provide an indication, during inspection, of a leak of the duct connection.
motive pressure to the valve. The valve is designed to operate in less than 3
seconds when the motive pressure is higher than 10 PSI. A red button within the indicator will extend and latch when the pressure
beneath the shroud exceeds 20+/Ŧ5 psig. The button will remain extended until
Upon energization of the solenoid, the valve closes. The solenoid plunger manually depressed.
extends: Ŧ the opening chamber is vented to the ambient
the motive pressure flows to the closing chamber Pressure Relief Door
the motive pressure acts on the piston, overcomes the spring and drives the A pressure relief door is installed on the outer cowl barrel to prevent damage of
valve to the closed position. the inner or outer cowl barrel in case of excessive leakage or misassembly of
the anti ice supply duct.
DeŦenergization of the solenoid opens the valve. The solenoid plunger retracts
and causes: The pressure relief door opens if the pressure inside the cowl barrel exceeds
2.38 plus or minus 5 percent PSID.
the motive pressure to push the pilot ball against the pilot vent seat
the motive pressure to flow to the opening chamber and to overcome the
pressure of the closing chamber. A spring assists the valve to the open
position.
It is possible to manually override and lock the valve in either the open or
closed position. Without motive pressure, it is possible to move and lock the
valve in the desired position, by application of a torque to a standard square
nut to the butterfly shaft.
Insertion of the locking pin through the locking hole on the valve body, locks the
valve in the desired position.
The unit incorporates two electrical switches (open switch position and closed
switch position) which provide a signal for remote indication of the valve
position.
GE CF6-80E1 360 of 394

LOCKOUT
PIN STORAGE
LOCKING
POSITION
HOLE ELECTRICAL
CONNECTOR
GE CF6-80E1 361 of 394

71Ŧ00 POWER PLANT GENERAL
SAFETY PRECAUTIONS
COWL DOORS POWER APPLICATION
WARNING: DO NOT STAND BETWEEN THE COWL DOORS AND THE Application of external power and pressure
ENGINE WHEN YOU OPEN OR CLOSE THE DOORS OR WARNING: ACCIDENTAL OPERATION OF AN AIRCRAFT SYSTEM
INJURIES CAN OCCUR IF THE DOORS CLOSE SUDDENLY. COULD CAUSE DEATH OR SERIOUS INJURY TO
WARNING: DO NOT OPERATE THE THRUST REVERSER HALVES IF PERSONNEL. MAKE SURE THAT ALL PERSONNEL AND
THE GROUND WIND VELOCITIES ARE MORE THAN 30 EQUIPMENT ARE CLEAR OF THE SYSTEM TO BE
KNOTS. COWL DOORS AND THE THRUST REVERSER ACTIVATED BEFORE YOU ACTUATE A FUEL, ELECTRICAL,
HALVES IN THE OPEN POSITION AND SUPPORTED BY THE HYDRAULIC OR PNEUMATIC SYSTEM.
HOLDŦOPEN RODS CAN SAFELY WITHSTAND GROUND
SPILLED FLUIDS
WINDS UP TO 52 KNOTS. DO NOT OPEN THE FAN COWLS
TO MORE THAN THE 40 DEGREE POSITION IF THERE ARE Clean up spilled fluids immediately to prevent damage and contamination of
STRONG GUSTS OF WIND. engine components, accessorries, and compartments.
CAUTION: ENGINE RUNŦUP WITH FAN REVERSER COWLS AND CORE GROUND OPERATION IN ICING CONDITIONS
COWLS OPEN IS PROHIBITED AT POWER HIGHER THAN Operation at ground idle in icing conditions is permitted for up to periods of 30
DRY OR WET MOTORING. minutes without special engine acceleration or operating procedures. If ground
CAUTION: ENGINE RUNŦUP WITH FAN COWLS OPEN AND SECURED operation at minimum idle in icing conditions is more than 30 minutes, the
BY HOLD OPEN RODS IS PROHIBITED AT POWER HIGHER engine should be accelerated to an N1 speed of 60 percent prior to a higher
THAN MINIMUM IDLE. thrust operation for a period of not more than 30 seconds.
Make sure that the cowl door holdŦopen rods are extended and attached to the
engine if the cowl doors are opened for maintenance actions when the engine
is run.
GE CF6-80E1 362 of 394

ENGINE DANGER ZONES
Routine safety precautions that must be followed while the engine is run are:
Ŧ personnel must stand clear of the exhaust area
Ŧ personnel must stand clear of the engine inlet
Ŧ make sure that the fuel drainage does not cause a fire hazard
Ŧ make sure that the ground below the engine is clean and free of loose debris
that can be picked up and ingested by the engine.
WARNING: ALL SAFETY PRECAUTIONS MUST BE OBSERVED DURING

ENGINE OPERATION. SUCTION AT THE AIR INLET OF THE
ENGINE IS SUFFICIENT TO KILL OR SERIOUSLY INJURE
PERSONNEL BY PULLING THEM SUDDENLY IN OR
AGAINST THE AIR INTAKE. THE HIGHTEMPERATURE,
VELOCITY AND OVERPRESSURE (ABOVE ATMOSPHERIC)
IN THE EXHAUST GAS WAKE IS ALSO EXTREMELY
DANGEROUS.
SINGLE ENGINE OPERATION AT AN ENG. SPEED OF 83 PERCENT OR

LESS N1.
CAUTION: DO NOT PERMIT ONE ENGINE TO OPERATE AT N1 SPEEDS
OF 83 PERCENT OR LESS WITHOUT THE OTHER ENGINE
OPERATING AT AN N1 SPEED OF 50 PERCENT OR LATERAL
LOADS CAN OCCUR TO THE AIRFRAME.
SINGLE ENG. OPERATION AT AN ENG. SPEED OF MORE THAN 83

PERCENT N1.
CAUTION: DO NOT PERMIT ONE ENGINE TO OPERATE AT N1 SPEEDS
MORE THAN 83 PERCENT WITHOUT THE OTHER ENGINE
OPERATING AT AN N1 SPEED OF 80 PERCENT ORMORE
OR LATERAL LOADS CAN OCCUR TO THE AIRFRAME.
5
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7
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GE CF6-80E1 367 of 394

OPERATING LIMITS
EXHAUST GAS TEMPERATURES (EGT) SPEED RPM

Ground Start: Limits are:
750 deg.C (1382 deg.F) . Fan Speed (N1)
If the start temperature is between 750 deg.C (1382.00 deg.F) and 870 deg.C 115.5 percent.
(1598.00 deg.F) the start/run cycle may be completed but make a record of the Ref. AMM TASK 72Ŧ00Ŧ00 for the overspeed inspection.
temperature and check the required maintenance action
If above 870 deg.C (1598.00 deg.F) remove the engine
Core Speed (N2)
113.0 percent.
CAUTION: DO NOT PERMIT THE START TEMPERATURE TO EXCEED Ref. AMM TASK 72Ŧ00Ŧ00 for the overspeed inspection.
750 DEG.C (1382 DEG. F.) FOR MORE THAN 40 SECONDS
OR DAMAGE TO ENGINE CAN OCCUR.
Make a record of the amount or duration of the overspeed if the fan (N1) or
MAX Cont.:
core (N2) speed limits are exceeded.
960 deg.C (1760 deg.F) .
Takeoff:
975 deg.C (1787 deg.F) .
Takeoff power duration is limited to 5 min.
Make a record of all engine overtemperatures. Refer to inspection section
AMM for appropriate maintenance action if EGT limits are exceeded.
GE CF6-80E1 368 of 394

