Ata 70 80 03 00

k engineering & maintenance
Training E & M
Boeing 747-400
Training manual
ATA-70/80 POWER PLANT
Config: ALL
Training E & M
Boeing 747-400
Training manual
Config: ALL
Training E & M
POWERPLANT
General
Boeing 747-400
Aircraft and Powerplant
POWER PLANT - GENERAL ......................................................... 2 THRUST REVERSER DEFLECTION LIMITER ADJUSTMENT .... 31
ENGINE COWLING ....................................................................... 4 CORE COWL PANELS .................................................................. 35
INLET COWL ................................................................................. 6 CORE COWL PANEL REMOVAL AND INSTALLATION ............... 38
FAN COWL PANELS ..................................................................... 9 CORE COWL PANEL LATCH ADJUSTMENT .............................. 40
FAN COWL REMOVAL AND INSTALLATION ............................... 12 TURBINE EXHAUST SLEEVE AND PLUG ................................... 42
FAN COWL PANEL LATCH ADJUSTMENT .................................. 14 ENGINE MOUNTS ......................................................................... 44
THRUST REVERSER .................................................................... 16 FORWARD AND AFT ENGINE MOUNTS ..................................... 46
THRUST REVERSER TENSION LATCHES ................................. 18 ENGINE VENTS AND DRAINS ..................................................... 48
THRUST REVERSER LATCH RING ASSEMBLY ......................... 20 DRAIN MAST AND MODULE ........................................................ 50
THRUST REVERSER OPENING ACTUATOR .............................. 22 POWER PLANT HAZARD AREAS ................................................ 52
THRUST REVERSER OPENING/CLOSING ................................. 25 ENGINE ENTRY CORRIDOR ........................................................ 57
THRUST REVERSER REMOVAL AND INSTALLATION .............. 28 ENGINE NOISE HAZARD AREA ................................................... 60
Config: ALL ATA 71-00

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POWERPLANT
General
Boeing 747-400
POWER PLANT - GENERAL
The four strut-mounted engines provide the airplane with thrust and
the power source for the electrical, pneumatic and hydraulic
systems.
The power plant system is supported by the airplane strut. This

includes the engine, cowling, exhaust, mount and drain components.
The General Electric CF6-80C2 engine is a high bypass ratio, dual
rotor turbofan engine.
The engine data plate and assembly identifcation plate is attached to

the left fan case.
A summary of engine specifications is provided below.
71.00.0701.001

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Boeing 747-400
71.00.0201.001

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POWERPLANT
General
Boeing 747-400
ENGINE COWLING
The cowling provides an aerodynamically smooth protective surface

over the engine, engine-mounted components, and accessories.
The cowling controls airflow around and through the engine and
provides access to various areas of the engine case and fan case.
The cowling for each engine includes the inlet cowl, fan cowl panels,
thrust reverser halves and core cowl panels. Access doors and
openings are provided on the cowling to facilitate maintenance and
servicing.
The turbine exhaust consists of hot, combusted gases exiting the

low pressure turbine at high velocity. The major components of the
turbine exhaust system are the exhaust sleeve and plug.
The cowling completely encases the power plant. The fan cowl
panels, thrust reversers and core cowls are mounted to the strut with
hinges. The inlet cowl, exhaust sleeve and exhaust plug are bolted
directly to the engine case.
The engine cowling opening sequence is fan cowl panels, thrust

reverser, core cowl panels, and the closing sequence is in reverse
order.
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POWERPLANT
General
Boeing 747-400
71.11.0201.001

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POWERPLANT
General
Boeing 747-400
INLET COWL
General Removal
The inlet cowl provides optimum inlet airflow to the fan section. It is Disconnect TAI duct and cap open ends. Install the inlet cowl sling at
mounted on the engine fan case forward flange. hoist points. Disconnect service interphone electrical connector.
The unit is composed of an inner barrel, and outer barrel. It is an CAUTION: ADJUST SLING TO TAKE ONLY WEIGHT OF INLET
aluminum structure with kevlar-graphite external panels. Honeycomb COWL. ADDITIONAL WEIGHT CAN DAMAGE COWL
acoustic panels line the inner surface to provide air noise AND SLING.
suppression.
A crane is used for removal of the inlet cowl. Remove and pull the
The inlet cowl leading edge is anti-iced by thermal bleed air. Access cowl forward to clear mount bolts, washers and index pins.
to the thermal anti-ice (TAI) duct is through small removable panels
in the outer barrel.
Installation
A service interphone jack is on the lower left side.
Assure that the index pins are installed on the inlet cowl. Install the
inlet cowl sling. Position the inlet cowl to align cowl with the index pin
Inlet Cowl Removal and Installation receptacles on the engine flange. Install the mount bolts. Connect
the thermal anti-ice duct and service interphone electrical connector.
71.11.0702.001
The fan cowl panels must be removed before inlet cowl removal.
The inlet cowl weighs approximately 557 lbs.

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71.11.0202.001

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General
Boeing 747-400
NOTES:

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Boeing 747-400
FAN COWL PANELS
General Opening Fan Cowl Panels
The left and right fan cowl panels protect the engine fan case. Release fan cowl latches and engage hold-open rods. Engage
forward hold-open rod first, then engage aft hold-open rod.
The fan cowl panels are hinged to the strut and fair with the inlet
cowl and thrust reverser. Panels are latched together at the bottom WARNING: ADEQUATE SUPPORT OF FAN COWL PANEL MUST
centerline with three flush mounted tension latches. The fan cowl BE MAINTAINED WHILE ENGAGING HOLD-OPEN
panels open to provide access to components on the engine fan RODS TO PREVENT INJURY TO PERSONNEL AND/
case. OR ENGINE COMPONENTS.
71.11.0704A-001
Each fan cowl overlaps the corresponding thrust reverser half. A
pressure relief door, located midway up the left cowl panel, opens to
relieve excessive fan cowl compartment pressures. The right fan
cowl panel contains an access door to service the engine oil tank
without opening the panel. Two hold-open rods are installed on each
fan cowl panel to support the panel in the open position. The
extended hold-open rods engage brackets on the fan case to hold
the fan cowl open to positions of 40 or 55 degrees from the bottom
centerline. The free ends of the rods are stowed in receivers on the
panel when not in use.

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Boeing 747-400
Opening Fan Cowl Panels (cont) Closing Fan Cowl Panels
Retract the sleeve at the receiver end of the hold-open rod to The corresponding thrust reverser half must be closed before
disengage the rod from the receiver. Fully extend the outer segment closing the fan cowl panel. Disengage the aft hold-open rod first,
rod to the locked position. Check that the red UNLOCKED band at then disengage the forward hold-open rod. Retract the sleeve at the
the collar is not visible. Push in on the secondary lock and pull back receiver end of the hold-open rod and disengage the rod from the
the inner collar to unlock the inner segment. Fully extend the inner engine-mounted bracket. Release the secondary lock and slide the
segment to the locked position. Check that the red UNLOCKED collar to unlock the hold-open rod from its extended position.
band at the collar is not visible. UNLOCKED indication should be visible. Retract the hold-open rod
and engage it into the fan cowl panel receiver.
WARNING: ENSURE THAT HOLD-OPEN ROD IS FULLY
EXTENDED AND LOCKED TO PREVENT CAUTION: DO NOT ALLOW FAN COWL PANEL TO SLAM
ACCIDENTAL CLOSING OF COWL PANEL. CLOSED. DAMAGE TO FAN COWL PANEL AND/OR
PERSONNEL STRUCK BY FALLING COWL PANEL ENGINE COMPONENTS MAY RESULT.
COULD BE SERIOUSLY INJURED. ROD IS NOT
LOCKED IF RED BAND WITH THE WORD UNLOCKED Push fan cowl panels together and engage latches.
IS VISIBLE. IF RED BAND IS VISIBLE, ROD WILL
71.11.0704B-001
RETRACT UNDER LOAD.
With the sleeve retracted, engage hold-open rod onto engine-

mounted bracket and release sleeve. Brackets are mounted on
engine flanges.

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Boeing 747-400
FAN COWL REMOVAL AND INSTALLATION
Removal Installation
Open fan cowl panel to be removed. When removing ball lock pins, Position fan cowl panel hinge fittings on roll pins at each hinge
check that cowl panel hinge fittings rest on roll pins. location. Rotate panel to 55 open position to align hinge fitting holes.
Install ball lock pins and cotter pins. The direction of the ball lock
WARNING: ADEQUATELY SUPPORT FAN COWL PANEL pins is optional. Close fan cowl panels and perform fan cowl latch
DURING HANDLING. FAN COWL PANELS WEIGH adjustment.
APPROXIMATELY 110 LBS. EACH.
71.11.0705.001
Manually support fan cowl panel and disengage hold-open rods.
Three lift sling attach points are provided.
CAUTION: RAISING OR LOWERING FAN COWL PANEL AFTER

REMOVAL OF HINGE BALL LOCK PINS MAY
DAMAGE UPPER COWL SEAL. CAREFULLY LIFT
PANEL OUTWARD FROM STRUT HINGE FITTING TO
AVOID DAMAGE TO SEAL.
Lift the panel outward off of roll pins.

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Boeing 747-400
FAN COWL PANEL LATCH ADJUSTMENT
Adjustment - Latches and Shims
The adjustment of fan cowl panel latches is necessary for panel CAUTION: DO NOT ROTATE KEEPER EYEBOLT TO ADJUST
security and aerodynamic smoothness. Latch adjustment is required LATCH TENSION. DAMAGE TO KEEPER MAY
whenever either fan cowl panel or thrust reverser half is replaced. RESULT.
CAUTION: DO NOT USE OVER 100 POUNDS FORCE TO PUSH If the force required to close the latch is not 10-25 pounds, open the
LATCH HANDLE CLOSED. EXCESSIVE FORCE CAN latch handle to release tension on the keeper. Insert a hex wrench
DAMAGE LATCH. into the adjustment star within the keeper mounting. Rotate the
adjustment star with the hex wrench in the direction required to
Close the fan cowl panels and, using hand pressure force, close the achieve a latch force of 10-25 pounds. The latch keeper mounting
latch handles. An adjustment is required if the gap betwwen left and indicates the direction to rotate the adjustment star to increase the
right fan cowl panels is not between .06 - .18 inches. The adjustment load. Properly adjusted latches open with a loud pop. Close the fan
is made with shims. cowl latches and check that all the latch handles are flush with the
fan cowl panel contour.
71.11.0706.001
Test - Force Required To Close Latches
CAUTION: DO NOT USE OVER 100 POUNDS FORCE TO PUSH

LATCH HANDLE CLOSED. EXCESSIVE FORCE CAN
DAMAGE LATCH.

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71.11.0206.001

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Boeing 747-400
THRUST REVERSER
General Operation
The thrust reverser, in the stowed position, provides a smooth The inner and outer duct walls provide a flow path for fan air
surface for the fan exhaust to produce thrust. In the deployed exhaust. Translating cowl, drag links and blocker doors are used to
position, the thrust reverser redirects the fan exhaust for reverse direct fan exhaust through the deflectors when the thrust reverser is
thrust. deployed. The pneumatically powered center drive unit and ball
screw actuators move the translating cowl to the deployed position.
The thrust reverser halves are attached to the strut and fair with the In stowed position, the deflectors are covered by the translating cowl
fan cowl and core cowl. Opening the thrust reverser provides access reducing drag. The translating cowl is lined with acoustical material
to components on the high pressure compressor case and for sound suppression.
accessory gearbox.
A hydraulic system is used to open each thrust reverser half.
Each thrust reverser half overlaps the corresponding core cowl
panel. The thrust reverser half is hinged to the lower part of the strut CAUTION: OPENING THE THRUST REVERSERS WITH THE
with three hinges. Thrust reverser halves are latched together with LEADING EDGE DEVICES EXTENDED COULD
tension latches and the thrust latch ring assembly. The thrust CAUSE DAMAGE TO THE TRANSLATING COWL OR
reverser latch ring assembly consists of upper and lower latches, LEADING EDGE DEVICE.
upper and lower latch handles and upper latch cable. Major
components for the thrust reverser system are mounted to the
78.31.0701.001
reverser torque box and fixed structure.

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78.31.0201.001

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Boeing 747-400
THRUST REVERSER TENSION LATCHES
General
Tension latches interconnect the thrust reverser halves along the Adjust tension latches starting at the forward most latch and work
bottom. toward the rear. Close tension latch handle and check closing force
with a spring scale. Measure closing force with scale about 0.5 to
The latches are mounted within the area covered by the access and 2.5 inches from end of the handle. The closing force is adjustable by
blow-out door assembly located on the bottom of the thrust reverser. loosening the latch bolt nut and rotating an octagonal offset bushing
The forward blow-out door must be opened first and closed last. until closing force is reached.
The three tension latches interconnect left and right thrust reverser Close all tension latches starting at the forward latch and work
halves. Latch hooks are on the left half and fit over latch pins on the toward rear. Close access and blowout door assembly and fan cowl
right half. Latch handle tension is adjustable. panels.
78.31.0702.001
Adjustment
Open fan cowl panels, and access and blowout door assembly.
Unlatch all three tension latches starting from the rear most latch
and work forward in order. Check tension latches for damage.

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78.31.0202.001

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Boeing 747-400
THRUST REVERSER LATCH RING ASSEMBLY
General Operations and Limitations
The thrust ring latch assembly secures the outer leading edge of the Opening the thrust latch ring assembly requires pulling the upper
thrust reverser halves to the aft flange of the fan stator case. It latch handle outward disengaging the latch pin from the slot. The
transmits reverser loads into the engine fan frame instead of the upper latch is now disengaged from the U bolt. Rotate the lower
strut hinges. latch handle outward disengaging the barrel nut from the clevis
bracket. Closing the thrust ring latch assembly requires engaging the
This assembly is mounted around the leading edge of each thrust barrel nut with the clevis and rotating the lower latch handle inward.
reverser half. Access is gained by opening the appropriate fan cowl Rotate the upper latch handle inward engaging the latch pin in the
panel. slot. The upper latch should engage the U bolt.
78.31.0704.001
The upper latch of the mounting ring is a hook that slips into a U bolt,
mounted to a bracket, on top of the stator case. Upper latching force
is controlled by the adjustable U bolt. The bottom latch is a barrel nut
that fits into a claw type clevis bracket mounted at the bottom of the
fan case. The barrel nut is adjustable to control lower latching force.
Upper and lower latch handles are used to open/close upper and
lower latches. The upper latch cable is adjustable. The thrust latch
ring assembly may be removed by disconnecting attachment bolts if
the thrust reverser half is replaced.

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78.31.0204.001

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Boeing 747-400
THRUST REVERSER OPENING ACTUATOR
Each thrust reverser opening actuator is mounted to a bracket on

each side of the airplane strut. A multiple connector is mounted to
each side of the lower fan case and includes a thrust reverser
opening relief valve. A flexible hose is connected from the strut T-
Fitting to the thrust reverser opening actuator inlet fitting.
The thrust reverser opening actuator inlet fitting incorporates a

restrictor as a safety device limiting the rate of closure. In the event
of a hydraulic line rupture or rapid closure, the restrictor provides a
minimum 15 second closing cycle. A 25 micron filter at the input
fitting protects the restrictor and actuator assembly from fluid
contamination.
The thrust reverser opening relief valve is for system high pressure
relief and is set at 4350 - 4500 psig.
Each thrust reverser half is opened by an actuator, which is driven

by a portable hydraulic hand pump. The hand pump is located on
the forward right side of the station 400 bulkhead and is accessed
through the main equipment center. It is held in place with four bolts.
78.31.0705.001

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78.31.0205.001

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NOTES:

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THRUST REVERSER OPENING/CLOSING
Operation - Thrust Reverser Opening
WARNING: USE THE THRUST REVERSER HYDRAULIC POWER Close the pump on valve and operate the pump. The fluid is pumped
OPENING SYSTEM ONLY FOR OPENING AND through the plumbing, filling an auxiliary reservoir and the thrust
CLOSING THE REVERSER HALVES. THE SYSTEM reverser opening actuator. Raise the reverser half sufficiently to
SHOULD NEVER BE USED AS A HOLD OPEN install the hold-open rod to the fan case bracket and install the ball
DEVICE. ALWAYS SECURE EACH OPENED lock pin in the rod. Release hydraulic pressure by slowly opening the
REVERSER HALF WITH A HOLD OPEN ROD, TO hydraulic pump valve. Disconnect the pump hose from the hydraulic
PREVENT SERIOUS INJURY DUE TO ACCIDENTAL connector and install the dust cover.
OR INADVERTENT CLOSURE. KEEP ALL
PERSONNEL CLEAR OF AREAS UNDER AND CAUTION: ENSURE BALL LOCK PIN PASSES COMPLETELY
BETWEEN REVERSER HALVES DURING OPENING THROUGH ROD AND PROTRUDES THROUGH HOLE
AND CLOSING CYCLES. OPPOSITE PLUNGER BUTTON.
The fan cowl panel must be opened and secured before the
corresponding thrust reverser half is opened. Open the access and Operation - Thrust Reverser Closing
blowout doors. Release the thrust reverser latch ring assembly by
rotating the upper and lower latch handles. Release the thrust The core cowl panel must be closed and secured before the
reverser lower tension latches. Attach the hose from the hydraulic corresponding thrust reverser half is closed.
hand pump to the quick disconnect hydraulic connector. The
connectors are located on the aft fan case ( 5 o'clock for right thrust Remove the dust cover from the hydraulic connector and install the
reverser half and 7 o'clock for left thrust reverser half). hydraulic pump hose. Close the pump valve and operate the pump
until the reverser half weight is removed from the hold-open rod.
78.31.0706A-001

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Operation - Thrust Reverser Closing (cont)
Remove and stow the reverser half hold-open rod. Slowly open the
pump valve and allow the reverser half to close.
NOTE: With the valve full open, the reverser half should close
smoothly in approximately 15 seconds from a full open position.
CAUTION: WHEN SECURING THRUST REVERSER, VERIFY THE

UPPER LATCH HOOK HAS ENGAGED THE U-BOLT.
Complete reverser half closing by securing the three tension latches

and thrust reverser latch ring assembly. Disconnect the pump hose
from the hydraulic connector. Close the access door and then the
blowout door.
78.31.0706B-001

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78.31.0206.001

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THRUST REVERSER REMOVAL AND INSTALLATION
Removal Installation
To remove the thrust reverser the fan cowl panel and skirt fairing Position the T/R to the three hinge fittings and install the hinge bolts.
must be removed, applicable circuit breakers opened, leading edge Check that the clearance measurement is correct between the T/R
flaps retracted and the thrust reverser deactivated for ground fitting and strut fitting. Lower the T/R and remove the lifting device
maintenance. and sling.
Connect the thrust reverser sling to the T/R at four attach points and NOTE: When raising the T/R for installation, it will be suspended at
with a lifting device support the T/R while removing the three hinge an angle of 45 degrees.
bolts, disconnecting the pneumatic supply line, sense line, electrical
78.31.0707.001
connector and feedback wiring harnesses.
WARNING: ENSURE T/R IS SUPPORTED SECURELY BY THE

SLING HOIST AND HOLD OPEN RODS. THRUST
REVERSER COULD CLOSE SUDDENLY CAUSING
SEVERE INJURY TO PERSONNEL AND/OR DAMAGE
TO EQUIPMENT.
CAUTION: THRUST REVERSER HALVES MAY NOT BE

HOISTED, RAISED OR MOVED UNLESS ALL 16
DEFLECTORS ARE INSTALLED. DAMAGE TO
THRUST REVERSER STRUCTURE MAY RESULT.
CONTROL SWING OF T/R WITH TAG LINES TO

PREVENT T/R SWINGING INTO ENGINE OR
EQUIPMENT.

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78.31.0207.001

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THRUST REVERSER DEFLECTION LIMITER ADJUSTMENT
General
Deflection limiter adjustment should be checked anytime a thrust Be sure to deactivate both thrust reverser halves before working on
reverser is removed and replaced. A deflection limiter is a pad that the engine. This procedure uses petroleum
ensures proper compression of the fire and drain seals when the jelly as a parting agent on the three upper bifurcation deflection
thrust reversers are closed. They also ensure the proper clearance limiter wear pads on each side of the strut and the two lower pads on
between the thrust reverser halves and the engine and strut. Three the left reverser half. Modeling clay and petroleum jelly or transfer
deflection limiters are mounted to the left and right thrust reverser dye is used to check the contact between the strut and the thrust
upper bifurcations. Two are mounted to the right lower bifurcation. reverser.
78.31.0708A-001
Adjustment Procedure
WARNING: FAILURE TO DEACTIVATE THRUST REVERSER

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

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Adjustment Procedure (cont)
The petroleum jelly or dye is applied to the strut along the fire seal
contact area. Clay is applied to the upper bifurcation deflection
limiters on each reverser half and the two lower bifurcation deflection
limiters on the right thrust reverser half. The reversers are then
closed, latched, and re-opened. The resulting depression on the
clay, and the transfer of the dye or jelly on the fire seals, tells if the
deflection limiters are adjusted properly. Shims are added or
removed if adjustment is necessary. Tension latch closing force and
access/blowout door overlap is also checked at this time and
adjusted as necessary.
CAUTION: ENSURE ACCESS PANEL DOOR IS CLOSED AND

LATCHED BEFORE CLOSING BLOWOUT DOOR.
WITH DOORS CLOSED, MAKE SURE DOOR
RETENTION PINS ARE ENGAGED. PRELOAD MUST
NOT EXIST ON BLOWOUT DOOR LATCHES WITH
DOOR CLOSED. BLOWOUT DOOR RETENTION
CABLES MUST BE PROPERLY STOWED TO AVOID
PRELOAD OR INTERFERENCE.
78.31.0708B-001

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78.31.0208.001

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CORE COWL PANELS
General Opening Core Cowl Panels
The left and right core panels protect the turbine case section of the The fan cowl panels and thrust reverser halves must be open before
engine. attempting to open the core cowl panels.
The core cowl panels are hinged to the strut, and fair with the inner WARNING: BE SURE FAN COWL PANELS ARE OPENED AS
barrel of the thrust reverser on the forward edge and rests against REQUIRED BY 71-11-06 BEFORE OPENING THRUST
the engine exhaust sleeve on the aft edge. Panels are latched REVERSER. FAILURE TO FOLLOW 71-11-06 COULD
together with three flush mounted tension latches at the bottom. The RESULT IN INJURY TO PERSONNEL AND/OR
core cowl panels open to allow access to the combustion and DAMAGE TO FAN COWL PANELS, CORE COWL
turbine cases of the engine. PANELS, AND THRUST REVERSER.
71.11.0707A-001
A pressure relief door on the right core cowl panel opens to relieve
excessive core cowl compartment pressures. The door is hinged
and latched. Two lanyards are used to restrain the door when it is
open. Fire shields installed inside the core cowl panels protect them
from high temperatures. A hold-open rod installed on each core
bracket on the engine is extended to position the cowl open to 50
degrees from the bottom centerline. The free end of the rod is
stowed in a receiver on the cowl when not in use.

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Opening Core Cowl Panels (cont)
Release the core cowl latches and engage the hold-open rods. Fully Retract the sleeve at the receiver end of the hold-open rod to
extend the rod to the locked position. Check that the red disengage the rod. Rotate and slide the collar in the direction
UNLOCKED indicator band is not visible. indicated and depress the secondary lock to unlock the hold-open
rod from its extended position. The hold open rod is now retracted
WARNING: ENSURE THAT HOLD-OPEN ROD IS FULLY allowing the collar to move to its original position. The UNLOCKED
EXTENDED AND LOCKED TO PREVENT indication is visible.
ACCIDENTAL CLOSING OF COWL PANEL.
PERSONNEL STRUCK BY FALLING COWL PANEL CAUTION: DO NOT ALLOW CORE COWL PANELS TO SLAM
COULD BE SERIOUSLY INJURED. ROD IS NOT CLOSED. DAMAGE TO PANEL AND/OR ENGINE
LOCKED IF RED BAND WITH THE WORD COMPONENTS MAY RESULT.
"UNLOCKED" IS VISIBLE. IF RED BAND IS VISIBLE,
ROD WILL RETRACT UNDER LOAD. Stow the hold-open rod and lower the core cowl panel.
71.11.0707B-001
With the sleeve retracted, engage the hold-open rod onto the
engine-mounted bracket.
Closing Core Cowl Panels
WARNING: ADEQUATE SUPPORT OF CORE COWL PANEL

MUST BE MAINTAINED WHILE HOLD-OPEN RODS
ARE BEING DISENGAGED TO PREVENT INJURY TO
PERSONNEL AND/OR ENGINE COMPONENTS.

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CORE COWL PANEL REMOVAL AND INSTALLATION
Removal
Open the core cowl panel to be removed.
WARNING: ADEQUATELY SUPPORT CORE COWL PANEL

DURING HANDLING. RIGHT CORE COWL PANEL
WEIGHS APPROXIMATELY 90 POUNDS. LEFT CORE
COWL PANEL WEIGHS APPROXIMATELY 65
POUNDS.
Manually support the core cowl panel and disengage the hold-open
rod. Three lift sling attach points are provided. Remove the ball lock
pin from each hinge fitting and lift the panel off the hinge fittings.
Installation
Position the core cowl panel on the strut with the hinge fitting holes
aligned. Install ball lock pins and cotter pins at each hinge location.
Close the core cowl panel and perform a latch adjustment.
71.11.0708.001

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General
Boeing 747-400
CORE COWL PANEL LATCH ADJUSTMENT
Adjustment - Latches and Shims Test - Force Required to Close Latches
The adjustment of core cowl panel latches is necessary for panel CAUTION: DO NOT USE OVER 100 POUNDS FORCE TO PUSH
security and aerodynamic smoothness. LATCH HANDLE CLOSED. EXCESSIVE FORCE CAN
DAMAGE LATCH. DO NOT ROTATE KEEPER
CAUTION: FAILURE TO PROPERLY ADJUST LATCHES AND EYEBOLT TO ADJUST LATCH TENSION. DAMAGE TO
SHIMS MAY ALLOW LATCHES TO DISENGAGE IN- KEEPER MAY RESULT.
FLIGHT RESULTING IN LOSS OF COWL.
With the core cowl panels open, check that the keeper eyebolts do If the force required to close the latch is not 50-100 pounds, open
not rotate and that the retention pins are not sheared off. If the the latch handle to relax the tension on the keeper. Insert the hex
keeper eyebolt rotates, replace broken or damaged keepers and/or wrench into the adjustment star within the keeper mounting. Rotate
latches immediately. With the core cowl panels closed and latched, the adjustment star with the hex wrench in the direction required to
check the gap between the core cowl panels at each latch. An achieve the latch force of 50-100 pounds. The latch keeper
adjustment of the gap is required if the gap is greater than .220 inch. mounting indicates the direction to rotate the adjustment star to
The gap is adjusted using shims and a bearing pad. increase the load. Properly adjusted latches open with a loud pop.
Close the core cowl latches and check that all the latch handles are
Latch adjustment is required whenever either thrust reverser half or flush with the core cowl panel contour.
71.11.0709.001
core cowl panel is replaced.

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TURBINE EXHAUST SLEEVE AND PLUG
General
The turbine exhaust system provides a smooth exit path for turbine WARNING: BE SURE FULL WEIGHT OF SLEEVE IS SUPPORTED
exhaust. The shape of the sleeve and plug together form a BY CRADLE BEFORE REMOVING BOLTS. SLEEVE
covergent nozzle which aids in the production of thrust. MAY SHIFT OR FALL INJURING PERSONNEL OR
DAMAGING COMPONENTS.
The turbine exhaust sleeve is located aft of the turbine rear frame.
The turbine exhaust plug is mounted inside the exhaust sleeve.
Turbine Exhaust Plug
Turbine Exhaust Sleeve The plug is stud-mounted to the inner flange of the turbine rear
frame, weighs 33 pounds, and is a one-piece construction. It is
The sleeve has a conical shape, weighs 159 pounds and is bolted to accoustically treated with brazed titanium honey comb. The plug
the outer flange of the turbine rear frame. The sleeve has a locator also serves as a sump vent, discharging an air/oil mixture from the
pin at 12:00. It is acoustically treated with brazed titanium fun shaft center vent tube into the primary gas stream.
honeycomb. The core cowl rests on pads mounted around the
sleeve's leading edge. CAUTION: BE SURE FULL WEIGHT OF PLUG IS SUPPORTED
BEFORE REMOVING UPPER HALF BOLTS. PLUG
Three low pressure (LP) recoup ducts connect to the forward web of MAY SHIFT OR FALL INJURING PERSONNEL OR
the sleeve. These discharge LP recoup air and B/C sump drainage DAMAGING COMPONENTS.
into the primary gas stream.
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ENGINE MOUNTS
The engine mounts support the power plant to the strut and transfer
three dimensional loads to the wing through the engine strut.
The forward mount is attached to the fan frame and the aft mount is
attached to the turbine rear frame.
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FORWARD AND AFT ENGINE MOUNTS

71.21.0702.001
General
The forward engine mount transfers engine thrust and the rear
mount absorbs engine weight and side loads. The mounts allow for
axial and radial growth due to thermal expansion.
Inspection/check or removal/installation of either engine mount

requires removal of the engine.
Forward Engine Mount
This mount provides suspension of the engine at five 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 attached to the strut by four tension bolts.
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 four bolts and barrel nuts. One point incorporates a
tangential link. The aft mount transfers side, vertical and torque
loads.

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ENGINE VENTS AND DRAINS
The engine vents and drains system collects and discharges drain
fluids overboard.
The drain system is divided into two parts. A drain module retains
fluids until expelled during flight and the drain mast discharges fluid
directly overboard. The oil tank scupper drain and combustion
chamber drain are not connected to the drain module or drain mast.
The drain module is mounted to the aft side of the engine accessory
gearbox. A drain mast is attached to the fan stator case and
protrudes through the engine cowling into the airstream.
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DRAIN MAST AND MODULE
Location and Access Drain Mast
The drain module is mounted below the engine accessory gearbox An ambient air inlet port provides air flow to the drain module. The
and is accessed by opening the thrust reverser halves. The drain drain lines that exit directly through the drain mast are the strut drain
mast is mounted below the engine fan stator case, and extends (not shown), left and right variable bleed valve actuators, left and
below the fan cowl. right variable stator vane actuators, fuel drain manifold, forward
electrical junction box (not shown) and IDG pressure relief valve,
and IDG overpressure and overtemperature case drain.
Drain Module
71.71.0702.001
The accessories shown in the graphic have separate drain cavitites
in the drain module for storing liquids that may have leaked from the
accessories while on the ground. When proper airspeed is reached
a spring-loaded valve (not shown) inside the module opens to admit
air. This air flow empties the drain cavities and discharges any
accumulated fuel and oil overboard through the drain mast.
There are push-to-open bleed valves on the bottom of the drain

module. Each drain valve is labeled for identification. Bleed valves
are provided for hydraulic pump pad, main fuel pump and
hydromechanical unit, starter pad and IDG pad.

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POWER PLANT HAZARD AREAS
Personnel must avoid the engine inlet and the exhaust area to IF SURFACE WIND IS REPORTED GREATER THAN
prevent injury. The velocity of the fan discharge air is high enough to 25 KNOTS, INCREASE DISTANCE OF INLET
cause serious injury. When the thrust reverser is in reverse thrust BOUNDARY BY 20%. IF RAMP SURFACES ARE
position, the fan air is discharged forward rather than rearward while SLIPPERY, ADDITIONAL PRECAUTIONS SUCH AS
the exhaust gases are still discharged rearward. CLEANING THE RAMP WILL BE NECESSARY TO
PROVIDE PERSONNEL SAFETY.
A blast fence is suggested if the engines are going to be run for trim
and power adjustment in an area where there is not sufficient space GROUND PERSONNEL MUST STAND CLEAR OF
available for dissipation of the fan and exhaust blast. THESE HAZARD ZONES AND MAINTAIN
COMMUNICATION WITH FLIGHT COMPARTMENT
High temperatures can exist several hundred feet from the exhaust PERSONNEL DURING ENGINE RUNNING.
nozzle. Closer to the engine the exhaust temperature is high enough
to deteriorate bituminous pavement, therefore, concrete aprons are DO NOT USE ENGINE NACELLE SERVICE
suggested for runup areas. INTERPHONE JACK ON ENGINE WHICH IS TO BE
STARTED OR IS IN OPERATION. PERSONNEL MAY
BE INJURED BY ENGINE INLET SUCTION OR
WARNING: DURING ENGINE RUN AT IDLE POWER THE EXHAUST BLASTS.
HAZARD ZONE MUST BE KEPT CLEAR, EXCEPT
71.00.0702.001
THAT ENGINE SAFETY BARRIER MAY BE SECURED
IN INLET HAZARD ZONE.
FORWARD IDLE THRUST EXHAUST HAZARD ZONE

MUST ALSO BE KEPT CLEAR DURING REVERSE
THRUST OPERATION.

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71.00.0202A-001

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NOTES:

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71.00.0202B-001

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ENGINE ENTRY CORRIDOR
During engine operation, access to the engine may be required for NOT MORE THAN ONE ENGINE ON EACH SIDE OF
maintenance purposes. The entry corridors are between the danger AIRPLANE MAY BE OPERATING WHEN PERSONNEL
areas created by the inlet and exhaust flow. ARE IN ENTRY CORRIDOR.
WARNING: ALL PERSONNEL MUST AVOID DANGER AREAS IN ENGINE OPERATION MAY NOT EXCEED LOW (MIN)
FRONT AND REAR OF POWERPLANT AND REMAIN IDLE THRUST WHILE PERSONNEL ARE IN ENTRY
OUTSIDE OF ENGINE SAFETY BARRIER, IF USED, CORRIDOR.
DURING GROUND RUNNING OPERATIONS. THE
ENGINE IS CAPABLE OF DEVELOPING ENOUGH POSITIVE COMMUNICATION BETWEEN PERSONNEL
SUCTION AT THE INLET TO PULL A PERSON UP TO IN FLIGHT COMPARTMENT AND PERSONNEL USING
OR PARTIALLY INTO THE DUCT WITH POSSIBLE ENTRY CORRIDOR IS MANDATORY.
FATAL RESULTS. THEREFORE, WHEN
APPROACHING ANY TYPE OF JET ENGINE, INLET AND EXHAUST HAZARD AREAS MUST BE
PRECAUTIONS MUST BE TAKEN TO KEEP CLEAR STRICTLY OBSERVED BY PERSONNEL IN ENTRY
OF THE INLET AIR STREAM. THE SUCTION NEAR CORRIDOR.
THE INLET CAN ALSO PULL IN HATS, GLASSES,
LOOSE CLOTHING AND WIPE-RAGS FROM IF SURFACE WIND IS REPORTED GREATER THAN
POCKETS. ANY LOOSE ARTICLES MUST BE MADE 25 KNOTS, INCREASE DISTANCE OF INLET
SECURE OR REMOVED BEFORE WORKING BOUNDARY BY 20%. IF RAMP SURFACES ARE
AROUND THE ENGINE. ENTRY CORRIDOR MUST BE SLIPPERY, ADDITIONAL PRECAUTIONS SUCH AS
USED ONLY UNDER FOLLOWING CONDITIONS: CLEANING THE RAMP WILL BE NECESSARY TO
PROVIDE PERSONNEL SAFETY.
71.00.0703A-001

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WARNING: (cont)
DO NOT USE NACELLE SERVICE INTERPHONE

JACK ON ENGINE WHICH IS TO BE STARTED OR IS
IN OPERATION. PERSONNEL MAY BE INJURED BY
ENGINE INLET SUCTION OR EXHAUST BLASTS.
71.00.0703B-001

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71.00.0203.001

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ENGINE NOISE HAZARD AREA
Jet engines typically produce noise capable of causing temporary,

as well as permanent, loss of hearing. Even short exposures to
extreme noise may result in hearing damage. Noise can affect the
ear mechanism in such a way as to cause unsteadiness or inability
to walk or stand.
WARNING: EVEN WITH EAR PROTECTION, PROLONGED

EXPOSURE CAN CAUSE EAR DAMAGE.
All personnel must use some means of rotection. The use of cup-
type ear rotection is recommended. A chart for ingle engine
operation indicates the imits for distance versus exposure ime during
different engine thrust conditions.
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NOTES:

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ENGINE MODULES ....................................................................... 3 HIGH PRESSURE COMPRESSOR ............................................... 22

AIRFLOW STATIONS .................................................................... 6 COMPRESSOR REAR FRAME/COMBUSTION SECTION ........... 24
COMPRESSOR SECTION ............................................................ 8 TURBINE SECTION....................................................................... 27
FAN ROTOR .................................................................................. 11 ACCESSORY DRIVES MODULE .................................................. 30
FAN ROTOR MAINTENANCE ....................................................... 15 ACCESSORY DRIVES ASSEMBLY .............................................. 32
FORWARD FAN CASE ACOUSTIC LINER AND OUTLET ENGINE BORESCOPE INSPECTION PORTS ............................. 34
GUIDE VANES ............................................................................... 19

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ENGINE MODULES
General
The power plant is an energy converter. It converts the chemical The fan module is composed of three main elements: the fan rotor,
energy of fuel into thrust, pressurized air and mechanical power. the fan stator, and the fan frame. The fan frame provides structural
support to the other elements of the fan module. The forward engine
The CF6-80C2 is a dual spool, axial flow, high bypass ratio turbofan mount attaches to the fan frame. Mounting provisions are made in
power plant. It has an integrated fan rotor and low pressure the fan frame for the inlet gearbox, the radial driveshaft, and the
compressor (also referred to as a booster compressor), and a 14 transfer gearbox.
stage high pressure compressor (HPC). The combustor is annular
type. A 2-stage high pressure turbine (HPT) drives the high pressure
compressor, while a 5-stage low pressure turbine drives the fan and Core Module
low pressure compressor.
The core module consists of all the parts within the compressor
Five modules make up the engine. Each module may be replaced as stator case and the compressor rear frame. These two elements
an assembly without affecting engine performance or integrity. The provide structural support. The five main elements of the core
five modules are: module are the HPC rotor, the HPC stator, the compressor rear
frame, the combustor, and the stage 1 high pressure turbine nozzle.
- Fan Module
72.00.0702A-001
- Core Module
- High Pressure Turbine Module
- Low Pressure Turbine Module
- Accessory Drives Module Fan Module

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High Pressure Turbine Module Accessory Drives Module
The high pressure turbine module contains the 2 state HPT rotor The accessory drives module has two gear trains. Most engine
assembly and the stage 2 HPT nozzle assembly. The HPT rotor driven accessories obtain power from the accessory gearbox, which
extracts energy from the combustor discharge gases to power the is powered through the transfer gearbox, and horizontal driveshaft.
HPC rotor through a spool shaft. Support for the HPT state 2 stator The inlet gearbox is gear driven by the HPC rotor. The inlet gearbox,
is provided by the turbine case, which bolts to the compressor rear radial driveshaft, and transfer gearbox are mounted in the fan frame,
frame. at the 6 o'clock position. The accessory gearbox is mounted to the
bottom of the compressor case. The horizontal driveshaft connects
the transfer gearbox to the accessory gearbox. An accessory
Low Pressure Tiurbine Module heatshield protects the gearbox and accessories from core engine
temperatures.
72.00.0702B-001
The low pressure turbine (LPT) module is made of the LPT rotor, the
LPT stator, the stator casing, and the turbine rear frame. The turbine
rear frame is the structural element of the LPT module; it supports
the stator case. The LPT rotor extracts energy from the HPT
discharge gases to power the fan rotor. The turbine shaft assembly
is spline coupled to the fan mid shaft to provide power transfer, while
still allowing the modular disassembly.