GE CF6-80E1 369 of 394

OIL SYSTEM
Oil pressure Scavenge oil temperature
With the oil scavenge temperature in the correct range between 65 deg.C Transient operation
(149.00 deg.F) and 160 deg.C (320.00 deg.F) oil pressure can change 175 deg.C (347.00 deg.F)
between 20 psi (1.3789 bar) and 30 psi (2.0684 bar) at minimum idle and Ŧ Not more than
between 30 psi (2.0684 bar) and 74 psi (5.1021 bar) at takeoff. The oil 160 deg.C (320.00 deg.F) for more than 15 minutes.
pressure is not adjustable. A pressure between
Steady stage operation
10 psi (0.6894 bar) and 17 psi (1.1721 bar) bars) is not serviceable and
160 deg.C (320.00 deg.F)
must be corrected prior to flight. Oil pressures below 10 psi (0.6894 bar)
Ŧ Normal range is between
are not serviceable and require that the engine be shutdown. The
65 deg.C (149.00 deg.F) and 160 deg.C (320.00 deg.F) .
malfunction must be investigated and corrected.
Make sure that you have positive oil pressure indication before ground idle. Oil consumption
Shutdown the engine if you do not have a positive oil pressure indication. Above 0.53 L (0.56 USqt) per hour and up to 0.82 L (0.87 USqt) per hour,
During engine starts in subŦzero weather, the oil pressure gage can be more aircraft operation is approved if engine oil consumption permits the flight to be
than 160 psi (11.0316 bar) because of high oil viscosity. The high oil viscosity is completed. Engine oil consumption must be closely monitored and the flight
caused by low air temperatures. There is no specific minimum oil temperature crew must be given the data. No specific inspection is required under 0.82 L
requirement in cold weather, however make a record of the oil temperature (0.87 USqt) per hour.
indications before takeoff. Oil pressures should decrease as the oil temperature Troubleshooting must be performed when the oil consumption rate is more than
increases. Shutdown the engine if the oil pressure stays above normal after the 0.82 L (0.87 USqt) per hour. If the cause of oil consumption above 0.82 L (0.87
oil temperature indication stabilizes in the limits. USqt) per hour is understood and is not an indication of future rapid oil loss, the
Investigate the malfunction for the oil pressure and correct the cause. During engine is still serviceable but limited by flight endurance. If the troubleshooting
steadyŦstate operation, any fluctuation of 10 psi (0.6894 bar) is cause for does not tell you the cause of the problem and no action can be taken to
investigation. reduce the oil consumption rate, the engine must be replaced.
Starting:
Positive oil pressure indication must be seen as engine acceleration increases
during the start cycle. SubŦzero temperatures or cold soak conditions may
cause transient oil pressure surges with instrument scale deflections up to 160
psi (11.0316 bar) .
Idle:
10 psi (0.6894 bar) minimum
Ŧ normal pressure varies between
20 psi (1.8342 bar) and 30 psi (2.0684 bar) .
Cruise/Take off
Ŧ normal pressure varies between
30 psi (2.0684 bar) and 90 psi (6.2052 bar) .
GE CF6-80E1 370 of 394

GE CF6-80E1 371 of 394

STARTING AND IGNITION SYSTEMS FUEL SYSTEM
Starter operation is limited to 5 minutes Primary fuels: unlimited
Fuels that conform to commercial jet fuels specifications ASTM D 1655,ASTM
The starter can be subjected to any number of start cycles of a 5 minutes ES2Ŧ74, Jet A, Jet A1, or Jet B are permitted for unlimited use in the engine.
duration. A mininum of a 2 minutes cooling period is required after the first 5 Refer to GEAE Spec. D50TF2 and revisions.
minute cycle, and a 10 minute cooling period after subsequent 5 minute start
cycles.
Alternative fuels : unlimited
Ignition operation is not limited. Fuels that conform to MILŦTŦ5624K, grades JPŦ4, JPŦ5, or MILŦTŦ83133,
grade JPŦ8 are permitted. The engine will operate satisfactorily with all or any
mixture of the listed fuels. No specific gravity adjustment is necessary when
GROUND OPERATION IN ICING CONDITIONS. you change from a primary fuel to an alternative fuel.
Operation at minimum idle in icing conditions is permitted for up to periods of
30 minutes without special engine acceleration or operating procedures. If Emergency fuel: limited.
ground operation at minimum idle in icing conditions is more than 30 minutes,
the engine should be accelerated to an N1 speed of 60 percent prior to higher
thrust operations for a period of not more than 30 seconds. CAUTION: DO NOT USE AVIATION GASOLINE FOR MORE THAN
THREE HOURS OF CONTINUOUS OPERATION OR DAMAGE
TO THE ENGINE CAN OCCUR. A HOT SECTION
THROTTLE MOVEMENT INSPECTION MUST BE COMPLETED AFTER 10 HOURS OF
CUMULATIVE OPERATION. ADDITIONAL FLIGHT
Limits are: OPERATIONAL LIMITATIONS ARE LISTED IN THE CF6Ŧ80E1
From idle to T/O power: 1 minute. SPECIFIC OPERATING INSTRUCTIONS. OPERATION OF
From stabilized 1500 deg.F (815.55 deg.C) EGT and above (over 20 THE ENGINES THAT ARE MORE THAN THESE LIMITS CAN
seconds), to idle: ”step fashion”. CAUSE FUEL PUMP CAVITATION WITH A RESULTANT PUMP
DETERIORATION AND POSSIBLE ENGINE MALFUNCTION.
Ŧ Stop at each EGT setting for 1 minute minimum RETURN THE FUEL PUMP TO OVERHAUL IF THE LIMITS
1500 deg.F (815.55 deg.C) plus or minus 25 deg.F (Ŧ3.88 deg.C)
ARE EXCEEDED.
1400 deg.F (759.99 deg.C) plus or minus 25 deg.F (Ŧ3.88 deg.C)
1300 deg.F (704.44 deg.C) plus or minus 25 deg.F (Ŧ3.88 deg.C) .
Aviation gasoline
From nonŦstabilized 1500 deg.F (815.55 deg.C) EGT and above (20
If operation with emergency fuel aviation gasoline (all grades) is necessary, the
seconds maximum), to idle: 1 second.
specific gravity setting on the hydromechanical unit must be adjusted to 0.70.
Make a record in the aircraft flight log and the engine records of all engine
operations with aviation gasoline.
GE CF6-80E1 372 of 394

HIGH NACELLE TEMPERATURE INDICATION
Engine operation with high nacelle temperature indications can cause heat
damage to the thrust reverser autonomous air supply system and to the VSV
actuators. High nacelle temperatures can be caused by leaks at the cases, air
bleed ducts, or all system lines.
You must correct the malfunction when the temperature of the nacelle is
more than 260 deg.C (500.00 deg.F). This will cause the nacelle
temperature indication to pulse green.
Troubleshoot the high nacelle temperature indication as follows:

Visually inspect for heat distress or discoloration of adjacent structure,
components, or electrical wiring indicating a hot air leak.
An associated fire warning can be caused by a hot air leak on the fire detection
loop.
An open nacelle pressure relief door can be an indication of a massive failure.
Components on the engine that are continualy failing may indicate hot air
leaks.
Obvious heat distress or discoloration of adjacent structure, components, or
electrical wiring is an indication of a hot air leak.
5
GE CF6-80E1 373 of 394
ABNORMAL OPERATION AND EMERGENCY PROCEDURES
PROCEDURE IN CASE OF ENGINE FIRE
NOTE: There are two types of engine fires. One type is an internal fire
and the other type is an external fire in the nacelle.
(1) INTERNAL FIRE (2) EXTERNAL FIRE IN THE NACELLE.