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AIRFLOW STATIONS
Station numbers are assigned to specific positions along the

aerodynamic flowpaths which correspond to changes in the flow
characteristics. The station numbers are also used to identify
instrumentation positions for pressure and temperature sensors.
Temperature and pressure sensors are labeled with a T or a P,
followed by a station number which indicates the location of the
sensor in the airflow. The CF6-80C2 stations are:
- 12 Fan Tip Inlet

- 14 Fan Duct Exit
- 25 High Pressure Compressor Inlet
- 3 High Pressure Compressor Exit
- 49 Low Pressure Turbine Inlet
- 5 Low Pressure Turbine Exit
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COMPRESSOR SECTION
General Features
The compressor section combines a 5 stage low pressure The LPC consists of the fan mid shaft, fan forward shaft, fan rotor,
compressor (LPC) and a 14 stage high pressure compressor (HPC). fan stator, and the fan frame and case. This section generates the
The LPC or N1 rotor and the HPC or N2 rotor are concentric shafts. majority of the engine thrust from the fan airexhaust. The fan blades
The low pressure or booster compressor provides the mass flow for also act as the first stage of compression for the LPC.
the fan air exhaust and acts as a supercharger for the HPC. The
HPC provides high pressure air for combustion, engine cooling and The HPC consists of a 14 stage compressor and compressor case.
aircraft services. Six stages are variable geometry vanes. There is one stage of the
variable inlet guide vanes and 5 stages of variable stator vanes. The
remaining 8 stages of stator vanes do not move.
Locations
72.30.0701.001
The compressor section components are in the fan and core

modules of the engine. The LPC rotor and stator are in the fan
module. The HPC rotor and stator are in the core module.

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72.30.0201.001

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NOTES:

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FAN ROTOR
General Stage 1 Fan Rotor Disk
The fan rotor contains the rotating components fo the low pressure The stage 1 fan rotor disk provides mounting locations for the fan
compressor. The five stages of blades accelerate the inlet air to rotor blades, the fan rotor spinner and booster spool.
provide thrust, combustion air, cooling air, and air for aircraft
services. The rotating components are the fan mid shaft, fan forward
shaft, booster blades and spool, fan rotor blades, stage 1 fan disk Fan Rotor Blades
and fan rotor spinner.
The fan rotor blades are made of titanium. They provide the first
stage of compression for the LPC, and accelerate the air mass to
Fan Mid Shaft provide the major portion of the engine thrust. There are 38 blades
mounted to the fan disk in axial dovetail slots. The blades are
The fan mid shaft is a tubular structure made of steel. It transmits approximately 30 inches long and have a mid-span shroud that
torque from the low pressure turbine to the low pressure compressor protudes from both sides of the airfoil. The shrouds on each blade
rotating components. It is spline coupled to the fan forward shaft and interlock with the adjacent blades to form a continuous ring to aid
the LPT rotor. A center vent tube to vent the A sump is axially torsional rigidity.
supported within the mid shaft.
72.31.0701A-001
Fan Forward Shaft
The fan forward shaft provides support for the fan disk, the number 1
ball bearing inner races and the number 2 roller bearing inner race.
The bearing manifold provides venting of the A sump to the vent
tube.

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Booster Blades and Spool
The booster spool bolts to the fan disk and supports the LPC stage
2-5 booster blades. The blades range from 6 inches down to 4.75
inches in length. Stages 2, 3, 4, and 5 consist of 62, 71, 80 and 71
blades respectively. The blades are mounted in dovetail slots.
Fan Rotor Spinner
The fan rotor spinner is made of aluminum 7075 and is black

anodized. It is bolted to the fan disk. The spinner is aerodynamically
shaped to minimize inlet drag and to deter ice accumulation.
Mounting locations are provided for balance weights for precision
balancing of the spinner and fan rotor.
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NOTES:

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FAN ROTOR MAINTENANCE
Fan Rotor Spinner
The fan rotor spinner is mounted to the fan disk by 38 bolts. A

sealing ring reduces air leakage around the joint. When installed, the
spinner covers the front of the dovetail slots to help hold the fan
blades in place.
The spinner is balanced separately from the fan rotor, before it is

mounted. One of the 38 bolt holes is offset to ensure proper
alignment of the spinner and the fan disk. Radial captive nuts in the
spinner provide mounting locations for fan rotor trim balance weights
to make trim balancing the rotor easier. Trim balance weights are
used as necessary, but all holes are filled by a balance weight or a
screw plug. Trim balance is required when the number 1 bearing or
the turbine rear frame vibration level is out of limits or when the fan
blade quadrant error is out of limits. Quadrant error is calculated per
maintenance manual procedures when multiple fan blades are
replaced.
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Fan Rotor Blades
The 38 fan rotor blades are mounted in axial dovetail slots in the fan When fan blades are replaced, the minimum allowable clearance
disk. The blades are numbered counterclockwise looking aft. Blade between blade tips and the abradable shroud must be maintained.
position 1 is the second dovetail slot counterclockwise from the
spinner bolt hole which is offset. A spring-loaded spacer and keyed CAUTION: ALL FIRST STAGE FAN BLADES, RETAINERS/
retainer prevent forward motion of the blade in the slot. The mid- SPACERS MUST BE INSTALLED BEFORE
span shrouds also prevent fore and aft motion of the blades. MEASURING BLADE TIP-TO-SHROUD CLEARANCES.
Removal of the spacer allows the blade to move radially inward. This
disengages the mid-span shroud. Balancing weights may be added It is important to consider moment weights of replacement blades.
to the retainer for coarse balancing of the fan rotor. By replacing blades in matched pairs, 180 apart, and careful use of
balance weights trim balance procedures can be avoided.
72.31.0702B-001
CAUTION: ALL PARTS REMOVED, EXCEPT BOLTS AND NUTS,
SHOULD BE MATCHMARKED OR NUMBERED FOR
ASSEMBLY IN ORIGINAL ALIGNMENT AND
POSITION. USE ONLY APPROVED MARKING
MATERIAL.
NOTE: When removing only one fan blade or opposite blades, it will
be necessary to remove the blade retainer, spacer and key from the
adjacent blades to allow enough blade movement to disengage the
mid-span shroud.

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NOTES:

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FORWARD FAN CASE ACOUSTIC LINER AND OUTLET GUIDE

VANES
General Fan Frame Outlet Guide Vanes
The forward fan case, acoustic liner and outlet guide vane support The fan frame outlet guide vanes are rigid graphite epoxy bolted to
the LPC rotor, help suppress noise, protect the aircraft from the aft fan case. The vanes straighten the fan discharge air to obtain
catastrophic failure and help control airflow through the engine. maximum thrust and reduce noise levels.
Forward Fan Case Fan Frame and Case
The forward fan case consists of an inner aluminum case, an The fan frame and case is a two-piece structural assembly. The fan
aluminum honeycomb core and a multi-layer wrap of Kevlar frame is a cast titanium hub with 12 radial struts welded onto it. The
encircled by a Kevlar-Epoxy case. This results in a strong, stiff aluminum aft fan case bolts to the struts. The fan frame is a major
structure. The Kevlar wrapping forms a containment ring, which load carrying structure of the engine. The fan frame supports the fan
limits damage in the event of a fan blade failure. The forward mating booster stator and fan rotor, and includes mounting lugs for the
flange supports the fan inlet cowl. Forward acoustic liner segments forward engine mount. Mounting provisions are also incorporated for
are bolted to the inside of the case, forward of the fan blades. An the accessory drive takeoff gearing and shaft.
abradable shroud is bonded to the case in the plane of the fan
72.32.0701A-001
blades to ensure a close fit between the blades and case.
The engine data plate is located on the forward flange of the aft fan
case on the left side of the case (9:00 position not shown)

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Fan Frame and Case (cont)
Acoustical liner segments are bolted to the case for noise

suppression. Ports in the hub and struts provide air flow for engine
cooling. Fan booster stator outlet air can be vented through the
variable bypass valve to enhance engine operating characteristics
and improve compressor stall margins.
Fan Booster Stator
The fan booster stator is supported by the fan frame hub. The stator
along with the fan rotor form the low pressure compressor. The
stator is internal to the engine and maintenance is limited to the first
three rows of vanes that are accessible behind the fan.
Acoustical Liner Segments
The acoustical liner segments reduce the noise output level of the
fan air exhaust. There are three bands of these panels in the fan
duct outer wall and one band in the inner wall. One band in the outer
wall is forward of the fan blades in the forward fan case. The other
hands are aft of the fan blades in the fan frame and case.
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HIGH PRESSURE COMPRESSOR
The high pressure compressor (HPC) is a 14 stage compressor. The

compressor rotor is driven by the high pressure turbine. The stator
vanes include the 6 stages of variable geometry vanes, and 8 stages
of fixed vanes. The outlet guide vanes are located in the compressor
rear frame.
The HPC rotor rotates on bearings 3R (forward), 4R, 4B and 5R

(aft). The HPC rotor is coupled to the HPT rotor, which provides the
torque necessary to compress the core air, and to drive the
accessory drives module. The HPC rotor transmits power at the
forward end to the accessory drives inlet gearbox.
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COMPRESSOR REAR FRAME/COMBUSTION SECTION
General
The compressor rear frame (CRF) is the aft section of the core
module. It provides the primary support for the HPC/HPT rotor in the
form of the B-C sump bearing support struts. It also houses the HPC
outlet guide vanes, the combustor and the HPT inlet guide vanes
(Stage 1 turbine nozzle). Fuel nozzles, igniter plugs, borescope
ports, combustor drain, and instrumentation ports are mounted in the
CRF.
Combustion Section
The combustion section provides a suitable environment to sustain

combustion during all phases of engine operations.
Two 360 annuli, the inner liner and the outer liner, form the
combustion chamber. The liners are made of nickel alloys which
have good strength characteristics at high temperatures. They are
coated with a thermal barrier material to protect the parent metal.
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TURBINE SECTION
General
The 2 stage high pressure turbine (HPT) converts the energy of the Fan air is used to cool the turbine case. This air flow is controlled by
combustor exhaust gas into torque to drive the HPC. the active clearance control (ACC) system. See Engine Air for
details.
The 5 stage low pressure turbine (LPT) converts the energy of the
HPT exhaust gas into torque to drive the fan and LPC.
Low Pressure Turbine
High Pressure Turbine The low pressure turbine consists of the LPT stator, LPT rotor and
the turbine rear frame. The stator is made of a cast, one piece
The HPT consists of the stage 1 HPT nozzles, the 2 stage HPT rotor casing. There are 5 stages of nozzles. The first stage nozzle is
and the stage 2 HPT nozzles. The stage 1 nozzle section is located cooled using 7th stage HPC air. The stator case is cooled by the
in the compressor rear frame. ACC turbine cooling system. See Engine Air for details.
72.50.0701A-002
The HPT rotor has two stages of air cooled turbine blades. The rotor
and blade assembly is cooled by a continuous flow of compressor
discharge air directed to the internal cavity of the rotor. The air is
discharged through outlet holes in the blades. There are 80 stage 1
blades and 74 stage 2 blades. The blades are mounted in dovetail
slots in the rotor. The stage 2 HPT nozzle assembly consists of 24
segments with 2 vanes each. The nozzles are cooled by 11th stage
compressor air. The air is ducted to each of the 24 segments.

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Low Pressure Turbine
The LPT Rotor is comprised of 5 stages of blades and disks and the
LPT shaft. The LPT shaft is splined to the fan mid-shaft. The blade
disks are bolted to the shaft and contain the dovetail slots that hold
the blades. There are 118 blades on stage 1, 124 in stage 2, 88 in
stages 3 and 4 and 98 in stage 5.
The turbine rear frame is a major structural support. The aft engine
mount is attached to the rear frame.
Center Vent
The design of the lube system vent releases air and oil vapor axially
through the engine and into the centerbody cavity. The vapor then
goes overboard through a hole in the exhaust plug. Possibility exists
that the oil system can get contaminated by fuel. The fuel vapor
would pass through the center vent system. Ignition of this fuel vapor
is also possible. The flame arrestor, located at the aft end of the
center vent tube prevents the movement of a flame up the center
vent tube and sustained burning in the forward fan shaft cavity.
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ACCESSORY DRIVES MODULE
Most of the gear driven engine accessories are mounted on the

accessory gearbox. It is a one-piece cast aluminum housing
containing the required bearings, shafts, spur gears, seals, oil
nozzles, etc. needed to drive the various accessories. Each
accessory is mounted to the gearbox through accessory drive
gearshaft adapter packages. These pads allow removal and
replacement of the internal components without disassembling the
gearbox. Magnetic face-type carbon seals not shown are used to
prevent oil leakage. These seals, where used, must be removed
prior to pulling the spur gears and shafts. Refer to the graphic for the
pad locations for the following accessories:
- Hydromechanical unit (HMU)

- Lube and scavenge pump assembly
- Control alternator
- Hydraulic pump
- Integrated drive generator (IDG)
- Pneumatic starter
- Fuel pump
- N2 speed sensor
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ACCESSORY DRIVES ASSEMBLY
System Description Accessory Drive Components
Engine driven accessories are mechanically driven through two gear The radial driveshaft is splined to a radial bevel gear, and driven by
trains. The first, and largest, consists of the inlet gearbox, radial a gear at the forward end of the HPC rotor. The shaft transmits
driveshaft, transfer gearbox, horizontal driveshaft and accessory torque to the transfer gearbox. The radial driveshaft is canted at an
gearbox. It is driven off the HPC (N2) rotor. angle of 54 to the core axis.
The horizontal drive shaft is routed through a housing and connects

Locations and Features the transfer and accessory gearboxes. The transfer gearbox is
bolted to a mount on the fan frame at the 6 o'clock position. The
The inlet gearbox and radial driveshaft are located in the fan gearbox contains bevel gears that redirect the torque of the rotating
module. The transfer gearbox bolts to the fan frame. The accessory radial shaft to the horizontal drive shaft.
gearbox is suspended from the core module with the horizontal
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driveshaft connected between it and the transfer gearbox. An
accessory heat shield protects the gearbox and accessories from
the high temperatures of the engine core area.

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ENGINE BORESCOPE INSPECTION PORTS
Inspection of the internal parts of the engine is primarily done by

means of the borescope. The engine has access for borescope
inspection of each stage of the high pressure compressor, high-
pressure and low-pressure turbine inlets, and from ports at stages 2
and 4 of the low pressure turbine. Additional borescope-access
holes are provided in the compressor rear frame for the inspection of
the combustion liner and first stage turbine nozzle. A hand-operated
or motor-driven system is available to facilitate borescope viewing of
all high pressure rotor blades. This is accomplished by turning the
gears through the N2 drive pad fitting on the right forward face of the
accessory gearbox.
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NOTES:

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Engine fuel & control
Boeing 747-400
ENGINE FUEL ............................................................................... 2 FUEL NOZZLE ASSEMBLY........................................................... 20

ENGINE FUEL SYSTEM................................................................ 4 COMBUSTOR DRAIN VALVE ....................................................... 22
ENGINE FUEL DISTRIBUTION COMPONENTS .......................... 6 FUEL DISTRIBUTION SYSTEM OPERATION .............................. 24
FUEL DISTRIBUTION SYSTEM. GENERAL ................................. 8 FUEL INDICATING SYSTEM ......................................................... 26
MAIN FUEL SUPPLY HOSE .......................................................... 10 FUEL FLOW TRANSMITTER ........................................................ 28
FUEL PUMP ................................................................................... 12 FUEL PRESSURE TRANSMITTER ............................................... 30
FUEL PUMP OPERATION............................................................. 14 FUEL FILTER DIFFERENTIAL PRESSURE SWITCH .................. 32
FUEL FILTER AND ELEMENT ...................................................... 16 FUEL INDICATING SYSTEM DISPLAYS ...................................... 34
SERVO FUEL HEATER ................................................................. 18

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ENGINE FUEL
The engine fuel system receives fuel from the airplane fuel tanks
through the engine fuel shut off valve that is commonly called the
spar valve. The distribution system provides fuel pressurization,
heating, filtration and delivery to the combustor. Control of the
metered flow for combustion is discussed in the engine controls
chapter. Engine fuel indications include fuel flow, pump pressure
and fuel filter bypass warning.
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ENGINE FUEL SYSTEM
General Indication
The engine fuel system includes distribution, control and indication. Fuel flow rate is displayed on EICAS using a fuel flow transmitter.
The control functions are covered in the engine controls chapter.
Fuel pump pressure is displayed on EICAS, using a fuel pressure
transmitter. Low pressure is also indicated by the status message
Distribution ENG FUEL PRESS.
The fuel distribution system receives and pressurizes fuel from the Impending blockage of the fuel filter is indicated by the EICAS status
airplane fuel tanks. The fuel is heated by engine oil in the fuel/oil message ENG FUEL FILT, using a fuel filter differential pressure
heat exchanger and then filtered. It is then distributed through the switch.
fuel tubes to the fuel nozzles and the combustion section.
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A servo fuel heater provides additional heat to the servo fuel used
within the hydromechanical unit (HMU) for control.
Control
The hydromechanical unit (HMU) provides fuel metering and engine

air systems control functions. Operation of the HMU is covered in
engine controls.

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ENGINE FUEL DISTRIBUTION COMPONENTS
The fuel distribution system pressurizes, filters, and distributes fuel. - Servo fuel heater attached to heatshield right side above gearbox
It delivers fuel from the airplane fuel tanks to the engine combustion
section. It also supplies pressurized and heated fuel for use by the - Fuel filter mounted to the pump housing
engine air system.
- Fuel flow transmitter mounted forward of the fuel filter.
Component locations are as follows:
- IDG OIL Cooler mounted below the fuel flow transmitter. (Details
- Main fuel supply hose from strut down right side of engine to fuel are provided in the electrical power section CH 24).
pump
- Fuel tubes (manifold) extending around the combustion chamber
- Fuel pump right aft side of accessory gearbox. connecting the fuel nozzles
- Fuel/oil heat exchanger mounted to the lower part of the fuel - Fuel nozzles evenly spaced around combustion chamber.
pump.
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- Hydromechanical unit (HMU) right forward side of accessory
gearbox. (Details are provided in the engine fuel and control
section).

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FUEL DISTRIBUTION SYSTEM. GENERAL
Interfaces
Two systems interface with the fuel distribution system: engine oil
and IDG oil. Engine oil is cooled by fuel in the fuel/oil heat
exchanger. Engine oil is also used to heat the engine fuel system
servo fuel in the servo fuel heater. IDG oil is cooled by fuel in the
IDG fuel/oil heat exchanger.
General Operation
Fuel from the airplane fuel system flows through the main fuel supply
hose into the fuel pump. The pump pressurizes the fuel and
discharges it through the fuel/oil heat exchanger and the fuel filter to
the HMU. The fuel, metered by the HMU, flows through the fuel flow
transmitter, the IDG fuel/oil heat exchanger and the fuel tubes to the
fuel nozzles. The fuel nozzles spray the fuel into the combustion
chamber for combustion.
A portion of the fuel filter outflow is directed through the servo fuel
heater to the HMU for internal use and control of the engine air
system.
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MAIN FUEL SUPPLY HOSE
The main fuel supply hose connects the airplane fuel supply line in
the engine strut to the fuel pump on the engine. It is on the right side
of the engine core and is accessed by opening the right thrust
reverser half.
The hose is connected at the strut with a quick disconnect fitting and
bolted to the fuel pump. Four clamps support the hose around the
engine. An insulation blanket surrounds part of the hose to prevent
excessive heating of the fuel.
When removing the supply hose, fuel must first be drained from the
hose. This is accomplished by removing two drain plugs from the
fuel pump.
NOTE: A suitable container of at least a 5-gallon capacity must be

available to catch the drained fuel.
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FUEL PUMP
General
The fuel pump supplies pressurized fuel to the main engine control. A cleanable interstage strainer is designed to protect the gear pump
The pump is mounted to an accessory gearbox adapter with a from particle damage.
hinged 'V' flange coupling on the aft side of the gearbox at 5 o'clock.
Fuel outlet and bypass ports interconnect the fuel pump to the main
engine control.
Characteristics
Drain plugs on the pump allow the assembly to be drained prior to
The pump spline drive shaft engages the wet spline of the accessory disconnection.
gearbox adapter. An O-ring seal on the pump shaft retains
lubricating oil. A carbon seal (not shown) prevents fuel leakage into
73.11.0702.001
the accessory gearbox adapter.
The fuel/oil heat exchanger, fuel pressure transmitter and fuel filter
are mounted directly to the pump assembly.
The pump has two pumping elements, a centrifugal boost element

and a fixed displacement high pressure gear element.

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FUEL PUMP OPERATION
Operation and Limitations Removal and Installation
The fuel from the airplane tanks is pressurized by the boost element The fuel pump is removed from the accessory gearbox after draining
impeller pump sufficiently to prevent cavitation of the gear pump. the fuel lines. The fuel/oil heat exchanger and fuel filter are removed
This interstage pressure (Pb) is meassurable from a port on the if necessary. The pump, filter and heat exchanger may be removed
pump. Boost pressure is 0-152 psid, depending on RPM. as a unit.
The fuel from the impeller pump flows through the interstage strainer The pump must be supported during removal and installation to
to the positive-displacement gear pump. The outflow pressure is prevent damage to the seals and spline shaft (weight approximately
maintained below 1500-1700 psid by a relief valve. A port is 43 pounds).
73.11.0703.001
provided to measure the gear pump discharge pressure (Pg) for
testing.
Outflow from the gear pump flows through the externally mounted
heat exchanger and fuel filter to the discharge port (Pd). Excess fuel
is returned to the interstage section through the bypass port (Pbr).
Ports are provided for filter supply pressure (Pfs) and filter discharge
pressure (Pfr).
Servicing
The metal interstage strainer is removable for cleaning.

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FUEL FILTER AND ELEMENT
General Removal and Installation
The fuel filter removes particles from the fuel that are large enough The fuel filter element is reversible allowing either end to be inserted
to cause contamination/damage to the using systems. The filter is into the filter bowl during replacement. During installation the filter
bolted to flanged ports on the side of the fuel pump. bowl is installed hand tight only. A seal ring is provided.
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Characteristics
The filter element is a disposable 10 micron unit. It is made of an

epoxy impregnated inorganic glass/polyester compound, pleated
and supported with a course stainless steel. Each end has a seal
ring.
A relief valve in the filter body allows fuel to bypass an obstructed

filter element at 35 +/-5 psid.
A wash screen with a relief valve is located in the filter body to

screen the servo fuel. The relief valve opens at 15 +/-5 psid.
A servo fuel outlet port is located on the filter.

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SERVO FUEL HEATER
The servo fuel heater heats the fuel used for HMU servo operations
to prevent icing of the fuel. The heater is bolted to a bracket in the
accessory compartment on the right side of the accessory gearbox.
Hot oil from the engine lube system enters the heater through a relief
valve assembly to flow around the fuel heater tubes. The relief valve
opens at 60 psid if the oil passage becomes blocked. Baffles force
the oil to change flow direction four times before exiting the heater.
Fuel passes straight through the heater tubes without bypass,
absorbing heat from the oil before exiting.
Included in the assembly is a second valve at the heat exchanger

fuel outlet to limit heat input to the fuel. If the fuel temperature
increases to 88 degrees. 93 degrees C the thermal unit closes off
the servo oil return to the gearbox. This causes a differential
pressure across the oil bypass valve. The bypass valve moves and
allows inlet oil to proceed directly to the outlet oil port. The exchange
of heat from the oil to the fuel is thereby stopped.
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FUEL NOZZLE ASSEMBLY
General
Fuel tubes carry metered fuel between the IDG oil cooler and the At low fuel flows the flow divider valve directs fuel only to the primary
fuel nozzles. The tubes encircle the combustion chamber area. flow passage. As fuel flow increases, the flow divider valve allows
fuel to enter the secondary flow passage. Fuel nozzles 15 and 16
The discharge tube from the IDG oil cooler divides into two flows (blue bands) have richer flows through the primary flow passage to
forward of the accessory gearbox heat shield. Each branch supplies prevent combustor blowout during descent. They have different part
fuel to a 180 segment. Each segment supplies 15 fuel nozzles by numbers than the other nozzles which are identified by aluminum
individual fuel supply tube "tees" welded into the manifold. The fuel colored bands.
manifold to fuel nozzle couplings are shrouded. Each shroud cavity
is drained into a drain manifold. The drain manifold empties into the
drain module under the accessory gearbox. Maintenance Practices
Be certain that the fuel nozzle is replaced with the same type (color
Fuel Nozzles bank and part number).
Fuel nozzles distribute and atomize the fuel within the combustion The metallic gasket may require tape to hold it in place during
section. The 30 nozzles are mounted through the compressor rear installation. If tape is used, it must be removed prior to final torquing.
frame (CRF). They are numbered 1 through 30, clockwise from the
top. Access is by opening both thrust reverser halves. 73.11.0706.001
Operation
Fuel enters the nozzles through the inlet check valve. The valve is
set for 20 psid and prevents the fuel manifold from draining into the
combustor when the engine is shutdown.

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COMBUSTOR DRAIN VALVE
General
The combustor drain valve allows fuel to drain from the combustion
section and compressor rear frame (CRF) when the engine is
shutdown. The valve is located at about 5:30 o'clock, clamped to the
LPT cooling air manifold. Access is by opening the right core cowl.
The combustor drain valve is a spring-loaded open poppet valve. A

forward tube connects the valve to a fitting at the 6 o'clock position
of the CRF. An aft tube carries drainage overboard near the exhaust
sleeve.
Operation
When the engine is running, gas pressure from the combustor

closes the drain valve to prevent gases from leaking through the
drain tubes. With the engine shutdown, the spring-loaded valve
opens allowing fluids to drain.
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FUEL DISTRIBUTION SYSTEM OPERATION
Operation
Fuel from the airplane fuel system flows through the main fuel supply The drain manifold collects fuel leakage from the shrouded
hose into the fuel pump. The pump pressurizes the fuel and couplings. The drain manifold is connected to the drain module.
discharges it through the fuel/oil heat exchanger and the fuel filter to
the HMU. The fuel, metered by the HMU, flows through the fuel flow Any fuel collected in the combustordrains through a combustor drain
transmitter, the IDG fuel/oil heat exchanger and the fuel tubes to the valve when the engine is shut down.
fuel nozzles. The fuel nozzles spray the fuel into the combustion
chamber for combustion.
Interfaces
Excess fuel, not required by the engine, is returned from the HMU to
the fuel pump at the interstage position between the boost and the The servo fuel heater provides heated fuel for the HMU and engine
gear type pumps. air system.
A portion of the fuel filter outflow is directed through the servo fuel The fuel also cools the engine oil and the IDG oil.
heater to the HMU for internal use and control of the engine air
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system.

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FUEL INDICATING SYSTEM
The fuel indicating system provides visual displays of the engine fuel
system operation on the flight deck. The available indications include
fuel flow, low pump pressure and fuel filter bypass warnings.
All the engine fuel system sensors are mounted on the engines. The
indications on the flight deck are normally found on the auxiliary
EICAS display. These include flows on the secondary engine format,
flows and pressures on the performance page and messages on the
status page.
In addition, fuel flow is transmitted to the flight management

computer (FMC).
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FUEL FLOW TRANSMITTER
General
The fuel flow transmitter measures the fuel flow rate to the fuel The deflection of the restrained turbine increases as flow increases,
nozzles. It is on the right side of the engine, supported by the causing the time delay between the start and stop pulses to
accessory gearbox. It is mounted in line between the HMU and the increase. The time delay between pulses is proportional to the flow
IDG fuel/oil heat exchanger. Access is by opening the right thrust rate.
reverser.
The start and stop pulses are transmitted to the engine control unit
(ECU) which interprets the fuel flow rate. Fuel flow is transmitted
Operation digitally to EICAS for display.
The fuel flow transmitter generates electromagnetic pulses as a

function of fuel mass flow rate. Unique Practices
The flow director and swirl generator direct the incoming fuel so that Fuel flow transmitters removed from the airplane and not reinstalled
the rotor spins. This results in deflection of the turbine that increases within 24 hours, must be preserved to prevent internal corrosion. Fill
as fuel flow increases. Two permanent magnets on the rotor induce the transmitter with engine oil sufficiently to coat all parts normally in
pulses in the start coil and the stop coil. The stop pulse is generated contact with fuel, then drain and install protective covers on both
as the magnet passes under the signal blade extension, which is ports of the transmitter.
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attached to the turbine.

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FUEL PRESSURE TRANSMITTER
The fuel pressure transmitter measures the interstage pressure in

the fuel pump. It is externally mounted to the fuel pump, adjacent to
the fuel filter.
The transmitter is a variable reluctance type unit and sends an

electrical analog signal proportional to pressure to the EFIS/EICAS
interface unit (EIU). Fuel pressure is displayed on the EICAS
performance maintenance page.
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FUEL FILTER DIFFERENTIAL PRESSURE SWITCH
General
The fuel filter differential pressure switch provides a display in the

flight deck of excessive differential pressure across the fuel filter.
The fuel filter differential pressure switch is mounted on the engine

driven fuel pump and is accessed by opening the right-hand thrust
reverser cowl.
Operation
When blockage of the fuel filter causes a differential pressure across

the filter of 23 psid or greater, the fuel filter differential pressure
switch contacts close. This signals the EIU to display the ENG FUEL
FILT status message on EICAS. If the differential pressure
decreases to 19.5 psid or less, the message is removed.
The filter bypass valve does not open until approximately 35 psid,
therefore, the indication is for impending fuel filter bypass and does
not necessarily indicate that bypass has occurred.
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FUEL INDICATING SYSTEM DISPLAYS
General Fuel Use
The engine fuel system indications on the flight deck are shown on The total fuel used is displayed on the flight management computer
EICAS. progress page two. The total fuel used is on line 3C and fuel used on
each engine is shown on lines 4L and 4R (engines 1 through 4). The
Auxillary EICAS format: values stay through flight completion and are removed at engine
start or long-term power down. If there is a difference of 9,000
- Fuel flow is shown as a digital readout. pounds between the fuel totalizer and the calculated fuel value, the
line select field is shown on line 5L.
Status page:
- ENG FUEL FILT message indicates impending bypass of the fuel Maintenance Practices
filter.
Verification of a proper working transmitter entails cross-checking
Performance maintenance page: engine fuel flow rates of other engines with a constant N1 and EGT
indication.
-Fuel flow is shown in digital format.
- Fuel pump pressure is shown in digital format.
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Progress Page Two:
Fuel used data is shown in digital format.

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ENGINE FUEL AND CONTROLS ................................................... 2 T12 ELECTRICAL FAN INLET TEMPERATURE SENSOR ........... 58
ENGINE CONTROL OVERVIEW ................................................... 4 P25/T25 PRESSURE/TEMPERATURE SENSOR ........................ 60
ENGINE CONTROL SYSTEM ....................................................... 6 ECU RESET AND FUEL ON .......................................................... 62
THRUST LEVER ASSEMBLY........................................................ 8 ECU MODE SELECT AND TEST .................................................. 64
THRUST LEVER RESOLVER ....................................................... 10 THRUST CONTROL ...................................................................... 66
TLA CRITICAL POINTS ................................................................. 12 THRUST MANAGEMENT .............................................................. 70
FUEL CONTROL INTRODUCTION ............................................... 14 ENGINE IDLE SELECT CONTROL ............................................... 72
FADEC BLOCK DIAGRAM ............................................................ 17 ECU/AUTOTHROTTLE SYSTEM .................................................. 74
HYDROMECHANICAL UNIT ........................................................... 24 AUTOTHROTTLE ASSEMBLY ...................................................... 76
HMU OPERATION ......................................................................... 27 ENGINE TRIM SYSTEM ................................................................ 79
ENGINE FUEL CONDITIONING CONTROL ................................. 30 ENGINE SYSTEM CONTROL ....................................................... 83
HMU OPERATION. AIR SYSTEM SERVO FUEL CONTROL ....... 32 FAULT RECOVERY. ECU INPUTS ............................................... 86
ENGINE CONTROL UNIT .............................................................. 34 FAULT RECOVERY. ECU AND HMU ........................................... 88
ECU CHANNEL OPERATION ....................................................... 39 CONDITIONS AFFECTING DISPATCH ........................................ 90
CONTROL ALTERNATOR............................................................. 42 FUEL AND CONTROL SYSTEM MESSAGES AND
ECU OPERATION. TEMPERATURE INPUTS .............................. 44 DISPATCH REQUIREMENTS ....................................................... 92
ECU OPERATION. PRESSURE/SPEED INPUTS......................... 46 ENGINE FIRE EMERGENCY SHUTDOWN .................................. 96
ECU OPERATION. POSITION INPUTS ........................................ 48 FUEL CONTROL SYSTEM OPERATIONAL SUMMARY .............. 99
ECU OPERATION. AIRPLANE INPUTS ........................................ 51 ENGINE CONTROL SYSTEM SUMMARY .................................... 103
ECU OPERATION. OUTPUTS ...................................................... 55 ELECTRONIC ENGINE CONTROL SCHEMATIC ......................... 106
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ENGINE FUEL AND CONTROLS
The engine fuel and controls system consists of those components

used to control the amount of fuel to the engine and thereby the
thrust. The system consists of the following categories:
- Commanded thrust setting: airplane manual or automatic thrust

control
- Electronic fuel control: engine-mounted electronic fuel scheduling
- Fuel on/off control: manual control through fuel control switches
- Fire emergency shutdown: manual shutdown with fire switches
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ENGINE CONTROL OVERVIEW
General Autothrottle
Separate and independent control systems are provided for each The autothrottle drive system is comprised of a single motor driving
engine, with no direct mechanical connection between the thrust all four thrust levers through separate autothrottle brake assemblies.
levers and the engines. The engine control system consists of the Each assembly contains a clutch designed to allow manual override
thrust lever (TL) assembly, brake assembly, TL resolver and the of the autothrottle input. The TL resolvers are mechanically driven by
dual channel EEC. The EEC receives a thrust resolver angle (TRA) linkages from the brake assemblies.
from each TL resolver. The TL resolver is moved manually by
moving the TL's or automatically by inputs from the flight
management computer. Engine Control Unit
The CF6-80C2 is controlled by a dual channel, full authority, digital

Flight Management Computer (FMC) engine control unit (ECU). The ECU is more commonly labeled EEC
on the airplane. The EEC manages and coordinates a wide range of
The FMC thrust management function is controlled by the autopilot engine-related functions. Its primary role is to schedule engine fuel
flight director system (AFDS) mode control panel, two control display flow requirements to the hydromechanical unit (HMU) based on TL
units (CDU) and thrust lever mounted switches. The two FMCs resolver inputs. The EEC also supplies information about engine
receive data from various airplane systems, crew input data through operation for display on EICAS and provides feedback to the flight
the CDU and data stored in the navigation and performance data management computer. Fuel on and off signals to the HMU are
bases. controlled manually through the fuel control switches.
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ENGINE CONTROL SYSTEM
Commanded thrust is set either manually at the thrust levers or by

the flight management computer that provides inputs to the
autothrottle motor. The mechanical linkage in the control stand
allows the thrust lever resolver to receive the commanded inputs.
The thrust lever resolver then electrically transmits these inputs to
the engine control unit (ECU) on the engine.
Fuel on/off commands are manually initiated through the fuel control
switches. These commands are transmitted to fuel shutoff solenoid
on the hydromechanical unit (HMU).
Shutdown of the engine is manually controlled by the operation of

the fuel control switches and/or the engine fire switches in an
emergency.
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THRUST LEVER ASSEMBLY
General
The thrust lever assembly provides crew control and override of the When the forward thrust lever is not at the idle stop, a thrust lever
autothrottle mechanism. The assembly includes the forward and interlock prevents raising the reverse thrust lever. The interlock is a
reverse thrust levers mounted in the control stand. Included on the small mechanical pawl. When the forward thrust lever is at the idle
assembly are pilot controlled switches for autothrottle stop, the reverse thrust lever may be raised because of a slot in a
disengagement, and a go-around switch. panel of the control stand. The slot is aligned with the pawl only at
the idle stop. The forward thrust lever is now locked into place. The
Inside the pedestal are autothrottle clutches and servos, a reverse lever can rotate through 89.25 .
microswitch pack assembly and reverse thrust interlock mechanism.
Linkages from the control stand assembly allow actuation of the
numerous functions controlled by the switch pack assembly.
General Operation
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Looking from the left the forward thrust lever can rotate 50 from the
idle position to the full forward thrust position. The mechanism allows
rotation of the crank arm and linear movement of the rod assembly.
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THRUST LEVER RESOLVER
General
The TL resolver converts a mechanical thrust lever angle (TLA) into

an electrical thrust lever angle (TLA) signal for the ECU. A dual TL
resolver for each engine is clamped to the autothrottle clutchpack
assembly in the lower pedestal. The TL resolver is rotated by
linkages from the autothrottle clutches.
Operation
The dual TL resolver receives independent excitation signals from

each ECU channel. Movement of the thrust levers, either manually
or through the autothrottle clutchpack, causes a phase angle
difference to be created in the resolver. This phase angle is sensed
as a frequency shift by the ECU. The signals are rectified and
converted into digital words and the angle is determined by digital
computation.
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TLA CRITICAL POINTS
The graph shows the relationship of the thrust lever angle movement
and the TL resolver angle.
The forward thrust lever travels from 0 to 50 while the resolver angle
varies from 34.88 to 85 . During reverse thrust, the reverse thrust
lever travels from 0 to 89.25 while the resolver angle varies from
34.88 to 4.1 .
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FUEL CONTROL INTRODUCTION
The fuel control system provides direct control of the engine. The Other components of the fuel control system include the control
system is designed around a full authority, dual channel, digital alternator, electrical fan inlet temperature (T12) sensors and the
electronic engine control unit (ECU). It is mounted on the fan case at P25/T25 pressure/temperature sensor. The control alternator
the 8:00 o'clock position. The ECU responds to airplane and engine provides power to the ECU and is driven by the accessory gearbox.
input signals to control the following engine functions: There are two T12 sensors mounted on either side of the fan case.
The P25/T25 sensor is mounted to the fan frame at the high
- Metered fuel flow for combustion pressure compressor inlet. The temperature and pressure signals
- Ignition are sent to the ECU for power management functions.
- Starter air valve operation
- Engine air system control
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- Thrust reverser interlock
The ECU also provides indications of engine operation to the flight

deck.
Fuel flow is metered by the hydromechanical unit (HMU) mounted

on the front right side of the accessory gearbox. In addition, the
HMU provides servo fuel control for the operation of the engine air
system. The HMU receives control signals from the ECU and the
airplane.
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NOTES:
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FADEC BLOCK DIAGRAM
Engine Control Functions Primary Airflow Control
There are five engine control subsystems: This subsystem includes variable stator valve and variable bleed
Valve torque motors (electro-hydraulic servo valves .....EHSVS)
- Fuel metering within the HMU, and the VSV and VBV actuators. The torque motors
- Primary Airflow Control receive electrical VSV and VBV demand signals from the ECU and
- Active Clearance Control use servo fuel pressure to position the actuators.
- Parasitic Airflow Control
- Engine Starting and Ignition
Active Clearance Control
Fuel Metering The subsystem includes two EHSVS within the HMU and the high
pressure turbine and low pressure turbine active clearance control
This subsystem consists within the hydro-mechanical unit (HMU). It valves. Servo fuel pressure positions the valves.
is composed of the fuel metering valve, pressurizing shut-off valve
and the mechanical N2 overspeed governor. The metering valve
receives electrical fuel demand signals from the electronic control Parasitic Airflow Control
unit and provides metered fuel flow to the combustor. The
pressurizing shut-off valve receives inputs via solenoid on the HMU This subsystem includes three Bore cooling valves, two eleventh
that in turn receives an electrical fuel ON/OFF command from the stage cooling valves and an eleventh stage cooling valve solenoid.
flight deck fuel control switch. The overspeed governor, driven by Each BCV reveives an electrical demand signal from the ECU that
the accessory drive mechanically limits any possible overspeed switches it between open and close to control the amount of cooling
condition above 113% N2. air to the center bore of the
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Parasitic Airflow Control
engine. The ESCV Solenoid receives demand signals from the ECU.
It uses compressor bleed air from the eleventh stage manifold,
translates the electrical signal into a pneumatic opening and closing
signal for the eleventh stage cooling valves.
Engine Starting and Ignition
This subsystem includes the starter air valve and the two ignition
exciters. The starter air valve receives a demand signal from the
ECU and is switched between the opened and closed position to
control the pressurized air supply to the starter. This demand signal
from the ECU is true for both manual and autostart operations. The
115 V, 400 Hz supplies current to each of the ignitor exciters is
routed to the ECU where it is switched on and off to control the
operation.
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73.21.0230.001
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NOTES:
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General Engine Air System Controls
The fuel control system provides power management, engine The ECU provides control signals for various engine air system
subsystem control and engine monitoring functions. components. Several of these use servo fuel pressure from the HMU
as the control signal. The ECU initiates the control signal through the
EHSVs in the HMU. The air system functions controlled in this
Power Management manner are:
Power management is the primary task of the ECU. The ECU -Variable stator vanes (VSV) actuators (2)
computes the proper fan speed needed to meet the commanded
thrust signal from the TL resolver. This computed value takes into - Variable bypass valves (VBV) actuators (2)
account the aircraft mach number, total temperature and pressure
data from the air data computers. It also accounts for engine bleed - High pressure turbine cooling (HPTC) valve
air demand signals from the FMC. A command signal is sent to the
HMU electro-hydraulic servo valve (EHSV) to position the metering - Low pressure turbine cooling (LPTC) valve
valve. Feedback of the valve position is sent to ECU to provide a
73.21.0703A-001
closed control loop.
The fuel shutoff solenoid provides fuel on/off control. It is positioned