Indications
A fire indication by the fire detection loops can be extinguished by a portable or
The EGT indication may not necessarily be high. After engine shutdown, if onboard fire extinguishing systems.
there is no ECU activity for 15 minutes, the ECU power supply will be
shutdown. Extinguish the fire as follows:
Internal exhaust nozzle fire reported by ground crew.
Put the throttle control lever in the IDLE position.
Procedure
Put the master lever in the OFF position.
CAUTION: DO NOT USE AN EXTERNAL FIRE AGENT FOR AN
On the panel 255VU, open the guard and push the ENG 1(2) FIRE
INTERNAL ENGINE FIRE OR SERIOUS ENGINE DAMAGE
pushbutton switch.
CAN OCCUR.
Push the AGENT 1 pushbutton switch to discharge one fire extinguisher
bottle.
Put the Master Switch in the OFF position.
Push the AGENT 2 pushbutton switch to discharge the second fire
Dry motor the engine to blow out the fire extinguisher bottle if the fire is not extinguished after 30 s.
If the fire cannot be extinguished by motoring the engine or if motoring is not Open the cowl doors to the engine and extinguish the fire with a fire
possible, on the panel 255VU, open the guard and push the ENG 1(2) FIRE extinguisher if the fire is not completely extinguished by this procedure
pushbutton switch.
Replace the nacelle fire extinguisher bottles if they were used to extinguish
Extinguish the fire with ground equipment. If the fire cannot be extinguished the fire
by motoring the engine or if motoring is not possible.
Do a special engine inspection if a fire extinguisher was used to extinguish
Do an engine overtemperature inspection (Ref. AMM ) the fire
Do the special engine inspection if a fire extinguisher was used to extinguish On the panel 235VU reset the generator 1(2) with the GEN 1(2) pushbutton
the fire (Ref. AMM ) switch.
On the panel 235VU reset the generator 1(2) with the GEN 1(2) pushbutton
switch.
GE CF6-80E1 374 of 394

ABNORMAL OPERATIONS
NOTE: In the automatic mode, the ECU will sense all abnormalities Hung start
during the ground starts and will automatically sequence the
appropriate control circuit in an attempt to correct the abnormal The engine lightoff is normal during a hung start, however the engine N1 speed
conditions. will not accelerate normally to idle speed. The engine N1 speed will stay at a
No start. lower value with a subsequent temperature rise of EGT to a higher than normal
level. The start cycle must be stopped immediately when a hung start occurs.
If the engine lightoff does not occur in 20 seconds after the selection of the first
igniter, the ECU closes the fuel metering valve and motors the engine for 30 A low start torque can cause the engine to have a longer than normal time to
seconds. A restart is attempted with both ignition systems. If a lightoff does not idle speed. Continue the start if the EGT rise is normal for the start cycle.
occur in 15 seconds, the ECU will close the fuel metering valve, motor the
engine, and attempt one additional start cycle. Overtemperature
Refer to the troubleshooting manual if the engine will not start.
Make sure you follow the EGT limits for all normal engine operations. All
temperatures above these limits are considered to be overtemperatures.
Hot start
Make a record in the maintenance records of the length of time and
temperature indication of all engine overtemperatures.
CAUTION: MAKE A RECORD OF ALL HOT STARTS AND
OVERTEMPERATURES IN THE MAINTENANCE RECORDS.
You must do corrective maintenance actions on the engine if the EGT is more
THE SERVICE LIFE OF THE TURBINE BLADES AND
than the temperature and time limitations (Ref. AMM).
TURBINES WHEELS WILL BE DECREASED WITH HIGH EGT.
HIGH TURBINE OVERTEMPERATURES THAT OCCUR AGAIN
AND AGAIN WILL CAUSE SUBSEQUENT DAMAGE TO THE Engine flameout
ENGINE. An engine flameŦout can be recognized by an immediate decrease in EGT, N2,
and fuel flow.
NOTE: The EGT indication during a hot start condition begins at lightoff,
If it is apparent that the flameout is not the result of engine malfunction or
increases rapidly, and is more than the specified limits if the start
failure, an immediate reŦlight can be attempted before the N2 decreases below
is not terminated immediately. Faulty fuel scheduling (high fuel/air
15 percent by selection of the IGN/START switch on the mode selector without
ratios), low starting air pressures, faulty start control valve, or
retarding the throttle or master switch.
inŦflow bleed can cause a hot start. A hot start can be avoided if
the fuel flow and EGT are monitored and the start cycle is
stopped before the EGT indication is more than the specified If the engine has a flameŦout, do the subsequent steps:
limits. Put the throttle control lever in the idle position.
Put the master switch in the OFF position.
Stop the start cycle for a hot start as follows:
Dry motor the engine to purge residual fuel from the engine (Ref. AMM).
Put the master lever in the OFF position.
Perform an engine dry motoring for 30 s
7
GE CF6-80E1 375 of 394
Compressor stall
CAUTION: STALLS THAT OCCUR AGAIN AND AGAIN WILL DAMAGE

THE COMPRESSOR BLADES, VANES, AND CASES OF THE
ENGINE.
A compressor stall is caused by an aerodynamic disturbance of the normally

smooth airflow through the compressor. A compressor stall is usually
accompanied by an audible report. A compressor stall, which does not clear
itself, is seen by a rapid EGT rise, N1 drop or hangŦup, and no engine
response when the throttle is advanced.
The engine operation should be stallŦfree throughout the complete operating
range. However, if a stall (except for a ”hard” stall) does occur, complete the
subsequent steps.
a) If a ”hard” stall (defined as a stall with an audible bang and inlet or exhaust
flame) occurs, the engine should be shut down and examined (Ref. AMM
TASK 72Ŧ00Ŧ00Ŧ200Ŧ821).
b) Put the throttle control lever in the idle position.
d) Cautiously advance the throttle to determine if the stall will occur again and
that the RPM follows the throttle movement.
e) If a stall does not occur again, go ahead with the normal operation of the
engine. At the earliest opportunity, examine the engine for the cause of the stall
and correct the malfunction.
f) If a stall does occur again, operate the engine at least five percent below the
N2 percent at which the stall occurs. Investigate the cause of the engine stall
and correct the malfunction.
GE CF6-80E1 376 of 394