by a fuel on/off signal from the fuel control switch in the flight
compartment.
The ECU also provides engine limit protection. N1 fan speed and N2
core speed are monitored by the ECU. Fuel flow is reduced if
necessary to maintain engine limits.
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Engine Air System Controls (cont) Engine Monitoring
The two eleventh stage cooling valves (ESCV) and three bore The ECU receives engine operation data and provides this
cooling valves (BCV) receive electrical command signals directly information for flight deck display. The data is transmitted digitally to
from the ECU. All these actuators and valves send position feedback the EFIS/EICAS interface units (EIU). The ECU monitors the input
signals to the ECU to complete the control loop. signals and its own internal circuits to detect faults. Discrete indicator
lights and EICAS messages inform the flight crew of loss of input
signals or ECU faults.
Engine Sensors
73.21.0703B-001
Engine sensors provide multiple speed, pressure, temperature, flow

and component positional information to the engine control unit for
control of the fuel flow. Most sensors have two outputs (one for each
channel) to the ECU.
Other Engine Functions
Other functions performed by the ECU are:
- Starter air valve open command
- Ignition-on commands to the ignition exciters.
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HYDROMECHANICAL UNIT
General
The hydromechanical unit (HMU) is a Bendix Model CH-D3 main The electrical connections to the HMU are:
engine control. It responds to electrical signals from the engine
control unit (ECU) to meter fuel flow for combustion and to modulate -Fuel Shutoff solenoid connector
servo fuel flow to engine air systems. The HMU also receives -ECU channel A connector
electrical signals from the airplane fuel control switch/fire switch to -ECU channel B connector
control the internal high pressure fuel shutoff valve. The HMU is -Fuel pressurizing and shutoff valve position switch connector
mounted on the front, right side of the accessory gearbox. Access is
by opening the right thrust reverser half. There is one mechanical connection to the HMU for the accessory
gearbox drive coupling.
Characteristics Another prominent feature of the HMU is the five electro-hydraulic

servo valves (EHSV) that respond to the ECU signals to control
The HMU has the following fuel connections: metered fuel and servo fuel flows.
73.21.0704.001
-Variable bypass valve (VBV) servo fuel ports
-HPTC, LPTC reference pressure port
-Low pressure turbine cooling (LPTC) valve servo fuel port
-High pressure turbine cooling (HPTC) valve servo fuel port
-Variable stator vane (VSV) servo fuel ports
-Servo fuel inlet from servo fuel heater
-Fuel discharge to fuel nozzles
-Bypass fuel return to the pump
-Fuel inlet from pump
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73.21.0204.001
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NOTES:
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HMU OPERATION
Fuel Flow Metering
The fuel metering valve is hydraulically driven by the electro- The ECU electrically holds the metering valve to zero fuel flow
hydraulic servo valve (EHSV) controlled by the ECU. The EHSV during autostart when the fuel control switch is in run and opens to
contains two electrically isolated and independent coils. One is the start setting to introduce fuel when required. When the ECU is
dedicated to channel A of the ECU; the other is dedicated to channel electrically holding the fuel metering valve to zero, there is a small
B. A differential pressure regulating valve maintains a constant port opened that directs servo fuel to keep the HPSOV closed.
pressure drop across the metering valve. As a result, fuel flow varies
proportionally with metering valve position. The pressure regulating
valve also controls the bypass valve position. Core Speed Overspeed Governor
Two fuel metering valve position resolvers provide electrical The HMU is mounted directly on the accessory gearbox to allow N2
feedback of valve position to the two channels of the ECU. This overspeed protection. Core speed is sensed mechanically by a
signal is used by the ECU for closed loop control of the metered flow centrifugal weight which positions a spool type speed servo valve. If
rate. an overspeed condition occurs, the governor overrides the pressure
regulating valve to reduce fuel flow regardless of the metering valve
The fuel metering portion of the HMU allows control of fuel flow from position. N2 speed is limited to a maximum of 113.4%.
73.21.0705A-001
zero flow up to a maximum of 30,000 pounds per hour. When the
engine is running, minimum fuel flow is maintained at 594 pounds
per hour. The fuel metering valve is mechanically biased to the
minimum flow position if the electrical control signals from the ECU
are lost.
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Core Speed Overspeed Governor (cont)
The overspeed governor system is tested on each start. Prior to Metered fuel will push the pressurizing and shutoff valve open if the
50% N2 an integrator piston with a magnet is cycled and activates metering valve is not in a cutoff position and the HPSOV solenoid is
the Governor Test Switch. Failure of the switch to cycle during an in the RUN position. During autostart, the ECU can hold the
engine start is detected by the ECU. pressurizing and shutoff valve closed when the HPSOV solenoid has
been selected to RUN.
Pressurizing and Shutoff Valve Operation A magnet on the pressurizing and shutoff valve closes a proximity
switch when fuel shutoff has occurred.
The pressurizing and shutoff valve can be closed by the metering
73.21.0705B-001
valve or the high pressure fuel shutoff solenoid valve (HPSOV).
The pressurizing and shutoff valve is controlled by the positioning of

the metering valve. High pressure fuel is applied to close the
pressurizing and shutoff valve through a port in the metering valve
orifice plate. The port is either open or closed, depending on
metering valve position.
The HPSOV solenoid is directly powered from the aircraft. The

solenoid operates a solenoid valve that controls high pressure servo
fuel to the pressurizing and shutoff valve. The solenoid contains two
latching coils. Energizing the open coil allows the pressurizing and
shutoff valve to open. Energizing the close coil closes the
pressurizing and shutoff valve. The solenoid latches in the last
commanded position.
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ENGINE FUEL CONDITIONING CONTROL
Control and Operation Indication
The high pressure fuel shutoff valve (HPSOV) solenoid is controlled A magnetic read switch provides aircraft indication of the
manually from the flight deck by the fuel control switch and the pressurizing and shutoff valve position. The advisory and status
engine fire switch. The solenoid contains two latching coils, run and message ENG FUEL VLV indicates the pressurizing and shutoff
cutoff. The solenoid is magnetically latched in the last commanded valve actual and commanded positions are in disagreement for more
position. than 5 seconds.
Placing the fuel control switch to run energizes the run coil of the
73.21.0706.001
HPSOV solenoid. Placing the fuel control switch to CUTOFF or
pulling the engine fire switch energizes the cutoff coil. The spar valve
is controlled in the same manner as the HPSOV.
With the solenoid in the closed position, high pressure fuel is

directed by the HPSOV to the pressurizing and shutoff valve to cutoff
fuel flow. Energizing the run coil when the metering valve is above
the minimum flow stop, reduces fuel pressure to the closed side of
the pressurizing and shutoff valve. This allows the metered fuel to
push the shutoff valve open.
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HMU OPERATION. AIR SYSTEM SERVO FUEL CONTROL
The HMU contains electro-hydraulic servo valves (EHSV) for control

of servo fuel for the engine air systems. Each EHSV has two
independent coils. The coils are dedicated to separate channels of
the ECU. The EHSVs port servo fuel to the air system actuators and
valves. The returning fuel is directed to the bypass return. The
EHSVs are mechanically biased if electrical inputs from the ECU are
lost.
The engine air systems controlled by the HMU are:
- Variable stator vanes (VSV), open and close signals, biased to

close
- Variable bypass valves (VBV), open and close signals, biased to

open.
- Low pressure turbine cooling (LPTC) valve, open signals only,

biased to close
- High pressure turbine cooling (HPTC) valve, open signals only,

biased to close
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ENGINE CONTROL UNIT
General
The engine control unit (ECU) provides a wide range of control An engine ratings plug is connected to J14 and an engine
functions for the engine. These include: identification plug is connected to J15. The engine identification plug
provides engine hardware information to the ECU. Included in this
- Engine/aircraft interface data is:
- Power management in response to commanded thrust
- Reverse thrust interlock and control - N1 modifier level
- Engine limit protection - EGT shunt level
- Core engine airflow control - Active clearance control schedules
- Engine cooling air control
- Engine start/ignition control The indentification plug is captive to the engine. After an ECU
- Fault detection replacement, J15 is also used to enter the new engine serial number
. Engine status indication into the ECU. The identification plug must be temporarily
- Maintenance indications disconnected and a serial number entry tool used to enter the new
engine serial number.
Physical Description The two channels are identical. Either channel is fully capable of all
engine control functions. The channels are physically separated
The ECU is a dual channel, digital electronic control. It is mounted within the unit.
using vibration isolators on the left side of the fan case at the 8:30
position. It is approximately 13.5 x 17.3 x 6.4 inches in size. There The ECU contains ratings tables for multiple engine ratings. The
are fifteen electrical connectors on the ECU. They are on the front particular rating used by the ECU is determined by the engine rating
side of the unit and are identified as J1 through J15. Engine wiring plug on connector J14. The plug is captive to the engine fan case by
harnesses are color coded for easy identification. a lanyard. It must be connected to the ECU to dispatch the airplane.
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Physical Description (cont)
Various airplane and engine systems communicate with the ECU -J6.FMC disconnect; operating mode select (control or test); ch B
and have redundant paths to the ECU channels (channel A and thrust reverser position
channel B). The 15 electrical connectors on the ECU are grouped by
aircraft interfaces (J1-J6), on-engine components (J7-J13) and ECU Engine
use (J14 and J15).
-J7.Black.ch A
The connectors are assigned as follows:
-J8.Brown.ch B . N2 Sensor; ESCV solenoid, ESCV position
Aircraft switches; BCV 1; HMU
-J1.Ignition exciter 1 power in/out; ch A ground handling bus power -J9.Red.ch A

in
-J10.Orange.ch B . Control alternator; starter air valve; N1 sensor;
-J2.Ignition exciter 2 power in/out; ch B ground handling bus power T12; BCV 2
in
-J11.Yellow.ch A
-J3.Fuel on; starter air valve open ch A reset, ECU fault, digital data
bus (ADC, FMC) in/out, ch A TLA resolver -J12.Green.ch B . T25; LPTC valve; HPTC valve; VSV actuators;
VBV actuators; BCV 3
-J4.Single/dual igniters; idle select; hard reversionary mode; ch B
reset, ECU fault, digital data bus (ADC, FMC) in/out, ch B TLA -J13.Blue.ch A and ch B . T3; T49; T5; engine oil temperature
resolver in/out sensor; Fuel Flow transmitter
-J5.Aircraft type; engine position (L or R); ch A thrust reverser -J14.Engine rating plug
position
-J15.Engine identification
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Pressure Inputs (cont)
-Ambient pressure (PO)
-Compressor discharge pressure (PS3)
-Fan exit pressure (PS14)
-High pressure compressor inlet pressure (P25)
-Exhaust gas exit pressure (49)
One transducer for each channel measures P0 through a small hole

in the ECU case. A tube for PS3 goes to the ECU. PS14, P25 and
P49 are optional probes used for condition monitoring.
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73.21.0208.001
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ECU CHANNEL OPERATION
Power
The internal power supply of each channel of the ECU receives The channel in control of the engine will switch with every start
three-phase ac power from the separate windings of the control providing the engine is allowed to reach 76% N2 or more. If a failure
alternator when the engine is running. It also receives 28-volt dc is detected in a channel, the healthiest channel takes control.
power from the airplane electrical system. Airplane power is supplied
during engine starting, when the engine fuel control switch is in the With the engine running, both channels are powered, receiving input
run position or when the ECU ground test switch is activated. In signals, processing information and transmitting information to the
normal operation, airplane power is used for ignition, starter air valve airplane and the other channel. However, only the channel in control
control and to power some of the internal solenoid drivers in the drives the required torque motors, servo-valves, solenoids and
ECU. Alternator power is used for all other ECU functions. relays. Detected faults are stored as fault codes in the memory of
each channel. Fault information is shared by the two channels
through a cross-talk link.
ECU Channels
73.21.0709A-001
The two channels of the ECU are identical and equally capable of
controlling the engine. They are labeled A and B. Each channel
contains a power supply, central processor unit, digital interface unit,
signal conditioning unit, data interface unit, and solenoid driver unit.
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ECU Channels (cont)
Power management uses fan speed (N1) to calculate thrust. The

control value for N1 is determined by the ECU for the appropriate
engine rating based on ambient temperature, ambient pressure and
mach number. There are two alternate modes of operation available
in each channel called reversionary modes. The soft reversionary
mode allows the ECU to use stored data for ambient temperature if
the input signal is not available. This is possible for short periods of
time. The hard reversionary mode uses the ambient temperature of
a cornerpoint day value in calculating thrust. This mode is selected
from the flight deck. The reversionary modes may result in
overboosting the engine under certain actual ambient conditions. It
may also result in thrust lever stagger between engines if only one
engine is in a reversionary mode.
Pressure Sensors
There are two pressure sensing subsystems. Each contains

pressure transducers and a signal conditioning circuit. The output of
the two signal conditioners are dedicated to separate channels of
the ECU.
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73.21.0209.001
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CONTROL ALTERNATOR
General
The control alternator is a dual-winding, three-phase alternator that

provides electrical power to the ECU when the engine is running. It
is mounted on the front left side of the accessory gearbox.
General Features
The control alternator has two major components, the rotor and
stator. The rotor is mounted onto a stub shaft extending from the
gearbox. The shaft has flats milled on three sides. It is retained on
the shaft by a nut. The stator is bolted to the gearbox over the rotor.
The stator contains two separate three-phase windings which are Y
connected. Each winding is dedicated to one of the ECU channels
and provides the power required by the ECU anytime the engine
speed is above 9% N2. There are two electrical connectors on the
front of the stator case, one for each ECU channel. The alternator is
driven at 1.954 times N2 speed.
73.21.0710.001
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73.21.0210.001
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ECU OPERATION. TEMPERATURE INPUTS
The ECU receives numerous temperature analog inputs from - Engine oil temperature (TEO), dual thermocouples averaged
engine-mounted sensors. together. (Located in scavenge oil line between oil pump and chip
detector)
Temperature input signals from engine-mounted sensors are sent to
both channels of the ECU. The temperature inputs include: - Low pressure turbine exhaust temperature (T5), dual
thermocouples averaged together. (Located on turbine rear
- Fan inlet (T12), two independent sensors with separate wiring, frame, 9:30)
each dedicated to a channel of the ECU. (Located on fan case,
10:00 & 2:00 The temperature sensor mountings and operating details are
covered in their respective chapters.
- High pressure compressor inlet temperature (T25), one sensor
73.21.0711.001
with dual elements and separate wiring to each channel of the
ECU. (Located on aft frame, 7:30)
- Compressor discharge temperature (T3), one sensor with dual

elements with separate wiring routed through a common bundle.
(Located on compressure rear frame, 11:30)
- Exhaust gas temperature (T4.95), eight probes each containing

two thermocouples averaged together. Signals are sent to a cold
junction then compensated independently by the two ECU
channels. (Located on low pressure turbine inlet)
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73.21.0211.001
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ECU OPERATION. PRESSURE/SPEED INPUTS
Pressure Inputs Speed Inputs
The two pressure sensing sub-systems contain pressure Speeds of the N1 and N2 rotors are measured using three coil
transducers and signal conditioning circuits. The pressures magnetic speed pickups. Each speed sensor has one coil dedicated
measured are: to channel A, one to channel B and the third for an independent
airplane input. The fan speed (N1) sensor is mounted to the fan
- Ambient pressure (PO) frame. The core speed (N2) sensor is mounted on the accessory
- Compressor discharge pressure (PS3) gearbox. (Not shown.)
- Fan exit pressure (PS14)
73.21.0712.001
- High pressure compressor inlet pressure (P25)
- Exhaust gas exit pressure (P49)
PO is measured by one transducer in each of the two sub-systems

through small holes in the ECU case. PS3 and PS14 are routed
through individual tubes to the ECU, then each is ducted to a
transducer in both of the sub-systems. P25 and P49 are sensed by
only one transducer each. The results are sent to the signal
conditioning circuits of both sub-systems.
The pressure signals are converted to electrical signals by the signal

conditioning circuits. The output of each signal conditioner is
dedicated to one of the ECU channels.
The ECU also receives pressure inputs from the ADC. The ADC
sends ambient pressure (PO) and total pressure (PT).
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73.21.0212.001
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ECU OPERATION. POSITION INPUTS
There are many position signals received by the ECU. All signals of - High pressure turbine cooling (HPTC) valve position is sensed by
this type are redundant with separate wiring to each channel of the two LVDTs in the valve actuator. One LVDT is excited and
ECU. sensed by channel A; the other by channel B.
The following components send position signals to the ECU: - Low pressure turbine cooling (LPTC) valve position is sensed by
two LVDTs in the valve actuator. One LVDT is excited and
- The fuel pressurizing and shutoff valve position is sensed by a sensed by channel A; the other by channel B.
magnetic reed switch in the HMU. The switch provides position
indication to the flight deck. - Eleventh stage cooling valve (ESCV) position is indicated by two
switches in each valve.
- Starter air valve (SAV) position is sensed by a dual contact
position switch. One contact of the switch is dedicated to each - Thrust reverser (TR) position is sensed by one RVDT on each TR
ECU channel. center drive unit (2 per engine). One coil in each RVDT is excited
and sensed by channel A. The other coil in each RVDT is excited
- Variable stator vane (VSV) position is sensed by linear variable and sensed by channel B.
differential transformers (LVDT) built into each of the VSV
actuators. The left side LVDT is excited and sensed by channel
73.21.0713.001
A. The right side LVDT is excited and sensed by channel B.
- Variable bypass valve (VBV) position is sensed by an LVDT built

into each of the VBV actuators. The left side LVDT is excited and
sensed by channel A. The right side LVDT is excited and sensed
by channel B.
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73.21.0213.001
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NOTES:
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ECU OPERATION. AIRPLANE INPUTS
General Performance
Airplane inputs to the ECU can be divided by function. The thrust lever resolvers provide thrust lever position to the ECU.
Each thrust lever is mechanically linked to two resolvers, each
dedicated to and excited by one channel of the ECU. The left and
Ignition/Starting right air data computers supply total air temperature, ambient
pressure and total pressure to the ECU. This data is used for power
The ignition starting functions can be initiated in either the manual management. The TMC disconnect signal tells the ECU that the
mode or the automatic mode. The auto start enable signal allows the autothrottle has been disengaged. The trim/bleed disconnect signal
ECU to control the engine starting functions. The start valve enable tells the ECU the operating state of the engine bleed air valve.
allows the ECU to open the starter air valve. Ignitor selection is
determined by the single and dual ignitor enable signals.
Airplane
Fuel The airplane type signal tells the ECU that the engine is mounted on
a 747-400 airplane. The engine location signal indicates which
The fuel switch in run signal tells the ECU that the fuel control switch position the engine is in, 1, 2, 3 or 4.
has been placed to run and that the fire switch is in the normal
position. The minimum idle signal allows the ECU to reduce metered
73.21.0714A-001
fuel flow to the ground idle minimum. This signal is not present if
engine anti-ice is selected or the aircraft is in landing configuration.
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ECU Control and Test
A channel reset signal causes both channels of the ECU to reset