DRY MOTORING CHECK

WARNING: MAKE SURE THAT ALL ENGINE OPERATING AREAS ARE AS Energize the ground service network.
CLEAN AS POSSIBLE. ALL RAMPS, TAXIWAYS, AND OTHER OPERATING Make sure that this(these) circuit breaker(s) is(are) closed:
AREAS MUST BE VERY CLEAN TO PREVENT SERIOUS INJURY TO
PANEL DESIGNATION FIN LOCATION
PERSONS, AND DAMAGE TO ENGINE AND AIRCRAFT IN THE AREA.
FOR 4030EM1
WARNING: DO NOT TRY TO STOP FAN FROM TURNING BY HAND.
721VU EIVMU 1 14KS1 P05
INJURY CAN BE CAUSED TO PERSONS AND DAMAGE CAN BE CAUSED
721VU IGN SYS B ENG 1 2EH1 G03
TO EQUIPMENT.
722VU FADEC B ENG 1 13KS1 D44
WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT 742VU HP FUEL SOV ENG 1 1KC1 C68
CONTROL SURFACES ARE CLEAR BEFORE YOU MOTOR THE ENGINE. 742VU FADEC A ENG 1 12KS1 Q73
MOVEMENT OF THE FLIGHT CONTROL SURFACES CAN BE 742VU IGN SYS A ENG 1 1EH1 Q70
DANGEROUS AND/OR CAUSE DAMAGE. FOR 4030EM2
WARNING: MAKE SURE THAT THE GROUND SAFETYŦLOCKS ARE IN 722VU IGN SYS B ENG 2 2EH2 F50
POSITION ON THE LANDING GEAR. 721VU EIVMU 2 14KS2 P06
722VU FADEC B ENG 2 13KS2 K49
Reason for the Job. 742VU HP FUEL SOV ENG 2 1KC2 D70
The dry motoring check is necessary after inspection or maintenance. The dry 742VU FADEC A ENG 2 12KS2 Q74
motoring check makes sure that the engine will turn freely and that the 742VU IGN SYS A ENG 2 1EH2 Q71
instruments operate correctly. The dry motoring check also makes sure that the
starter is in line with the speed limits for successful starts. This check primes
the lubrication system after the system components have been replaced. It can
also be used to dry the remaining fuel that can collect in the combustion CAUTION: MAKE SURE THAT THE HYDRAULIC RESERVOIR PRESSURE
chamber or the lower section of the turbine casing. IS IN THE CORRECT OPERATING RANGE BEFORE YOU START THE
ENGINE (THE HYDRAULIC FLUID IS NECESSARY TO LUBRICATE THE
Preparation for Test: HYDRAULIC PUMPS THAT THE ENGINES OPERATE).
Make sure that the engine inlet and exhaust covers have been removed.
Make sure that these areas are clear of any foreign objects.
Supply the aircraft pneumatic system from a HP ground power unit or the
Make a visual check of the temperature sensors, fan inlet, and exhaust APU.
areas. If snow or ice has collected in the fan duct, make sure that the fan
Make sure that the pressure of the hydraulic reservoir is correct.
turns freely. Also, make sure that the engine inlet, inlet lip, fan, spinner, and
exhaust duct are clear of ice or snow. If the fan does not turn freely, the Make sure that the aircraft fuel pumps are serviceable (on the panel 245VU,
engine should be thawed with hot air before an engine operation. the FAULT legend of the ENG 1, (2) PUMP pushbutton switchs must be off.
Look at general condition of the fan spinner and fan blades, core exhaust Do the EIS start procedure.
nozzle, Low Pressure Turbine (LPT) and external surfaces of the cowls.
Check oil quantity. Make a check of the drain ports for fuel, oil and hydraulic
leaks. Also make sure that fuel drained from the engine can not cause a
fire.
GE CF6-80E1 377 of 394

Do this test.
ACTION RESULT ACTION RESULT
1. Supply the engine with fuel. 3. On the Engine Start Control panel
145VU:
NOTE: Activation of the fuel pumps and opening of the LP valve are not nec-
essary if you did not disconnect/remove any fuel line or fuel equipment down- Ŧ set the ENG MODE SEL SW to the On the SD:
stream of the LP valve, before dry motoring CRANK position. Ŧ the ENGINE page comes into view.
A. On the Hydraulic/Fuel Control
panel 245VU: Ŧ make sure that the available air
pressure is between 25 psi (1.7 bar )
Ŧ push the ENG1, (2), FUEL PUMP The OFF legends of this pushbutton and 55 psi (3.8 bar).
pushbutton switch. switch goes off. Ŧ make sure that the quantity of oil in
the oil tank of the engine 1, (2) is cor-
rect.
Ŧ if necessary, fill the oil tank.
CAUTION: DO NOT RUN THE ENGINE IF THE FUEL INLET PRESSURE 4. On the Overhead Right Control
IS NOT POSITIVE (THE FUEL IS NECESSARY TO LUBRICATE THE EN- panel 212VU:
GINE FUEL PUMP AND THE HMU AND THUS PREVENT DAMAGE).
Ŧ push the ENG/MAN START The ON legend of this pushbutton
B. Open the circuit breaker 1KC1, (2) On the EWD the following message VALVE/1, (2) pushbutton switch. switch comes on.
to open the LP FUEL valve. comes into view: On the SD, ENGINE page:
Ŧ FUEL ENG1, (2) LP VALVE FAULT Ŧ the symbol for the starter valve is in
The single chime operates. the open position.
The MASTER CAUT light comes on 5. Motor the engine as long as it is
NOTE: In the event of engine fire, the fire shut off valve has an override func- necessary (in line with the starter lim-
tion to close the pylon LP valve if it was opened. its as given below).
2. Make sure that the throttle control 6. Make sure that:
lever of the engine 1, (2) is in the idle Ŧ the engine runs
stop position (zero on the graduated Ŧ the oil pressure indication is posi
sector). tive.
GE CF6-80E1 378 of 394

ACTION RESULT ACTION RESULT
CAUTION: DO NOT OPERATE THE STARTER MORE THAN THE 11. When the engine is shut down, on The OFF legends of is pushbutton
STARTER LIMITS. IF YOU DO NOT OBEY THE STARTER LIMTS, YOU the Hydraulic/Fuel Control panel switch comes on.
CAN CAUSE DAMAGE TO THE STARTER 245VU:
NOTE: Ŧ release the ENG 1, (2) FUEL
PUMP pushbutton switch.
No engagement of the starter when the core speed is above 20 percent.
12. Close the circuit breaker 1KC1, On the EWD the following message
Starter operation is limited to 5 minutes
(2) to close the LP valve. goes out of view:
the starter can be subjected to any number of start cycles of 5 minutes dura- Ŧ FUEL ENG 1, (2) LP VALVE
tion. A minimum of a 2 minutes cooling period is required after the first 5 min- FAULT.
utes cycle, and a 10 minutes cooling period after subsequent 5 minutes start
cycle The MASTER CAUT light goes off.
7. On the Overhead Right Control

panel 212VU:
Ŧ release the ENG/MAN START The ON legend of this pushbutton CloseŦup.
VALVE/1, (2) pushbutton switch. switch goes off. Put the Aircraft back to its Initial Configuration.
On the SD, ENGINE page: Stop the pneumatic supply to the aircraft:
Ŧ the symbol for the starter valve is in
Ŧ disconnect the HP ground power unit or shut down the APU.
the closed position.
8. On the Engine Start Control panel On the SD:
145VU: Ŧ the ENGINE page goes out view. Make sure that the work area is clean and clear of tools and other items.
Ŧ set the ENG MODE selector switch DeŦenergize the ground service network.
to the NORM position.
9. On the ECAM control panel: On the SD:
Ŧ push the ENG key to get the EN- Ŧ the ENGINE page comes into view.
GINE page on the SD.
10. On the SD, ENGINE page: Ŧ If necessary, fill the oil tank
Ŧ after a minimum of 5 minutes after
the end of the test, look at the oil
level indication.
GE CF6-80E1 379 of 394

Dry Motoring Procedure

THIS CHECKLIST MUST BE DONE BY TRAINED PERSONNEL ONLY !
1. ENERGIZE AIRCRAFT ELECTRICAL CIRCUITS ACC CHECKLIST PERFORMED
2. INTERPHONE COCKPIT / GROUND CONNECTED
3. THRUST LEVERS IDLE
4. FUEL PUMPS AUTO / ON
5. CBs HP FUEL SOV ENG 1 1KC1 ( C68 ) / ENG 2 1KC2 ( D 70 ) OPEN
6. PACKS OFF
7. ECAM DISPLAY CB PAGE CHECKED
8. ECAM CLEAR
9. ENGINE START SELECTOR SWITCH CRANK
10. AIR PRESS ON ECAM ENG PAGE MIN. 30 PSI
11. ENG MAN START P/B SWITCH PRESS
12. CHRONO START
13. STARTER LIMIT 5 MIN OBSERVE
CAUTION:
DRY MOTORING CAN BE PERFORMED FOR A MAXIMUM OF 5 MINUTES WITH A REST OF 2 MIN
AFTER THE FIRST CYCLE, AND A 10 MINUTES COOLING PERIODE AFTER SUBSEQUENT 5 MI-
NUTES START CYCLE
14. ENG ROTATION OBSERVE OIL PRESSURE AND OIL QUANTITY CHECKED
15. ENG MAN START P/B SWITCH DEPRESS
16. CHRONO STOP
17. ENG START SELECTOR SWITCH NORM
18. PRESS TRIPPED CBs / CHECK CB PAGE CHECK CLOSED
19. PACKS AS REQUIRED
20. ECAM CLEAR
21. FUEL PUMPS OFF
GE CF6-80E1 380 of 394