their software for the next engine start.
The ground test enable signal tells the ECU that a maintenance test
is in progress. The ECU responds by performing a self-test of its
own circuits and various engine components directly under its
control.
The mode select signal tells the ECU that the hard reversionary
control mode has been selected in the flight deck.
73.21.0714B-001
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73.21.0214.001
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NOTES:
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ECU OPERATION. OUTPUTS
Analog Signals Discrete Signals
The analog signals from the ECU go to the HMU. They are used to There are several discrete signals to engine-mounted components.
control the electro-hydraulic servo valves (EHSV) within the HMU. They are:
The signals are:
- Ignitors, power for ignition is supplied from the airplane and
- Fuel metering, controls position of the metering valve. controlled by the ECU.
- VSV, controls the variable stator vane actuator positions. - Starter air valve, valve position is solenoid controlled by a signal
from the ECU.
- VBV, controls the variable bypass valve actuator positions.
- ESCV and CCCV, eleventh stage cooling and core compartment
- HPTC, controls the position of the high pressure turbine cooling cooling valve positions are electrically controlled by a signal from
valve. the ECU through the ESCV solenoid.
- LPTC, controls the position of the low pressure turbine cooling - BCV1, 2 and 3, the three bore cooling valves are solenoid
valve. controlled by the ECU.
There is one discrete signal sent to the airplane. That signal

engages the thrust reverse interlock actuator. This prevents
increasing reverse thrust when the thrust reversers are in transit.
73.21.0715A-001
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Digital Signals
All digital signals are sent to airplane systems through the EFIS/
EICAS interface units (EIU). The information sent includes:
- Engine control parameters N1, N2 and EGT are sent to the flight
deck for display.
- ECU status and fault data indicates the operating condition of the
ECU and allows fault message recovery.
- ECU maintenance data indicates engine components that have

been identified by the ECU as faulty.
- Engine condition monitoring data includes all engine operating

signals received by the ECU for display in the flight compartment.
73.21.0715B-001
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73.21.0215.001
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T12 ELECTRICAL FAN INLET TEMPERATURE SENSOR
There are two T12 electrical fan inlet temperature sensors. Each is
dedicated to provide inlet temperature data to one of the ECU
channels. The sensors are identical and are mounted at the 2:00
and 10:00 o'clock positions on the fan case. The sensing element in
each sensor is a platinum resistance temperature device (RTD). The
sensing element is protected from physical damage and icing and
rain effects by an airfoil.
The sensor at the 2:00 o'clock position receives a 10 milliamp signal

from the ECU channel B. The returning signal voltage drop is
measured and corrected for heating and ram recovery effects to
determine the temperature. The sensor at the 10:00 o'clock position
is treated similarly by the A channel.
73.21.0716.001
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73.21.0216.001
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P25/T25 PRESSURE/TEMPERATURE SENSOR
The P25/T25 pressure/temperature sensor is mounted on the fan

frame at the 7:30 position. The probe contains two separate
temperature sensing elements, each dedicated to one channel of the
ECU. The elements provide high pressure compressor inlet
temperature data. The probe also contains a total pressure tap that
provides compressor inlet pressure to the ECU. The sensor
elements are protected by an airfoil.
The temperature sensing elements are RTD type and function

similarly to the T12 sensors. The ECU channels each supply a 10
milliamp current to one of the RTD elements. The voltage drop of the
returning signal is measured and converted to a temperature value.
The pressure signal is routed through a small diameter line to the

internal pressure transducer in the ECU case. The converted signal
is then sent to both channels of the ECU.
73.21.0717.001
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73.21.0217.001
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ECU RESET AND FUEL ON
Reset Operation
The ECU software reset is required to reset the fault flags and When the fuel control switch is placed to RUN, the on coils of the
transfer the data that was temporarily stored in volatile memory to reset relays energize. This completes a circuit telling the ECU that
non-volatile memory. This reset is initiated when the fuel control fuel is commanded on.
switch is placed in CUTOFF.
When the fuel control switch is placed in CUTOFF, the off coils of
the channel A and channel B reset relays are energized. This
ECU POWER applies the reset initiation signal to the ECU from the EEC/TMC
discrete card. The fuel/ignition control relay is energized to the cutoff
The ECU is powered from the aircraft 28-volt dc bus when the fuel position. This applies a cutoff signal to the ECU and the EEC/TMC
control switch is in RUN, the engine start relay is energized or the discrete card.
EEC ground test switch is in TEST.
NOTE: The label EEC is used on many airplane relays and switches
in place of ECU.
FUEL ON COMMAND
73.21.0718.001
The ECU receives a fuel on command from the EEC/TMC discrete
card through the CH A/ CH B reset relay when the fuel control switch
is placed in RUN. A CUTOFF signal is sent to the ECU and the EEC/
TMC discrete card when the fuel control switch is placed in
CUTOFF.
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73.21.0218.001
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ECU MODE SELECT AND TEST
Mode Select Test
In the event of an input failure from the ADC, the ECU may operate Placing the EEC ground test switch to TEST initiates an ECU test.
in the reversionary mode. In this mode the computer uses the last Power is supplied from the aircraft and a test enable signal is sent
valid ADC information. If this occurs, a ground is connected through from the EEC/TMC discrete card to each channel of the ECU. The
the N2 speed card to turn on the ALTN light in the EEC control ECU powers up and the channel that was not in control the last time
switch on the P5 panel. Engine N2 speed must be greater than 50%. the unit was operating, takes control. During the test, all EICAS
The ECU also informs EICAS (not shown) that it is operating in the engine parameters normally available only with the engine running
reversionary mode. may be observed.
73.21.0719.001
NOTE: The label EEC is used on many airplane relays and switches
in place of ECU.
Operating one engine in the reversionary mode may result in thrust

lever stagger depending on the ambient conditions. To eliminate this
possibility, the flight crew may select the reversionary mode
manually. This is done by placing the EEC control switch to ALTN.
The mode and test enable circuit of the discrete card provides the
control signal. The ALTN light comes on for manual selection of the
reversionary mode also.
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73.21.0219.001
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THRUST CONTROL
General Soft Reversionary Control
Each channel of the ECU is fully capable of determining the correct The soft reversionary control mode accommodates short term loss
thrust rating needed to meet the commanded thrust from the flight of the ADC values. In this mode, the last valid DATA stored in the
deck. The thrust rating logic receives inputs from the various control random access memory is used. PO is determined from the
functions. It then determines the required fuel flow. pressure transducer on the ECU and Mach number is calculated.
Airplane bleed demand is still accounted for. Using the most recent
DATA usually results in consistent thrust settings for short period of
Normal Control time. It can, however, result in engine overboost if the ambient
conditions change significantly. The ALTN light on the P5 panel
Normal thrust control commands are calculated by the ECU based comes on if this mode is active.
on ambient conditions. The air data computer (ADC) values for total
air temperature (TAT), ambient pressure and total pressure are used
73.21.0720A-001
in the calculations to correct standard day conditions. If the air data
computer inputs are not available, the ECU uses the T12 inlet
temperature and engine mounted PO ambient pressure but, there is
no engine mounted total pressure sensor. Loss of total pressure
from the ADC results in the ECU changing to reversionary control.
The airplane bleed demand from the flight management computer is
also used. In the event that the channel in control loses its inputs, it
can borrow the required data from the other channel through the
crosstalk link.
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Hard Reversionary Control Acceleration/Deceleration Control
The hard reversionary control mode provides for operation of the The acceleration/deceleration control determines the maximum
engine during longer periods of time with no ADC values. This mode allowable rate of change in speed for both N1 and N2. If a
is selected by the flight crew from the ECU control switch on the P5 commanded increase in thrust results in a rate higher than the
panel. In this mode, the ECU assumes a cornerpoint temperature maximum, fuel flow is limited to only that which provides the
from its nonvolatile memory. PO, Mach number and airplane bleed maximum. This prevents overboosting the engine due to control
requirements are handled as in the soft reversionary mode. The overshoot. When a decrease in thrust is commanded, the control
cornerpoint temperature used is adjusted for ambient pressure responds by maintaining fuel flow at a high enough level to prevent
changes, but is not otherwise compensated. Using the cornerpoint flameout. This control mode ensures that all engines respond to the
temperature may result in an increase in thrust over that determined same TLA change at the same rate.
73.21.0720B-001
from ambient or soft reversionary conditions. This mode is selected
by the flight crew manually to ensure that all engines are providing
the same thrust at the same TLA position.
Limit Protection
The ECU provides limit protection for engine N1 and N2 speeds and
compressor discharge pressure (PS3). If the maximum limit values
are approached or exceeded, the ECU reduces the fuel flow for
combustion regardless of the TLA position. The N1 limit is 3,854 rpm
(117.5%), N2 limit is 11,055 rpm (112.5%), compressor discharge
pressure is limited to 430 psid. This N2 protection is in addition to
the mechanical overspeed sensor in the HMU.
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Idle Control
The idle control calculates an N2 core engine speed demand. If

minimum idle is not selected, an approach idle N2 speed demand is
calculated based on ambient temperature and pressure. With
minimum idle selected, the N2 demand is set to 6,050 rpm (61.6%).
The fuel flow is adjusted to maintain N2 speed at or above the N2
idle demand. However, if the N2 demand results in the compressor
discharge pressure being too low to meet bleed requirements, fuel
flow is increased.
Reverse Control
Reverse control is active only when the thrust reverser is not

stowed. The ECU calculates the reverse thrust demand as a direct
function of TLA position. This limits reverse thrust to 90% of
maximum rated thrust. If the reverser is not stowed and the TLA
signal is in the forward thrust command range, engine speed is
limited to idle.
When the reverser is in transit, the ECU will prevent the thrust lever
interlock from being energized (unlocked) until both thrust reverser
sleeves are nearly fully deployed. Until the thrust lever interlock is
energized (located below the thrust levers) increasing power above
idle in reverse is prevented.
73.21.0720C-001
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73.21.0220.001
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THRUST MANAGEMENT
The thrust rating logic determines the required fuel flow for - Maximum takeoff power, set to maximum rated power of engine
combustion. The control signal is sent to the metering valve electro- for the current conditions when TLA is at full forward travel,
hydraulic servo valve (EHSV) driver. The driver sends the proper airplane is at a pressure altitude less than 17,000 feet and
current signal to the EHSV in the HMU. airspeed is less than 300 knots.
An idealized N1 speed versus TLA position graph is shown. It - Maximum continuous power, set when TLA is at full forward travel
illustrates the relationship between the thrust lever position and the and airplane altitude is between 18,000 and 22,000 feet or
actual N1 speed. The graph does not take into account all the airspeed is greater than 293 knots.
variables that affect thrust such as temperature and pressure
changes or engine bleed demand. It does, however illustrate various - Maximum climb power, set when thrust levers are more than 35
predefined limits. These limits include: forward (normal climb position) and airplane altitude is greater
than 25,000 feet.
- Ground idle, set to a minimum N2 engine core speed of 61.6%,
higher if required to meet bleed demands. This must be - Maximum reverse, limited to 90% of maximum rated thrust
commanded on. whenever TLA position is in full reverse travel and both reverser
translating cowls are deployed.
- Flight idle, a high idle setting not to exceed 73% N2. This is the
73.21.0721.001
default idle. Idle speed is maintained during transition following
thrust reverser deploy or stow.
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73.21.0221.001
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ENGINE IDLE SELECT CONTROL
Engine idle is controlled by airplane relays and components. The

ECU must receive a ground signal in order to set idle speed to the
minimum. If the ground is not present, the ECU sets idle to the
calculated flight idle value. The minimum idle signal is controlled by
the idle select relay (R7322) and two relays in the thrust reverser
circuit, R7142 and R7128.
The idle select relay is normally energized, sending the minimum

idle discrete to the ECU through the relaxed thrust reverser relays.
The idle select relay relaxes and will remove the minimum idle signal
for the following conditions:
- In flight with engine nacelle anti-ice (NAI) on
- In flight with TE flaps in the landing position (<23)
The minimum idle signal can also be removed by either thrust

reverser relay (R7142 or R7128) being energized when thrust
reverser operation is requested.
After landing minimum idle is again selected, there is a 5-second

time delay before the TMC discrete card sends power to the idle.
The engine will remain in flight idle for 5 seconds to allow time for a
go-around decision or selection of reverse thrust.
73.21.0722.001
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73.21.0222.001
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ECU/AUTOTHROTTLE SYSTEM
General
A minimum mechanical design configuration is achieved through the The modes available from the mode control panel (MCP) are: speed,
use of a single, electrical motor for the autothrottle (A/T) drive thrust, flight level change and VNAV. The takeoff/go-around
mechanism. The autothrottle motor is connected indirectly to each switches on levers 2 and 3 select the go-around and takeoff mode.
thrust lever by a connecting rod and indirectly to each thrust lever Autothrottle mode selection is possible only when the A/T ARM
resolver by a second connecting rod, attached to the brake switch is armed and the autothrottle engage logic is true.
assembly. The brake assembly allows the thrust lever to be moved
by applying a force in the range of 2 to 4 pounds at the lever handle. The TMF of the FMC has a N1 trimmer that adjusts the commanded
This force is the same whether the A/T is on or not. N1 (due to thrust lever position) to balance the thrust on all engines
by sending a trim signal to each ECU.
There are two disengage switches, one on thrust lever assembly 1
76.12.0701.001
and one on thrust lever assembly 4. The disengage switches are
used to manually disengage the autothrottle system.
Thrust Management
The thrust management function (TMF) in the FMC can control

engine thrust throughout the entire flight regime. This includes
takeoff, climb, cruise, descent and go-around.
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76.12.0201.001
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AUTOTHROTTLE ASSEMBLY
General
The autothrottle assembly consists of an autothrottle servo motor The brake/support assembly supports the left side of the brake shaft
generator, gearbox and a brake shaft assembly. The autothrottle assembly and provides the friction for the quill shaft and A/T motor.
servo motor generator (A/T motor) drives the quill shaft of the brake The friction is required to keep the quill shaft from rotating due to
shaft assembly. Riding on the quill shaft are four brake assemblies. vibration.
Each brake assembly is connected to a thrust lever (TL) and to a TL
transducer. By rotating the quill shaft, the A/T motor moves all four Each brake assembly rides on the quill shaft and is connected to a
thrust levers and TL transducers simultaneously. thrust lever with a connecting rod and to a TL resolver with another
connecting rod. Each assembly provides the friction for one thrust
lever. The friction is required so that quill shaft rotation moves the
Autothrottle Motor thrust levers and also to prevent the thrust levers from moving due
to vibration. The friction is constant and requires a force of 2 to 4
The A/T motor is a single-phase, dual-channel motor with a pounds to manually move the thrust levers.
tachometer generator for rate control. It is driven by commands from
the FMC. The motor drives the quill shaft of the brake shaft
76.12.0702.001
assembly through a gearbox. It is installed on the right side of the
flight deck control stand.
Brake Shaft Assembly
The brake shaft assembly is the connecting assembly between the

thrust levers, A/T motor and TL resolvers. It is considered a single
LRU. The assembly consists of a quill shaft, support bracket
assembly, brake/support assembly and four brake assemblies.
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76.12.0202.001
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NOTES:
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ENGINE TRIM SYSTEM
General
The CF6-80C2 ECU on the 747-400 interfaces with the Flight Thrust lever stagger introduced before engagement of the
Management Computer. The FMC calculates engine ratings based autothrottle would result in engine speeds not being matched, and
upon flight condition and airplane bleed configuration. The FMC would require thrust adjustments to align speeds. To reduce crew
calculated ratings are used to display the target N1 setting on the work load the digital trimmer was developed.
EICAS display. During autothrottle operation, the FMC will command
the autothrottle servo to achieve the rating selected on the Control Each engine determines its own thrust lever position and calculates
Display Unit panel as calculated in the FMC. The data from all four a rating (N1 TRA) based on the Thrust Lever Resolver Angle (TRA).
ECU's is transmitted to the FMC via the EICAS/EFIS Interface Unit This raw rating is transmitted on the output by each engine via the
(EIU). EIU to the FMC. The FMC uses all four input N1 TRAs to determine
a reference N1, and the calculates four delta N1's (N1 TRM) by
The FMC output bus to the ECU's transmits airplane bleed substracting each engine's N1 TRA from the reference N1.
configuration the N1 trim signal, date and time.
The digital trimmer has limited authority. At altitudes below 19500
feet the system can completely trim out a 3% N1 difference between
Digital Trimmer the highest and lowest engine speeds. Above 19500 feet, the trim
authority increases to 5% N1.
The autothrottle interface with the CF6-80C2 and the 747-400 is
76.12.0703A-001
both mechanical and electrical. The mechanical interface drives all
four thrust levers via a single servo. A digital trimmer is used to
eliminate the effects of thrust lever stagger.
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Operation
The trimmer system is functional only when the autothrottle arm

switch is in the "A/T ARM" position. The FMC transmits trim values
when the A/T is engaged but the lead thrust lever has been
advanced to within 5% of the FMC target. The engine control
continues to use the trim values unless a failure is detected. If the
control detects failure of the trim word, the trim is ramped to zero
over a ten second period. Resumption of the trimmer function is
achieved by cycling the autothrottle arm switch.
To protect take off thrust the ECU's will freeze input from the FMC
as it passes through an airspeed of 65 knots. The ECU will again
accept the N1 trimmer commands from the FMC when any of the
following conditions are satisfied.
- The aircarft reaches 400 feet or more above the ground and the
thrust lever is moved 3 degrees or more.
- The aircraft reaches 300 knots or .55 Mach.
- The aircraft is more than 4500 feet above the ground.
76.12.0703B-001
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76.12.0203.001
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NOTES:
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ENGINE SYSTEM CONTROL
Ignition and Starting
Ignition and starting functions are provided by the ECU. Automatic (T2.5) and pressure altitude. Each of the VSV actuators sends a
and manual engine start modes are available. In the automatic position feedback signal to one channel of the ECU. The actuators
mode, the ECU is in complete control of the entire starting operation. are mechanically biased closed if control is lost.
For automatic, the autostart selector must be on and the fuel control
switch in RUN. The ECU opens the starter air valve, turns on the
selected igniter(s) and opens the metering valve. Starting Variable Bypass Valve Control
acceleration is controlled by the ECU and N1, N2 and EGT limits are
monitored. The ECU can abort the start if a problem is detected. The position of the variable bypass valve (VBV) actuators is
controlled by the ECU. The ECU adjusts the actuators from fully
In the manual mode, starter air valve opening is commanded from open during engine starting to closed at high power. Control is
the flight deck. The ECU turns on the selected igniter(s) when the accomplished through the EHSV in the HMU. The actuators are
fuel control switch is placed in RUN with N2 less than 50%, when modulated as a function of N2 speed, compressor inlet temperature
engine anti-ice is on or the airplane is in the takeoff or landing (T2.5), pressure altitude and VSV position. The stator vanes and the
configuration. bypass valves work together to provide engine stall margins. Each of
the VBV actuators sends a position feedback signal to one channel
of the ECU. The actuators are mechanically biased open if control is
Variable Stator Vane Control lost.
73.21.0723A-001
The position of the variable stator vane (VSV) actuators is controlled
by the ECU. The ECU adjusts the actuators from fully closed during
engine starting to fully open at high power. Control is accomplished
through the EHSV in the HMU. The actuators are modulated as a
function of N2 speed, compressor inlet temperature
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Turbine Cooling Valve Control Eleventh Stage Cooling Valve Solenoid Control
The HPTC and the LPTC valve actuator positions are controlled by The eleventh stage cooling valve solenoid is electrically controlled
the ECU using separate EHSVs in the HMU. Both valves are open by the ECU. The solenoid controls the flow of eleventh stage bleed
with the airplane above 20,000 feet pressure altitude and the N2 air to the eleventh stage cooling valves (ESCV) and the core
speed is between 82 and 97%. The actuators provide position compartment cooling valve (CCCV). The non-modulating ESCV
feedback to both ECU channels. They are fail-safed to close if valves are closed at pressure altitudes above 17,000 feet, with EGT
control is lost. less than 700 C and a steady N2 speed. When open they provide
internal cooling air to the high pressure turbine. The closed position
does allow limited airflow. The position of the valve is sent to both
Bore Cooling Valve Control channels of the ECU by separate position switches on the valves.
The valves are fail-safed open if control is lost.
The three bore cooling valves are solenoid controlled by the ECU.
The valves are not modulated. At cruise power settings or lower, the The non-modulating CCCV valve is also controlled by the ESCV
valves are closed. The valves are open at high power to provide solenoid. It provides cooling air around the core compartment. It is
internal cooling of the high pressure compressor. The closed fail-safed open and does not have a feedback to the ECU.
position does allow limited airflow. There is no feedback to the ECU.
73.21.0723B-001
The valves are fail-safed to open if control is lost.
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73.21.0223.001
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FAULT RECOVERY. ECU INPUTS
The ECU includes extensive self-test features. Fault monitoring of its

own functions and its inputs is constantly ongoing when the ECU is
powered. If an input signal is determined to be faulty or missing, the
ECU is generally able to use the input from the opposite channel. If
that also fails, the ECU can, in some cases, calculate an
approximate value for the missing data. In some cases the ECU
takes specific action to ensure safe operation. The graphic lists the
various inputs and the ECU responses in the event of a failure.
73.21.0724.001
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73.21.0224.001
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FAULT RECOVERY. ECU AND HMU
The actions taken by the ECU and the HMU for various internal
failures are listed on the graphic.
73.21.0725.001
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73.21.0225.001
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CONDITIONS AFFECTING DISPATCH
The ECU monitors itself, its control circuits and drivers and its input
signals continuously. If a problem is detected, the ECU determines if
it affects the dispatchability of the engine. Problems are
characterized into three levels. They are:
- No dispatch allowed, problem seriously impairs the controllability

of the engine. Results in EICAS message "ENG.X CONTROL."
must be fixed before flight.
- Limited short-term dispatch, engine control is still functional but

with a reduced margin of safety. Additional problems may cause a
no dispatch condition. Results in EICAS message "ENG-X EEC
C1". Must be fixed before 150 flight hours from time of fault
occurrence.
- Limited long-term dispatch, controllability is not affected. Results

in CMCS message 7x957. Repairs are to be performed at fixed
500 hour maintenance intervals. All other no dispatch or Category
1 faults must be fixed at this time.
The graphic lists the items that affect dispatch and to what extent.
73.21.0726.001
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73.21.0226.001
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FUEL AND CONTROL SYSTEM MESSAGES AND DISPATCH