WET MOTORING CHECK

WARNING: DO NOT PERFORM WET MOTORING IN A HANGAR OR IN A Check oil quantity. Make a check of the drain ports for fuel, oil and hydraulic
CLOSED AREA.A LARGE QUANTITY OF HIGHLY FLAMMABLE FUEL leaks. Also make sure that fuel drained from the engine can not cause a
VAPORS COME OUT FROM THE ENGINE DURING THIS PROCEDURE fire.
AND THERE IS A RISK OF FIRE
Energize the ground service network.
WARNING: MAKE SURE THAT ALL ENGINE OPERATING AREAS ARE AS
CLEAN AS POSSIBLE. ALL RAMPS, TAXIWAYS, AND OTHER OPERATING Make sure that this(these) circuit breaker(s) is(are) closed:
AREAS MUST BE VERY CLEAN TO PREVENT SERIOUS INJURY TO PANEL DESIGNATION FIN LOCATION
PERSONS, AND DAMAGE TO ENGINE AND AIRCRAFT IN THE AREA. FOR 4030EM1
WARNING: DO NOT TRY TO STOP FAN FROM TURNING BY HAND. 721VU EIVMU 1 14KS1 P05
INJURY CAN BE CAUSED TO PERSONS AND DAMAGE CAN BE CAUSED 722VU FADEC B ENG 1 13KS1 D44
TO EQUIPMENT. 742VU FADEC A ENG 1 12KS1 Q/§
WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT FOR 4030EM2
CONTROL SURFACES ARE CLEAR BEFORE YOU MOTOR THE ENGINE. 721VU EIVMU 2 14KS2 P06
MOVEMENT OF THE FLIGHT CONTROL SURFACES CAN BE 722VU FADEC B ENG 2 13KS2 K49
DANGEROUS AND/OR CAUSE DAMAGE. 742VU FADEC A ENG 2 12KS2 Q74
WARNING: MAKE SURE THAT THE GROUND SAFETYŦLOCKS ARE IN
POSITION ON THE LANDING GEAR. Open, safety and tag this(these) circuit breaker(s):
PANEL DESIGNATION FIN LOCATION
Reason for the Job. FOR 4030EM1
Wet motoring is necessary for maintenance check where you must turn the 721VU IGN SYS B ENG 1 2EH1 G03
engine and have fuel flow without ignition: 742VU IGN SYS A ENG 1 1EH1 Q70
leak check of the fuel system FOR 4030EM2
721VU IGN SYS B ENG 2 2EH2 F50
when engine is removed from storage
742VU IGN SYS A ENG 2 1EH2 Q71
to prime the engine fuel system.
Preparation for Test: CAUTION: MAKE SURE THAT THE HYDRAULIC RESERVOIR PRESSURE
IS IN THE CORRECT OPERATING RANGE BEFORE YOU START THE
Make sure that the engine inlet and exhaust covers have been removed.
ENGINE (THE HYDRAULIC FLUID IS NECESSARY TO LUBRICATE THE
Make sure that these areas are clear of any foreign objects.
HYDRAULIC PUMPS THAT THE ENGINES OPERATE).
Make a visual check of the temperature sensors, fan inlet, and exhaust
Supply the aircraft pneumatic system from a HP ground power unit or the APU.
areas. If snow or ice has collected in the fan duct, make sure that the fan
turns freely. Also, make sure that the engine inlet, inlet lip, fan, spinner, and Make sure that fireŦfighting personnel is present.
exhaust duct are clear of ice or snow. If the fan does not turn freely, the Make sure that the pressure of the hydraulic reservoir is correct.
engine should be thawed with hot air before an engine operation. Make sure that the engine 1, (2) fuel pump is serviceable (on the panel 245VU,
Look at general condition of the fan spinner and fan blades, core exhaust the FAULT legend of the ENG 1, (2) PUMP pushbutton switch must be off).
nozzle, Low Pressure Turbine (LPT) and external surfaces of the cowls. Do the EIS start procedure.
GE CF6-80E1 381 of 394

Do this test.
CAUTION: MAKE SURE THAT THE ENG/MASTER 1 (2), SWITCH (ON THE ACTION RESULT
PANEL 125VU) IS SET TO OFF BEFORE YOU START THE AIRCRAFT
FUEL PUMPS. DAMAGE TO ENGINE COULD OCCUR. 4. On the Overhead Right Control
panel 212VU:
CAUTION: DO NOT MOTOR, START OR OPERATE THE ENGINE UNLESS
THE AIRCRAFT FUEL PUMPS OPERATE OR DAMAGE CAN OCCUR. THE Ŧ push the ENG/MAN START Ŧ the ON legend of this pushbutton
ENGINE FUEL PUMP AND HYDROMECHANICAL UNIT ARE LUBRICATED VALVE/1, (2), (3), (4) pushbutton switch comes on.
WITH FUEL. switch. On the SD, ENGINE page:
Ŧ the symbol for the starter valve is in
CAUTION: MAKE SURE THAT THE FUEL FLOW INDICATION IS NOT
the open position.
MORE THAN 682 KG/H (1500 PPH) AFTER 15 SECONDS OR DAMAGE TO
THE ENGINE CAN OCCUR. A FUEL FLOW OF MORE THAN 682 KG/H NOTE:
(1500 PPH) IS AN INDICATION OF AN INTERNAL PROBLEM IN THE No engagement of the starter when the core speed is above 20 percent.
HYDROMECHANICAL UNIT WHICH COULD RESULT IN HIGH FUEL FLOW
Starter operation is limited to 5 minutesthe starter can be subjected to any
(TORCHING) DURING A START.
number of start cycles of 5 minutes duration. A minimum of a 2 minutes cool-
ing period is required after the first 5 minutes cycle, and a 10 minutes cooling
ACTION RESULT period after subsequent 5 minutes start cycle
1. On the Hydraulic/Fuel Control
panel 245VU: 5. When the N2 speed is between 15 On the EWD:
Ŧ push the ENG 1, (2) FUEL PUMP Ŧ the OFF legend of is pushbutton and 20 percent, on the Engine Master Ŧ the fuel flow indication FF in-
pushbutton switch. switch goes off. Control panel 125VU: creases.
Ŧ set the ENG/MASTER 1, (2) switch On the SD:
2. Make sure that the throttle control le- Ŧ make sure that the oil pressure indi-
ver of the engine 1, (2), (3), (4) is in the to ON.
cation is positive.
idle stop position (zero on the gradu-
ated sector). NOTE: Motor the Engine for 60 seconds maximum and monitor the fuel flow
indication. The indicated fuel flow while motoring shoud be between 227 kg to
CAUTION: DO NOT RUN THE ENGINE IF THE FUEL INLET PRESSURE IS 318 kg per hour.
NOT POSITIVE (THE FUEL IS NECESSARY TO LUBRICATE THE ENGINE
FUEL PUMP AND THE HMU AND THUS PREVENT DAMAGE). 6. On the Engine Master Control
panel 125VU:
3. On the Engine Start Control panel On the SD:
145VU: Ŧ the ENGINE page comes into view 7. Ŧ set the ENG/MASTER 1, (2) On the EWD:
Ŧ make sure that the available air switch to OFF. Ŧ The fuel flow indication decreases
Ŧ set the ENG MODE selector switch to zero.
to the CRANK position. pressure is between 25 psi (1.7 bar)
and 55 psi (3.8 bar) Ŧ The symbol for the starter valve is
Ŧ make sure that the quantity of oil in in the closed position after the reset
the oil tank of the engine 1, (2) is of the ECU
correct.
Ŧ if necessary, fill the oil tank
5
GE CF6-80E1 382 of 394
ACTION RESULT Put the Aircraft back to its Initial Configuration.
NOTE: After reset of the ECU the ECU will command the starter valve to Stop the pneumatic supply to the aircraft :
open when the core speed is less than 20 percent and the dry procedure is Disconnect the HP ground power unit or shut down the APU.
performed Make sure that the work area is clean and clear of tools and other items.
Dry motor the engine for 30 seconds. This will dry the fuel that can be in the Close the thrust reverser doors.
combustor. Make the thrust reverser serviceable.
8. After 30 seconds on the panel Remove the safety clip(s) and the tag(s) and close this(these) circuit
212VU: breaker(s):
9. Ŧ release the ENG/MAN START Ŧ the ON legend of this pushbutton PANEL DESIGNATION FIN LOCATION
VALVE 1, (2) pushbutton switch. switch goes off. FOR 4030EM1
On the SD: 721VU IGN SYS B ENG 1 2EH1 G03
Ŧ the symbol for the starter valve is in 742VU IGN SYS A ENG 1 1EH1 Q70
the closed position. FOR 4030EM2
10. On the Engine Start Control panel On the SD: 721VU IGN SYS B ENG 2 2EH2 F50
145VU: Ŧ the ENGINE page goes out of view. 742VU IGN SYS A ENG 2 1EH2 Q71
Ŧ set the ENG MODE selector switch
to the NORM position. DeŦenergize the aircraft electrical circuits.
11. On the Hydraulic/Fuel Control NOTE: If the aircraft electrical circuits is not deŦenergized at the end of the
panel 245VU: test, do the following :
Ŧ release the ENG 1, (2) FUEL Ŧ the OFF legend of this pushbutton on the reset panels 261VU and 262VU reset the FCMC1 and FCMC2.
PUMP pushbutton switch. switch comes on. This is to reŦinitialize the initial FOB value memorized in the FCMCs.
During engine coastŦdown, listen for any noises that are not normal from
the components that are turning.
NOTE: Clicking fan blades, gear noise and seal rubs are normal noise.
Open the fan cowl doors.
Make the thrust reverser unserviceable.
Open the thrust reverser doors.
Do a visual inspection of the fuel system lines, fittings, and accessories for
leakage of fluids.
Do a visual inspection of the concentric fuel shroud for leakage. No leakage
is permitted. Fuel in the concentric fuel shroud is an indication of a leak in
the fuel system and requires corrective action
Do an inspection of the lubrication system lines, fittings and accessories for
leaks.
GE CF6-80E1 383 of 394
WET MOTORING PROCEDURE

THIS CHECKLIST MUST BE DONE BY TRAINED PERSONNEL ONLY !
1. ENERGIZE AIRCRAFT ELECTRICAL CIRCUITS ACC CHECKLIST PERFORMED
2. INTERPHONE COCKPIT / GROUND CONNECTED
3. THRUST/ REVERS LEVERS IDLE/DOWN
4. FUEL PUMPS AUTO / ON
5. CBs IGN A+B ENG 1: 2EH1 ( G03 ) 1EH1 ( Q70 ) / ENG 2: 2EH2 ( F50 ) 1EH2 ( Q71 ) OPEN
6. ECAM DISPLAY CB PAGE CHECKED
7. PACKS OFF
8. ENGINE FIRE DETECTION SYSTEM OPERATIONAL TEST PASSED
9. ENGINE START SELECTOR SWITCH CRANK
10. AIR PRESS ON ECAM ENG PAGE MIN. 30 PSI
11. ENG MAN START P/B SWITCH PRESS
13. STARTER LIMIT 5 MIN OBSERVE
CAUTION: DRY MOTORING CAN BE PERFORMED FOR A MAXIMUM OF 5 MINUTES
WITH A REST OF 2 MIN AFTER THE FIRST MOTORING AND 10 MIN AFTER ANY SUBSE-
QUENT MOTORING
14. ENG ROTATION OBSERVE OIL PRESSURE AND OIL QUANTITY CHECKED
15. ENG MASTER SWITCH WHEN >15 - 20% ON
16. FUEL FLOW INDICATION ( 227 TO 318 KG/HR.) CHECKED
17. ENG MASTER SWITCH AFTER MAX 60 SEC OFF
18. AFTER N2 <20% DRY MOTORING FOR 60 SEC. PERFORMED
19. ENG MAN START P/B SWITCH DEPRESS
20. ENG START SELECTOR SWITCH NORM
21. PRESS RELATED CBs / CHECK CB PAGE CHECK CLOSED
22. PACKS AS REQUIRED
23. ECAM CLEAR
24. FUEL PUMPS OFF
25. ENGINE WET MOTORING CHECKLIST COMPLETED
7
GE CF6-80E1 384 of 394
ENGINE AUTOMATIC START

Engine Automatic Start Ground autostart sequence
The normal start mode is an automatic function. The ignition ignitors, fuel When the autostart sequence logic is active on the ground, the ECU initiates
metering valve, and starter shutŦoff valve (SOV) will be automatically the automatic starting sequence to control:
controlled by the full authority of the ECU determined by the interfaces from Ŧ the opening of the SAV
the aircraft panels.
Ŧ the energization of one ignition system at N2 > 10%, the ECU selects
Normal start mode can be selected with valid or invalid EIVMU data, and alternatively one igniter system only at each start. The second ignitor
either an the ground or inflight. The ECU enters the automatic start mode system may be energized in case of delayed or no light condition
when the engine is not running and if either of the following conditions are
Ŧ the opening of the HP fuel SOV and FMV at N2 > 15%
met:
Ŧ the closing sequence of the SAV at N2 > 50%
Valid EIVMU data : ENG START selector switch is set to ”IGN/START”;
then the ENG MASTER switch is set to ”ON”. Ŧ the deŦenergization of the ignition system at N2 > 54%
or
Invalid EIVMU data : alternate start/ignition discrete is active when the ENG The ECU is entirely responsible for the engine starting sequence. It provides
START selector switch is set to ”IGN/START”, the ENG MASTER switch is protections on:
set to ”ON” and the hardwired ENG MASTER switch discrete is on. Ŧ the engine EGT limit
The autostart sequence can be interruped only by placing the Ŧ any engine abnormal start
ENG/MASTER switch back to OFF position. Ŧ starter reengagement (below 20%)
Normal Autostart Sequence
In the autostart mode, engine starting control of the ignition, fuel metering valve The ECU can abort or recover the start sequence following an abnormal start.
and starter air valve (SAV), are under the full authority of the ECU. It can be Fault annunciation is provided to the Flight Warning Computer (FWC), which
selected with valid or invalid EIVMU data, either on ground or inŦflight. The generates warning messages to the pilots. These features are available while
ECU enters the automatic start mode when the engine is not running, if either in the start region up to idle.
of the following conditions is met: In case of failure of the SAV actuation device, the ECU logic is compatible with
Ŧ valid EIVMU data: ENG START selector switch is set to IGN/START; a manual actuation of the SAV without any additional signal.
then the ENG MASTER switch is set to ON
Ŧ invalid EIVMU data: alternate start/ignition discrete active when the
master switch is ON and the selector switch in IGN/START and the
hardwired ENG MASTER switch discrete is ON.
GE CF6-80E1 385 of 394