REQUIREMENTS
System Messages and Requirements
The ECU monitors the operation of the engine and itself extensively. - Eng (1) Fail. message is level B caution. It provides positive and
When faults are detected internal to the ECU or among the ECU timely crew awareness of engine failure. (N2 less than 52%, oil
input parameters or with the output drivers, the fault is stored in the pressure less than 70 psi, fuel control switch ON, GCB is open
ECU's memory. The ECU sends signals to the EFIS/EICAS interface and airplane in air mode).
unit to display the appropriate message on the primary EICAS
display. The appropriate status messages can be reviewed through - Eng (1) Lim Prot. message is level B caution. It signifies the No.
selection of the status page on the EICAS display select panel. (1) engine ECU is in the reversionary mode and N1 thrust setting
exceeds the maximum rating.
Alert Messages - Eng (1) Low Idle. message is level C advisory. It signifies the No.
(1) Engine is at "minimum" idle with the flaps or thermal anti-ice
The following alert messages associated with each engine are selected for that engine.
displayed on the main EICAS display.
- Idle Disagree. message is level C advisory. It signifies that one or
- Eng (1) Shutdown. message is level B caution. It signifies the No. more engines are at "approach" idle when they all should be at
(1) engine fire switch has been pulled or the fuel control switch is minimum idle.
in CUTOFF. No master caution light or aural warning is sent.
Other engine-related messages are inhibited. - Eng (1) EEC Mode. message is level C advisory. It signifies that
the engine EEC is operating in the reversionary mode.
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Alert Messages (cont)
- Eng (1) Control. message is level C advisory. It signifies that the The following status messages are associated with control of each
ECU is in a NO dispatch configuration. It occurs if neither of the engine are displayed on the auxilliary EICAS:
ECU channels are capable of controlling the engine. The HMU
metering valve goes to the minimum idle stop. - Eng EEC Control. It signifies that the ECU is in a NO dispatch
configuration
- Eng (1) Fuel Valve. message is level C advisory. It signifies that
the No. (1) engine fuel pressurizing and shutoff valve disagrees - Eng (1) EEC C1. It signifies that the ECU is in a level 2 type of
with the commanded position. fault condition with a time-limited dispatch configuration. In this
condition the airplane may be dispatched, however, the problem
- Eng (1) RPM Limit. message is level C advisory. It signifies that must be corrected before 150 flight hours have elapsed.
the No. (1) engine ECU is limiting thrust due to N1 overspeed.
- Eng EEC Config. It signifies that the engine ratings selected by
the ratings plug on the ECUs do not agree.
Status Messages
73.21.0728B-001
There are numerous status messages that EICAS displays related to

engine operation and the ECU. In general, all the messages indicate
that the ECU is operating in a reduced capacity. They do not
necessarily mean that the ECU is inoperative, but it may not be able
to perform all of its normal functions. Only the messages that are
directly related to the engine control system and to airplane
dispatchability are covered here.
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Status Messages (cont)
- EEC (1) Gnd Pwr. It signifies that the EEC ground test switch is in
the TEST position.
- Eng (1) Rev Pos. It signifies the ECU is incapable of sensing

reverser position. The ECU will not allow the FMU to provide
more than idle reverse thrust, regardless of the TLA input, since
the fan sleeves may not have moved to 60% of the fully deployed
position. Dispatch may be affected.
- Eng (1) Fuel Valve. It signifies the No. (1) engine fuel valve position
disagrees with the flight deck fuel control switch position.
Limited Long Term Dispatch
- ENG. (1) EEC CATEGORY 2 Fault is a central maintenance

computer system (CMCS) message. It is classified as a category
2 type of fault condition that has a limited long term dispatch. The
time limit is generally set to have the fault corrected within a fixed
1000 hour maitenance interval. All other no dispatch or category
1 faults must also be fixed at this time. The C2 message can
normally be found under NON flight deck effect listings in present
leg faults, exisiting faults or fault history in the CMC.
73.21.0728C-001
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73.21.0228.001
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ENGINE FIRE EMERGENCY SHUTDOWN
General Display and Indication
The engine fire emergency shutdown procedure allows quick engine The indications for a fire emergency are the master warning lights,
shutdown and isolation in the event of a fire or other emergency the fire bell, the engine fire EICAS message, red fuel control switch
involving the engine. The emergency shutdown occurs when the fuel handle lights and red fire switch handle light. The A and B bottle
control switch is moved to CUTOFF or the fire switch is pulled. discharge lights below the fire switches come on when the
appropriate bottle is discharged.
Operation
76.21.0701.001
Engine emergency shutdown is accomplished by first moving the

thrust lever to the idle position to decelerate the engine. Moving the
fuel control switch to CUTOFF shuts off fuel at the fuel metering
valve and closes the spar valve to stop fuel flow to the engine.
Pulling the fire switch arms the engine fire extinguisher, silences the
bell, depressurizes the hydraulic system and isolates the engine.
Engine isolation de-energizes the generator control relay, and closes
the spar, hydraulic fluid, and pneumatic valve. Discharge of the fire
extinguisher can be accomplished by turning the fire switch left or
right to discharge the respective extinguisher bottles.
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76.21.0201.001
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NOTES:
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FUEL CONTROL SYSTEM OPERATIONAL SUMMARY
General Interface Summary
In normal operation, the ECU is self-controlled. The internal The ECU receives input signals from the air data computers, flight
functions of the ECU can be classed into three groups. They are: management computer and discrete data cards. This information
provides the ECU with the airplane operating parameters needed to
- Thrust management: provides control of metered fuel flow. efficiently set the thrust of the engine.
- Engine system control: monitors and controls various engine Engine-mounted sensors provide the ECU with engine operating
subsystems. information and the feedback needed to control the engine
subsystems.
- Fault detection: allows engine faults to be displayed.
The electro-hydraulic servo valves (EHSV) in the HMU are
The operation of these functions is discussed separately. commanded by the ECU. They provide servo fuel to control the
metering valve position and various engine air systems.
73.21.0727A-001
Power
The ECU channels are powered by separate windings of the control

alternator when the engine is running. This power is used for the
internal operation of the ECU and control signals to the EHSVs.
Airplane 28-volt dc power is provided to the ECU when the fuel

control relay is in the run position, the engine start relay is energized
or during ECU ground test. The airplane power is used by the ECU
for ignition and starter air valve operation. During testing, the ECU
internal functions are also powered by the airplane source.
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Interface Summary (cont)
The N2 speed card receives a ground from the ECU when an ECU
fault is detected. This ground is applied to the EEC control
switchlight to indicate operation in a reduced capacity.
The ECU sends digital signals of all its engine operation inputs to
EICAS for display on the flight deck.
73.21.0727B-001
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73.21.0227.001
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NOTES:
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ENGINE CONTROL SYSTEM SUMMARY
System Control Fuel Control
The operation of the control system is largely automatic. The ECU is There are two channels within the ECU. Each channel is fully
powered by its own alternator. Alternately the ECU is powered by capable of controlling the engine. Both channels operate when the
airplane 28-volt dc main battery bus power. The fuel control switch ECU is powered, however, only one channel is enabled for control.
and fire handle control the high pressure fuel shutoff valve solenoid. If, for any reason, the capability of the channel in control is impaired,
This provides the mechanical fuel on/off command to the the other channel takes over the control function. This reduces the
hydromechanical unit. The fuel control switch also provides a reset likelihood of any single fault affecting the engine performance. The
signal to the ECU to cause the software in the ECU to re-initialize ECU receives inputs from dedicated sensors on the engine. These
itself. The TLA transducer provides the ECU with the commanded input signals are provided to both channels by separate, redundant
thrust angle. The flight management system can also provide the circuits. Therefore, the loss of a sensor circuit does not cause
TLA signal through the autothrottle servo mechanism. reduced engine performance. In addition, the ECU also
communicates with various airplane systems including air data
computers, and flight management computers. The engine rating
System Operation plug tells the ECU the specific thrust rating information for the engine
so that the ECU can account for engine-to-engine differences.
The ECU monitors the engine and airplane condition and provides
73.21.0729A-001
command signals to the HMU and engine systems to maintain the
most efficient operation. The HMU provides positive control of the
metered fuel flow for combustion and servo fuel used for engine
system control muscle.
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Command Modes Interfaces
The ECU gathers the information and then issues command signals The ECU and HMU provide control signals and servo fuel pressure,
to control the engine as efficiently as possible. The normal command respectively, to a variety of engine systems. These systems provide
mode is the N1 rating mode. The ECU determines commanded N1 feedback to the ECU of their actual positions.
from the TLA input signal. It determines the actual N1 from a
dedicated speed sensor and modulates the metering valve position The ECU also receives a thrust reverser position indication from the
to keep the commanded and actual N1 values equal. thrust reverser system.
If the input data to the ECU needed to set thrust is missing, the ECU The ECU communicates with airplane components to provide engine
automatically switches to the reversionary mode. In this mode, the operating conditions. EIUs receive all the engine sensor inputs and
missing parameters are calculated. The ECU alternate mode select feedback position indications that come in to the ECU. Also
switch allows the flight crew to command the ECU to this mode. communicated to the EIUs are signals indicating the operating
Since the reversionary mode may provide higher thrust under certain condition of the ECU. These signals cause EICAS to display various
conditions, at the same thrust lever position, selecting the alternate messages.
73.21.0729B-001
mode would eliminate thrust lever stagger if one ECU had defaulted
to that mode. The EEC ALTN mode amber light comes on whenever
the ECU is operating in the reversionary mode.
The ECU commands the HMU metering valve position to control fuel
flow. It also schedules the operation of various engine systems and
receives feedback signals of their positions.
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73.21.0229.001
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ELECTRONIC ENGINE CONTROL SCHEMATIC
A two page schematic of the electronic engine control is provided for

reference.
73.21.0731.001
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73.21.0231A-001
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NOTES:
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73.21.0231B-001
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Ignition
Boeing 747-400
HIGH TENSION DISTRIBUTION SYSTEM ................................... 2 ENGINE IGNITION CONTROL SYSTEM. STANDBY
ELECTRICAL POWER SUPPLY SYSTEM .................................... 4 OPERATION .................................................................................. 16
IGNITION EXCITER ....................................................................... 7 ENGINE IGNITION CONTROL SYSTEM. CONTINUOUS
IGNITION SYSTEM COMPONENTS ............................................. 10 OPERATION .................................................................................. 18
ENGINE IGNITION CONTROL SYSTEM INTRODUCTION .......... 12 ENGINE IGNITION CONTROL SYSTEM. AUTOMATIC
ENGINE IGNITION CONTROL SYSTEM. NORMAL OPERATION .................................................................................. 20
OPERATION .................................................................................. 14 ENGINE IGNITION CONTROL SYSTEM. SUMMARY .................. 22

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Boeing 747-400
HIGH TENSION DISTRIBUTION SYSTEM
Introduction General Component Locations
The ignition system provides the high energy spark required to The ignition exciters are located on the lower left side of the engine
initiate or sustain combustion of the fuel/air mixture in the fan case. The ignition leads connect the exciters to the igniters,
combustion chamber. Each engine ignition system consists of two which are located on the lower right compressor rear frame. The
electrically and physically independent circuits, each of which is engine ignition and start control panel is on the P5 panel in the flight
composed of a single exciter box electrically connected through a deck.
74.00.0701.001
shielded and air-cooled high tension cable to an igniter plug. The
engine ignition control system controls both igniters individually or
simultaneously during ground starts and during flight.
Each system is divided into the following:
- Electrical power supply system. This system consists of two

ignition exciters.
- High tension distribution system. This system consists of the

ignition leads and the igniter plugs.
- Engine ignition control system. This system consists of the

engine ignition and start control panel.

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74.00.0201.001

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ELECTRICAL POWER SUPPLY SYSTEM
The electrical power supply system for engine ignition is a low-

energy system rated at 1.5 Joule. It produces the high energy spark
necessary to initiate or sustain combustion. It consists of two ignition
exciters mounted on a bracket on each engine.
The ignition exciters are at the 7 o'clock position on the left side of
the engine fan case. Each ignition exciter is independent of the
other.
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74.11.0201.001

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NOTES:

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IGNITION EXCITER
General Limitations
The ignition exciter converts aircraft electrical power to a voltage The ignition exciters operate by capacitance discharge. Normal input
required to produce a high energy spark at the igniter. Both ignition is 115 volts ac, 400 Hz. Maximum input current is .7 amperes. Each
exciters for each engine are mounted together on the same bracket unit stores 1.5 Joules. The exciters may be operated continuously.
which is shock mounted to the lower left side of the engine fan case.
Access is by opening the left fan cowl. Either the upper (No. 1) or
74.11.0702A-001
lower (No. 2) exciter may be removed separately.
The ignition exciter electronics are contained within a sealed

stainless steel case. Each exciter has two connectors, one for input
power and one for the ignition lead.
Operation
Power is supplied to the ignition exciter from a 115 volts ac main bus
or the standby bus via the ECU. The supply power is input through a
radio noise filter (EMI) to the primary winding of the power
transformer. The voltage is stepped up and rectified where it is then
sent to a storage capacitor. The triggering and discharge circuitry
allows an electrical discharge to the igniter plugs when the storage
capacitor potential reaches approximately 5700 volts dc. The upper
exciter supplies power for the igniter plug No. 1 (5:00 o'clock). The
lower supplies power for the igniter plug No. 2 (3:30 o'clock).

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Safety Precautions
The following warning and caution must be observed when working

on or around any engine-mounted ignition system component:
WARNING: IGNITION SYSTEM VOLTAGE IS DANGEROUSLY

HIGH AND MAY BE FATAL. IGNITION SYSTEM MUST
BE INOPERATIVE FOR SEVERAL MINUTES BEFORE
REMOVAL OF ANY IGNITION COMPONENTS. AFTER
DETACHING LEAD FROM EXCITER, CURRENT MUST
BE DISCHARGED BY MANUALLY GROUNDING
OUTPUT TERMINAL ON EXCITER.
CAUTION: ALL IGNITION SYSTEM CONNECTORS ARE TO BE

ENGAGED AND DISENGAGED USING STRAIGHT
AXIAL PUSH OR PULL FORCES ONLY. NO
WIGGLING OR SIDE-TO-SIDE FLEXING OF THE
CABLE IS PERMITTED.
74.11.0702B-001

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74.11.0202.001

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IGNITION SYSTEM COMPONENTS
General Adapter Bushing
The high tension ignition system is generally on the lower right and The adapter bushing and gasket spacers are mounted to the CRF.
left side of the engine. The ignition leads are routed through a cool The spacers are stacked to control the depth of the igniter plug
and hot section of the engine. As they extend through the hot immersion into the combustion chamber. Re-use of spacers is
section, cool fan air is routed through the cooling air jacket and to permitted, providing the immersion depth is maintained. If the
the ignition shroud keeping the ignition leads and igniter plugs adapter bushing is replaced, a new depth check is required. Each
cooled during engine operation. Access to the ignition leads in the spacer is .010 inch thick. A maximum of eight (8) spacers are
hot section, requires opening the right reverser half. This also gains allowed.
access to the igniter plugs mounted on the compressor rear frame
(CRF) at the 3 and 4 o'clock positions.
Inspection/Test
Igniter Plug Installation The life of the igniter plug is determined by its use and should be
inspected every 800 flight hours. The igniter plugs are generally
The igniter plugs use an adapter bushing for mounting into the eroded beyond limits after 250/300 hours of use. Daily audible
combusiton chamber. Removal and replacement of the igniter plugs checks are performed to determine operation, however, audible
does not require a depth check providing the adapter has not been tests are not always reliable proof of a functioning igniter plug.
disturbed.
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ENGINE IGNITION CONTROL SYSTEM INTRODUCTION
General
The engine ignition and select switches are on the P5 overhead The AUTO switch is a two-position rotary switch. When positioned to
panel in the engine ignition and start control panel. The panel is the BOTH, the switch allows main 115 volts ac bus power to both
control interface for the ignition system. ignition systems on all four engines. When the AUTO switch is
rotated to the single position, main ac bus power is available to
ignition system 1 or 2 on all four engines. On initial start-up of the
Control engine, the ECU automatically selects which ignition system will be
energized. On subsequent start-ups, the ECU then alternates
The STBY switch is a three-position rotary switch. When positioned between each of the ignition systems. The AUTO switch has no
to NORM, the switch selects main 115 volts ac bus power to both effect when main ac bus power is not available and standby ac bus
ignition systems on all four engines. When the STBY switch is power is being used.
74.31.0701.001
rotated to positions 1 or 2, standby bus power is available to the
selected ignition system on all four engines. During an-all engine
flameout with no main ac bus power available, standby ac bus
power is automatically furnished to both ignition systems on all four
engines regardless of switch position.
The CON switch is a push on/push off switch that when activated,
furnishes continuous ignition to all four engines. Continuous ignition
can be supplied to one ignition system or both at the same time
depending on the position of the AUTO switch.