GE CF6-80E1 386 of 394

NORM
IGN/ INITIAL CONFIGURATION OF CONTROLS
ON CRANK START
(Engine not running)
FURTHER START OFF ENG

ENGINE MAN START
REQUIRES PANEL 1 PUSHBUTTON OFF
RECONFIGURATION
NORM
ON IGN/
CRANK START Ŧ START IDENTIFICATION
ECAM ENG page is displayed. (**)
OFF ENG
Ŧ PACK VALVES close. (*)
LP and HP Fuel Valves close 1
Ignition stops Ŧ LP Fuel Valve opens.
Start Valve closes Ŧ Start Valve opens (except in flight,
in the stabilized windmill zone)
NORM
IGN/ Ŧ In flight:
ENG CRANK START
ON
1 Ignition starts (Igniters A&B)
HP Fuel Valve opens
OFF Ŧ On ground, when N2 > 10%
Ignition starts (Igniter A or B)
Ŧ When N2 >15%:
HP Fuel Valve opens
ON Ŧ When N2 > 50%:
NOTE: (*) If after 30 seconds the
START VALVE starts closing
Engine Master Switch is not ON,
the Pack Valves will reopen. OFF ENG Ŧ When N2 > 54%:
(**) At first engine start, if after 1 IGNITOR off
IGN/START selection no further
PACK VALVES will reopen, if the
action is applied, the ECAM STARTING INTERRUPTION
other Engine is not started within 30s
ENGINE page will automatically
disappear after 30 seconds. NORM
IGN/
(***) If the Engine Start Selector CRANK START Ŧ ECAM ENG page disappears. (***)
ENG
is not switched to NORM, the Ŧ If after Engine start, the Mode Selector is set at
ENGINE page is automatically
ON
1 NORM and back to IGN/START, continuous relight is
replaced by the WHEEL page, 15 activated on the running Engine(s)
seconds after the secound OFF
engine start.
GE CF6-80E1 387 of 394

Air autostart sequence
When the autostart sequence logic is active inŦflight, the ECU initiates the
automatic starting sequence to control:
Ŧ the opening of the SAV (for starter assisted operation when N2<15%,
opening and closing with starter reengagement protection)
Ŧ the excitation of both ignition systems
Ŧ the opening of the HP fuel SOV and FMV when N2>15%
Ŧ the closing of the SAV at N2>50%
Ŧ the cutting off of the ignition at N2>54%.
In the event of an abnormal start, the ECU provides fault annunciation to the
FWC, which generates warning messages for pilots action. The ECU has no
authority to abort the starting sequence inŦflight.
The ECU identifies the windmilling or starter assisted air start conditions
according to the flight environmental parameters (Mach, altitude), and the
engine parameters.
The engine can relight without using the starter:
Ŧ provided N2>12% below 20,000 ft
Ŧ or N2>15% above 20,000 ft
In order to guard against the effects of some failures which could affect the inŦflight
restart, the ignition and fuel are selected ON by the ECU in the following
conditions:
Ŧ insufficient air pressure at the SAV inlet (if bleed manifold pressure
parameter is valid) below 15 psi
Ŧ the SAV does not open
Ŧ problems due to N2 acceleration rates
GE CF6-80E1 388 of 394

NORM
IGN/ INITIAL CONFIGURATION OF CONTROLS
ON CRANK START

ENGINE MAN START
REQUIRES PANEL 1 PUSHBUTTON OFF
RECONFIGURATION
NORM
ON IGN/
CRANK START Ŧ START IDENTIFICATION
ECAM ENG page is displayed. (**)
OFF ENG
Ŧ PACK VALVES close. (*)
LP and HP Fuel Valves close 1
Ignition stops Ŧ LP Fuel Valve opens.
Start Valve closes Ŧ Start Valve opens (except in flight,
in the stabilized windmill zone)
NORM
IGN/ Ŧ In flight:
ENG CRANK START
ON
1 Ignition starts (Igniters A&B)
HP Fuel Valve opens
OFF Ŧ On ground, when N2 > 10%
Ignition starts (Igniter A or B)
Ŧ When N2 >15%:
HP Fuel Valve opens
ON Ŧ When N2 > 50%:
NOTE: (*) If after 30 seconds the
START VALVE starts closing
Engine Master Switch is not ON,
the Pack Valves will reopen. OFF ENG Ŧ When N2 > 54%:
(**) At first engine start, if after 1 IGNITOR off
IGN/START selection no further
PACK VALVES will reopen, if the
action is applied, the ECAM STARTING INTERRUPTION
other Engine is not started within 30s
ENGINE page will automatically
disappear after 30 seconds. NORM
IGN/
(***) If the Engine Start Selector CRANK START Ŧ ECAM ENG page disappears. (***)
ENG
is not switched to NORM, the Ŧ If after Engine start, the Mode Selector is set at
ENGINE page is automatically
ON
1 NORM and back to IGN/START, continuous relight is
replaced by the WHEEL page, 15 activated on the running Engine(s)
seconds after the second engine OFF
start.
GE CF6-80E1 389 of 394

ENGINE MANUAL START

Engine Manual Start Manual start Ŧ FMV and ignition command
In the manual start sequence, engine starting control is under limited The FMV and both ignition systems are controlled when the ENG/MASTER switch
authority of the ECU. is set from OFF to ON position.
The SOV, FMV, and ignition systems are controlled by the crew using a The ECU automatically controls the ignition deŦenergization at the (on ground)
conventional procedure with only limited ECU interaction. appropriate engine speed (N2 > 54%). When engine is at idle, the crew selects the
The manual start sequence can be selected only when the EIVMU data is ENG/MAN START pushŦbutton switch to OFF and the ENG START selector
valid. In the event of an abnormal start, the ECU provides fault annunciation switch to ”NORM”.
to the Flight Warning Computer (FWC), which generates warning messages
for Pilot action. Manual start interruption
On the ground, the ECU will abort manual start operation if the start EGT Placing the ENG/MAN START pushbutton switch in the OFF position before
over temperature limit is exceeded. In flight, the ECU has no authority to placing the ENG/MASTER switch in the ON position leads to closure of the
abort a manual starting operation. SAV, and then abortion of the manual starting sequence.
After the ENG/MASTER switch is placed in the ON position, placing the
Normal Manual Start Sequence ENG/MAN START pushbutton switch in the OFF position has no effect.
In the manual start sequence, engine starting control is under limited authority The man start sequence can be interrupted at any time by placing the
of the ECU. SAV, FMV and ignition systems are controlled by the crew using a ENG/MASTER switch in the OFF position.
conventional procedure with only limited ECU system interaction. The manual
This leads to:
start sequence can be selected with valid EIVMU data only.
Ŧ SAV closure via the ECU
In the event of an abnormal start, the ECU provides fault annunciation to the
FWC, which generates warning messages for pilots action. On ground, the Ŧ ignition deŦenergization
ECU will abort manual start operation if the start EGT overtemperature limit is Ŧ FMV and HP fuel SOV closure via the ECU
exceeded (750q C).
In flight, the ECU has no authority to abort a manual starting operation.
Manual start Ŧ SAV command

The pilot sets the ENG START selector switch to IGN/START and sets the
ENG/MAN START pushbutton switch in the ON position.
As soon as these two actions are accomplished, the ECU controls the opening
of the SAV if the engine is not running (there is no priority order for these two
actions inside the ECU).
The SAV closure is automatically controlled by the ECU at the appropriate
engine speed (N2 > 50%). The ECU provides protection for the starter
maximum speed reengagement.
GE CF6-80E1 390 of 394

NORM ENG MAN
IGN/
ON CRANK START START INITIAL CONFIGURATION OF CONTROLS
REQUIRES PANEL 1
RECONFIGURATION
SEL OFF
NORM ENG MAN

ON IGN/ START
CRANK START
NOTE: (*) If after 30 seconds the Ŧ START IDENTIFICATION
Engine Master Switch is not ON, OFF ENG ECAM ENG page is displayed. (**)
the Pack Valves will reopen.
Start Valve
1 Ŧ PACK VALVES close. (*)
(**) At first engine start, if after
IGN/START selection no further closes SEL OFF
action is applied, the ECAM
ENGINE page will automatically ENG MAN
NORM
disappear after 30 seconds. ON IGN/ START
(***) If the Engine Start Selector CRANK START
is not switched to NORM, the ENG MAN Ŧ START VALVE
OFF ENG
ENGINE page is automatically START opens
replaced by the WHEEL page, 15 1 ON
seconds after the second engine
start. STARTING INTERRUPTION
NORM ENG MAN
IGN/ START Select Engine Master Switch to ON
SELECTED ENG CRANK START when N2 t 15%
OFF ON
1
Both Igniters on
OFF ON
LP and HP Fuel Valves close LP and HP Fuel Valve open
Ignition stops When N2 t50%:

NORM ENG MAN
Start Valve closes IGN/ START Start Valve closes and the Ignition
ENG CRANK START stops
ON
1
OFF
ON SEL OFF
OFF ENG STARTING INTERRUPTION

NORM Select Mode Selector to NORM
1 IGN/ ENG MAN
START when N2 ! 55%
CRANK START
ENG
ON
1 PACK VALVES will reopen after 30s
ECAM ENGINE page disappears (***)
OFF
SEL OFF
GE CF6-80E1 391 of 394

ENGINE TESTS
General
The following list shows the Engine Tests and procedures which are given in
AMM for the GE CF6Ŧ80 E1 engines to make sure that the power plant is
serviceable after maintenance.
List of Engine Tests

Test No.1 Dry Motoring
Test No.2 Wet Motoring
Test No.3 Minimum Idle Leak Check
Test No.4 Power Assurance Check
Test No.5 Engine Vibration Check
Test No.7 Engine Acceleration Check
Test No.8 Seal Run- in In Procedure
GE CF6-80E1 392 of 394

Component repaired or replaced Necessary Test(s)

An engine that is new or is repaired and was 3
tested on a static test bed before installation The tests which are necessary after power plant,
module and component repair or replacement
are briefly described in the table. Detailed
An engine that is repaired and was not 3, 4, 5 and 8 information is given in AMM 71Ŧ00Ŧ00.
tested on a static test bed before installation
NOTE: ADDITIONAL TESTS REGARDLESS
Basic Engine Components - Chapter 72 OF THE AMM CAN BE DONE IF THE
OPERATOR THINKS THEY ARE
Fan Rotor Blades 5
NECESSARY.
Lube System Components - Chapter 79
Scavenge Oil Filter Assembly 3
5
GE CF6-80E1 393 of 394
Engine Tests Description
Dry Motoring Test (Test No. 1) Acceleration Test (Test No. 7)
A dry motor will make sure that the engine rotates freely, instrumentation This test demonstrates if rapid acceleration from approach idle speed to 95%
operates correctly, and that the operation of the starter meets the speed of power is ensured and the engine accelerates and decelerates smothly.
requirements for successful starts. A dry motor can be used to prime the lube
system. Seal Run- In (Test No. 8)
Use this procedure to runŦin seals for engines that have new LPT shrouds,
Wet Motoring Test (Test No. 2) interstage seals, HPT interstage seals, or Compressor Discharge Pressure
A wet motor procedure is used for maintenance actions that need core engine (CDP) and balance piston seals. Minor engine repairs do not require runŦin
rotation and fuel flow without ignition. A wet motor can be used to examine the checks. This procedure will runŦin seals and will not damage seal teeth or
fuel system for leaks and to depreserve and prime the fuel system after stationary seal surfaces.
maintenance NOTE: The seal runŦin procedure and the vibration check can be done at the
same time to reduce the amount of time that the engine must be run
Minimum Idle Leak Check (Test No. 3)
Do a minimum idle leak check of the engine for correct operation, leakŦfree
connections, normal operating noise, and correct indications of all engine
related instruments. The visual leakage check is required if the engine lines
have been disconnected during maintenance action and not subsequently
pressure checked statically
Power Assurancs Check (Test No. 4)

This check makes sure the engine can go to take off power while the EGT and
N2 speed stays within operation limits. This check is used when engine
maintenance action has occurred that may have had an effect on engine
operation. This check can best be used to find large changes in margin by
comparisons to other power assurance runs, to make sure the margins will be
acceptable, or to examine flight crew concerns
Vibration Check (Test No. 5)

This test is performed to ensure that power plant vibration is acceptable
following certain component replacement as specified in the Power Plant Test
Reference Table.
GE CF6-80E1 394 of 394

A330 (GE CF6-80E1) : Engine & Correlated ATA 71 Up 80

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72- 00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LOW PRESSURE TURBINE (LPT) . . . . . . . . . . . . . . . . . . 60

ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . 16

LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . 96 ECU INPUTS T5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148

77- 00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228 INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290

SPEED RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360

ELECTRONIC CONTROL UNIT (ECU)

CHINCINNATI, OHIO MADE IN USA

ENGINE DATA PLATE

15 30 (86) OAT C (F)

FAN INLET FAN DUCT LP TURBINE INLET PRESSURE

HPC INLET PRESSURE COMPRESSURE DISCHARGE

ENGINE CONTROL PB‘S AND SWITCHES

Position CRANK Position ON

Position IGNITION / START

ENGINE MASTER LEVER

MANUAL START P/B

FADEC GROUND POWER

ENGINE MASTER PANEL

ENGINE MANUAL START

ATA 71 POWER PLANT

1 EXHAUST SYSTEM COMPONENTS

TURBINE EXHAUST SLEEVE 1

FAN COWL PANEL

RED ”UNLOCKED” SLEEVE

Pressure relief door

FWD LATCH KEEPER

Translating cowl assembly

LATCH RING ASSEMBLY

HOOK AND SLEEVE

Core Cowl Doors Pressure relief door and vent

Hook type latches

CORE COWL COLLAR ”UNLOCKED” SLEEVE

ENGINE AIR INTAKE COWL

ENGINE FIRE BARRIERS

High Pressure Compressor (HPC) Aft Mount

FAN AND LP COMPRESSOR HIGH PRESSURE COMPRESSOR COMBUSTION HP LP TURBINE

VBV FWD MOUNT

FAN AND LPC DESCRIPTION

Outlet Guide Vanes (OGV)

FAN BLADE DETAIL A

Fan Blade Identification

FAN BLADE 1 IS THE SECOND BLADE

FAN ROTOR BLADES REMOVAL / INSTALLATION

(h) Remove the extractor tool. 1

NOTE: The blades have a mark on the bottom of the

NOTE: All the initial balanceŦweights must stay.

(c) If the replacement blade is heavier than the replaced blade,

(2) Do the steps that follow to identify E12 and E13:

VARIABLE BLEED VALVES (VBV)

UNISON RING ACOUSTICAL

LOW PRESSURE COMPRESSOR ASSEMBLY

VBV ACTUATOR AND VALVE

VARIABLE STATOR VANES (VSV)

HIGH PRESSURE COMPRESSOR CASE

HIGH PRESSURE COMPRESSOR ROTOR

11. SPACER 4. LEVER ARM 7THŦSTAGE MANIFOLD

3rd AND 4thŦSTAGES 0.001Ŧ0.005 INCH

COMPRESSOR REAR FRAME

OUTER LINER SUPPORT

STAGE 2 NOZZLE GUIDE VANES

1st STAGE HIGH PRESSURE TURBINE NOZZLE ASSEMBLY