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ENGINE IGNITION CONTROL SYSTEM. NORMAL OPERATION
General
For normal operation each engine ignition system receives 115 volts The EEC receives input from the air data computer (ADC) to
ac power from its main bus. The STBY switch is positioned to determine the air/ground status. If the aircraft is on the ground and
NORM, energizing the auto standby relays and providing power to single ignition is selected, only one of the ignition systems (1 or 2) is
the EEC for ignition. energized. On starts, the EEC alternates to the system that was not
previously selected allowing even wear of the igniter plugs.
Ground Start If the aircraft is on the ground and BOTH ignition is selected, both
ignition systems are energized during start as long as ac power is
For normal engine start on the ground, the AUTO switch is available.
positioned to SINGLE and the START switch is pulled. The start
relay for the starter is energized and both continuous ignition relays When engine N2 rpm reaches 50%, the START switch de-energizes
are energized. The fuel control relays are de-energized when the and the ignition enable signal (ground) is removed from the EEC.
fuel control switch is placed in the run position. This occurs at 15% The ignition system(s) then turn off.
N2 for manual starts and 0% N2 for automatic starts. Ground
handling bus power prevents ignitors from firing when the battery
bus is turned off. Once de-energized, the fuel control relays allow In Flight Start
EEC channel A and B power, and a single ignition enable (ground)
signal to the EEC. The EEC applies ignition (autostart off) or waits Ignition system operation for an in flight start is the same as a
until 15% N2 (autostart on). ground start except that both systems are energized regardless of
AUTO switch position.
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ENGINE IGNITION CONTROL SYSTEM. STANDBY OPERATION
General Position 1 and 2
If power is not available from the main 115 volt ac buses to the When the STBY switch is rotated to position 1, ignition system 1
engine ignition system, the standby ac bus automatically supplies receives power from the standby ac bus and system 2 is powered
power to the system. Standby power is available for both ignition from main ac bus 3.
systems. When either ignition system is powered from the standby
ac bus, a memo message, STBY IGNITION, appears on the EICAS When the STBY switch is rotated to position 2, ignition system 2
display. receives power from the standby ac bus and system 1 is powered
from main ac bus 1.
Normal Position
Main AC Power Loss
When the STBY switch is in the NORM position, and 115 volts ac
power is available from the main buses, the auto standby ignition An all-engine flameout or loss of main ac power on buses 1 and 3
relays are energized. Power from main ac bus 1 and 3 is then causes both auto standby ignition relays to relax. Power from the
available to the ECU for ignition. If ac power from either main bus is standby bus is then automatically available to the ECU for ignition.
not available, its respective auto standby ignition relay relaxes The ECU then receives a signal (ground) at the both ignition enable
allowing an enable signal (ground) to the both ignition enable input input, causing both ignition systems to be energized with standby
to the ECU. This signal is present regardless of the START switch bus power.
position anytime the fuel control relay is not in CUTOFF. The ECU
74.31.0703.001
then powers both ignition systems sending standby ac power to the
ignition system with the inoperative main ac bus.

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ENGINE IGNITION CONTROL SYSTEM. CONTINUOUS

OPERATION
Continuous ignition can be manually selected for all engines in order

to prevent engine flameout. It is selected by activating the CON
switch on the engine ignition control panel. Pushing the CON switch
allows continuous ignition to either system 1, 2 or BOTH, depending
on the position of the AUTO switch. In order to conserve the life of
the ignition system components, continuous ignition should only be
used when necessary.
Pushing the CON switch provides a ground for the auto ignition
relays, which when energized, provide a ground for the continuous
ignition relays. When these relays are energized, an ignition enable
signal (ground) is available to the ECU through the AUTO switch.
The CON switch also provides a ground signal to the EIU causing a
"CON IGNITION ON" memo message to appear on the main EICAS
display.
An "ENG 1 (2,3 or 4) IGNITOR 1 (or 2)" status message can appear

on the auxilliary EICAS display. This will appear if an engine fails to
light using the appropriate ignitor. The fault status is transmitted from
the ECU to the EICAS interface unit.
During standby operation, pushing the CON switch has no effect on

ignition system operation.
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ENGINE IGNITION CONTROL SYSTEM. AUTOMATIC OPERATION
Automatic operation allows continuous ignition to be automatically

selected for all engines in order to prevent engine flameout during
takeoff, approach and landing, or icing conditions. Pushing the CON
switch on the engine ignition control panel is not necessary for
automatic operation. Moving the AUTO switch to either SINGLE or
BOTH allows continuous ignition to the selected system(s) during
automatic operation.
During takeoff, landing or any time the flaps are out of zero detent
(not stowed), the ignition flaps relay (R7533) is energized. This
provides a ground to energize the single and dual continuous relays
(R7840 and R7841). This in turn enables to common ground in the
EEC/TMC discrete card to enable ignition to take place within the
ECU.
If engine anti-ice is on, the auto ignition TAI relay is energized

providing a ground to the single and dual continuous relays. When
energized, an ignition enable signal (ground) is available to the ECU
through the AUTO switch.An "ENG IGNITION" advisory message
can appear on the main EICAS display. This will occur if there is NO
continuous ignition on any or all engines when flaps are extended or
engine anti-ice is on. The EIU control logic is programmed to have
this true only if the standby switch remains in the normal position.
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ENGINE IGNITION CONTROL SYSTEM. SUMMARY
During engine starting on the ground, both ignition systems for each
engine can be turned on either simultaneously or independently by
selecting the AUTO switch to SINGLE or BOTH. If SINGLE ignition
is selected, the ECU automatically selects which ignition system will
be energized. On subsequent start-ups, the ECU then alternates
between each of the ignition systems.
During engine starting in flight, both ignition systems are energized.
Standby power operation is either manual or automatic for both

systems depending on the switch positions and ac power available.
The STBY switch position overrides the other ignition switches
regardless of their positions.
Continuous operation can be selected for either, or both systems.
The ignition system is automatically powered if the flaps are not

stowed or the engine thermal anti-ice (TAI) system is turned on.
Either SINGLE or BOTH ignition can be selected during automatic
operation.The fuel control switches must be in the run position to
enable the ECU, allowing ignition power to the ignition systems.
The ground handling 28v DC power supply will prevent ignitors from
firing when the battery bus is turned off. This is also true if the fuel
control circuit breakers are pulled with the fuel control switch in cutoff
position and the flaps extended.
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ENGINE AIR SYSTEM ................................................................... 2 VARIABLE STATOR VANE (VSV) SYSTEM COMPONENTS ...... 24
ENGINE AIR SYSTEM - GENERAL .............................................. 6 VSV CONTROL ............................................................................. 26
ENGINE COOLING SYSTEM ........................................................ 9 VARIABLE BYPASS VALVE (VBV) SYSTEM COMPONENTS ..... 28
BORE COOLING VALVES............................................................. 12 VBV CONTROL ............................................................................. 30
BORE COOLING VALVE CONTROL ............................................ 14 COMPRESSOR CONTROL OPERATION ..................................... 33
CONTROLLED AIR COOLING SYSTEM ...................................... 16 ENGINE AIR SYSTEM - OPERATION .......................................... 36
CONTROLLED AIR COOLING ...................................................... 18 CMCS POWER PLANT GROUND TESTS .................................... 39
TURBINE CASE COOLING ........................................................... 20 ENGINE AIR SYSTEM INDICATIONS ........................................... 42
COMPRESSOR CONTROL SYSTEM ........................................... 22

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ENGINE AIR SYSTEM
General Turbine Case Cooling System
The engine air system controls the flow of air for engine and Turbine case cooling, or active clearance control, cools the turbine
accessory cooling and compressor air control. The air flow used for case thus reducing the blade tip clearance of the turbine sections by
cooling is controlled by externally mounted valves. Compressor limiting case expansion. There is a turbine case cooling valve for
control is accomplished with variable stator vanes and variable both the high pressure turbine and the low pressure turbine. The
bypass valves. The systems are controlled by the engine control unit valves are controlled by servo fuel pressure from the HMU.
(ECU) and the hydromechanical unit (HMU).
Variable Stator Vane System (VSV)

Engine Internal Cooling
The VSV system maintains optimum airflow in the high pressure
Internal cooling of the engine is accomplished using three bore compressor for all engine speed ranges. It is controlled by servo fuel
cooling valves (BCV) and two eleventh stage cooling valves (ESCV). pressure from the HMU.
75.00.0701A-001
The BCVs allow low pressure compressor (LPC) discharge air to be
ducted to the engine sumps to pressurize and cool the sump
cavitites. The ESCVs allow eleventh stage air from the high pressure
compressor (HPC) to enter the high pressure turbine (HPT) second
stage nozzles and blades for cooling. The BCVs and ESCVs are
controlled directly by the ECU.
Core Compartment Cooling System
Fan air is used for cooling the engine core mounted accessories.
The single core compartment cooling valve (CCCV) is controlled by
the ECU.

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Variable Bypass Valve System (VBV)
The VBV system works with the VSV system to provide optimum
compressor airflow. The VBVs control the airflow into the high
pressure compressor. The VBVs are controlled by servo fuel
pressure from the HMU.
Other Air Systems
There are several other air system functions that are covered in
other chapters. They are:
- Ignitor lead cooling

- Service bleeds
- Aircraft anti-ice
- Engine anti-ice
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ENGINE AIR SYSTEM - GENERAL
General
The engine air system consists of two basic subsystems; cooling - Low pressure turbine cooling (LPTC) valve, mounted on the left
and compressor control. Operations of both are controlled by the fan side of the diffusor case provides turbine blade clearance control.
case mounted ECU and the gearbox mounted HMU. The LPTC manifold encircles the turbine case.
- High pressure turbine cooling (HPTC) valve mounted on the right

Cooling side of the diffuser case provides turbine blade tip clearance
control. HPTC manifold encircles the turbine case.
The cooling system components are:
- Bore cooling valves (BCV) and manifolds are mounted around Compressor Control
the fan case and allow LPC discharge air to cool and pressurize
the engine sumps. The compressor control system components are:
- Core compartment cooling valve (CCCV) and manifold, mounted - VSV actuators are mounted on each side of the HPC case and
on the left side of the engine core provides accessory cooling. control the positions of the internal inlet guide vanes and stator
vanes.
- Eleventh stage cooling valves (ESCV) and manifolds are
mounted on each side of the HPC and provide cooling air to the - VBV actuators are mounted on each side of the fan frame and
HPT second stage blades and nozzles. control the positions of the internally mounted bypass valves.
75.00.0702 -001
- ESCV solenoid mounted to the underside of the accessory
heatshield and controls the operation of the ESCV and CCCV
valves in response to ECU signals.

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ENGINE COOLING SYSTEM
General
The engine cooling system provides internal and external cooling air valves. The ESCV valves each send feedback signal of position to
flows to the engine and its accessories. Internal cooling air is the ECU.
directed to the engine sump areas and the second stage turbine
blades and nozzles. External cooling air is directed to various engine
mounted accessories. Core Compartment Cooling Valve (CCCV)
The CCCV is on the left side of the engine and allows fan air to blow
Bore Cooling Valves (BCV) on various engine accessories for cooling. The valve is controlled by
the ESCV solenoid. The CCCV is spring loaded open and closed at
The three BCVs respond to command signals from the ECU to allow cruise power settings above 15,000 feet. There is no position
air from the LPC discharge to pressurize and cool the sump feedback for this valve.
75.20.0701A-001
cavaties. The valves are located at equal intervals around the fan
case. They are open at high power settings and closed at cruise or
lower settings.
Eleventh Stage Cooling Valves (ESCV)
There are two ESCVs. The valves are on each side of the engine.
They are fully open at high power to provide cooling for the internal
HPT second stage nozzles and blades. The valve position is
controlled by the ECU through the ESCV solenoid mounted on the
accessory heatshield. The solenoid controls an eleventh stage bleed
air signal that is the muscle used to close the ESCV and CCCV

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Turbine Case Cooling
There is a turbine cooling valve on each side of the engine. The left
valve is the low pressure turbine cooling (LPTC) valve. The right
valve is the high pressure turbine valve. The valves allow fan air to
blow on the surface of the turbine cases. This cools the case
resulting in lower thermal expansion and reduced turbine blade tip
clearances. The valves are controlled by the ECU using servo fuel
from the HMU as the muscle. Each valve provides a feedback signal
of position to the ECU.
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BORE COOLING VALVES
The bore cooling valves control airflow from the LPC discharge to
the engine sumps for internal cooling and pressurization. There are
three identical valves mounted in-line in the BCV manifolds equally
spaced around the engine at the 2:00, 5:30 and 11:00 positions.
They are spring-loaded open, solenoid controlled, axial flow valves.
The solenoid is energized by the ECU to allow LPC discharge
pressure to act on the closing chamber. This forces the valve sleeve
to close. In the closed position, some air flow continues to pass
through the valve.
All three valves receive command signals from both channels of the
ECU. The valves are normally open to provide maximum cooling at
high power settings. They are commanded close at cruise power
settings or less to minimize bleed losses. LPC discharge air is
extracted by ports on five of the fan frame internal struts to supply
the internal cooling flow. Air extracted by two of the struts goes
directly to the "A" sump. Air from the other three struts goes through
a BCV to the "A" sump. The air entering the A sump is ducted
through the sump vents to all the core sections. The air exhausts
through the turbine section.
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BORE COOLING VALVE CONTROL
General
When the airplane is in the cruise condition, cooling air to the engine
center bore is reduced to conserve N1 compressor discharge
airflow. This reduction in parasitic airfow away from the primary
airflow decreases the workload on the compressor and improves
specific fuel consumption.
Control
The ECU controls the three BCVs individually. When bore

temperatures are high, one or more BCVs open to allow LPC
discharge air to cool the engine bore. The ECU energized the
solenoid to allow LPC discharge air to close the BCV. The ECU can
set the three valves in four configurations: All open, two open, one
open, and all closed.
The ECU enables the bore cooling valves when N1 actual is greater
than 86 percent and ambient pressue is less than 7.96 psia
(approximately 17,999 foot altitude). The ECU calculates engine
bore temperature from T25, T3, and N2 actual. The valves are
scheduled as a function of this calculated bore temperature.
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CONTROLLED AIR COOLING SYSTEM
General Eleventh Stage Cooling Valve (ESCV)
The ESCV and CCCV system provides cooling air for the HPT The HPT second stage nozzles and blades are cooled by air from
second stage nozzles and blades and the core mounted engine the HPC eleventh stage through the ESCV valves and ducts. The
accessories. There is one CCCV valve, mounted on the left side of ESCV valves are spring-loaded open, axial flow valves. The valves
the engine. The two ESCV valves are mounted with one on each close when eleventh stage air is directed to the close chamber by
side of the engine. All three valves are controlled by a ESCV the ESCV solenoid. The airflow for cooling is reduced when the
solenoid mounted on the under side of the accessory heatshield. valve is closed, but not cutoff completely. With the valve open,
The solenoid is controlled by the ECU. airflow is not restricted. Position switches on each valve sends
position feedback signals to the ECU, and fault status messages are
transmitted to the EIU and CMC in digital ARINC 429 format.
Core Compartment Cooling Valve (CCCV) 75.21.0702 -001
The core compartment receives fan air for cooling through the
CCCV valve and manifold. The butterfly type valve is spring-loaded
open. It closes when eleventh stage air is directed to the diaphragm
in the valve actuator. A position indicator on the actuator provides a
visual indication of valve position. The manifold directs the air flow to
HPC case IDG, hydraulic and fuel pumps and various other
accessories.

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CONTROLLED AIR COOLING
The ECU, through the ESCV solenoid, controls the flow of eleventh-
stage air used to close both the CCCV and ESCVs. The solenoid
has two electrically independent coils, each commanded by a
different channel of the ECU. The ECU energizes the ESCV
solenoid to close the valves when the conditions below are met:
- N1 greater than 86 percent
- Ambient pressure less than 7.95 psia (approximately 17,000 foot

altitude)
- T49 (EGT) less than 699 degrees Celsius
- The engine acceleration rate is less then 70 RPM per second
- The commanded N2 is not more than 5 percent greater then the

actual N2
The active ECU channel energizes the ESCV solenoid. When an

ESCV is fully closed, the position switch closes to supply a ground
on the ECU feedback line. There is no position feedback from the
CCCV.
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TURBINE CASE COOLING
Description Operation
The turbine case cooling system is divided into two sections. One The HMU provides fuel pressure to the head end of the valve
section provides case cooling for the low presssure turbine (LPT), actuator that is regulated by a electro-hydraulic servo valve (EHSV)
the other for the high pressure turbine (HPT). The two sections are within the HMU. The EHSV is controlled by the ECU. The HMU also
similar. The airflow for cooling is controlled by identical, fuel pressure provides a reference pressure to the rod end of the actuator. The
operated valves. EHSV pressure is variable. The EHSV pressure ranges from equal,
to up to approximately 150 psi above the reference pressure.
The LPTC valve is mounted on the left side of the engine at the 8:00 Increasing the pressure from the EHSV moves the actuator to open
o'clock position near the combustors. The HPTC valve is located at the valve. Relaxing the EHSV pressure allows the reference
the 2:30 o'clock position near the eleventh stage bleed manifold. pressure and internal spring to move the valve to closed. The valve
They are clamp mounted to the cooling manifolds. The valves are position is transmitted to each channel of the ECU by dual LVDTs.
butterfly type valves with a linear hydraulic actuator. They are The LVDTs are built into the actuators. The actuator and LVDT
spring-loaded closed. Each valve controls the air flow into a cooling assembly can be removed from the valve. The valves are
manifold that surrounds the respective turbine case. The manifold commanded open when the pressure altitude is above 15,000 feet
has small holes that direct the air onto the case. This reduces case and N2 speed is between 82 and 98%.
expansion and turbine blade tip clearance.
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COMPRESSOR CONTROL SYSTEM
General
The compressor control system prevents surges and maintains

efficient operation of the high pressure compressor (HPC).
The high pressure compressor airflow is controlled with the variable

stator vane (VSV) and variable bypass valve (VBV) systems. The
VSV and VBV systems are controlled by the engine control unit
(ECU) using fuel pressure from the hydromechanical unit (HMU).
The VSV components are on the forward HPC case and the VBV
components in the fan frame. The HMU is mounted to the forward
face of the accessory gearbox. The ECU is mounted on the fan
case.
General Operation
The ECU receives input signals from engine sensors. Based upon
these signals the ECU schedules the operation of electrohydraulic
servo valves (EHSV) in the HMU. The EHSVs provide fuel pressure
to the VSV and VBV actuators which pshysically move the VSV's
and VBV's.
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VARIABLE STATOR VANE (VSV) SYSTEM COMPONENTS
Two VSV actuators position the stator vanes to control the airflow
through the HPC.
The VSV actuators are mounted at 3 and 9 o'clock on the

compressor case forward flange. Access is through the respective
thrust reverser half.
The actuators are double action piston type actuators.
The HMU sends high pressure fuel to the rod or head end of the
VSV actuators. The actuators drive the actuator lever which in turn
varies the stator vane angle. Fuel pressure to the actuators is
controlled by a single electro-hydraulic servo valve (EHSV) in the
HMU. The EHSV has a dual-coil torgue motor that is controlled by
either ECU channel.
The actuators have built-in LVDTs that provide a feedback signal to

the ECU of actuator position. The left actuator feedback goes to
channel A, the right actuator feedback goes to channel B.
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VSV CONTROL
General
The variable stator vanes are postioned to maintain a smooth, The VSV demand calculator receives the calculated VSV command
turbulent free airflow through the compressor under a wide range of output and the actual position feedback fro the VSV actuators. The
operating speeds, temperature and altitudes. 3:00 actuator provides feedback to channel "A" and the 9:00
actuator for channel "B". The difference between the calculated and
actual position is provided to the VSV driver as a demand signal.
Variable Stator Vane Positioning This is sent to the electro-hydraulic servo valve in the HMU. Servo
fuel pressure then is provided to the rod or head end of the two
The VSV positioning is performed by the active ECU channel, the actuators as appropriate.
VSV electro-hydraulic servo valve (EHSV) within the HMU, and the
two VSV actuators. Digital data of the VSV health status and position is transmitted to
the airplane via the ARINC 429 data bus. The EIU, in turn, allows the
The VSV altitude/speed schedules calculate the required VSV VSV position indication to be displayed by keying the EICAS EPCS
position as a function of core speed (N2), compressor inlet maintenance page.
temperature (T25), and ambient pressure (PO). The position is
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computed in terms of percent with 0% equal to VSV's fully closed
and 100% equal to them being fully open. A position command is
routed to the VSV demand calculator as well as a variable bleed
valve N2 trim position command for VBV positioning functions.

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VARIABLE BYPASS VALVE (VBV) SYSTEM COMPONENTS
Variable Bypass Valves
The VBV valves bypass low pressure compressor airflow prior to the The actuators are piston type actuators. The HMU sends a fuel
high pressure compressor inlet. pressure signal to position the VBV actuator. The pressure is
controlled by an EHSV in the HMU. The EHSV has a dual coil torgue
There are 12 bypass valves equally spaced circumferentially around motor that is controlled by either channel of the ECU.
the compressor case between the fan frame struts. Access is from
the left and right thrust reverser. The actuators have built-in LVDTs that provide a position feedback
signal to the ECU. The LVDT in the left actuator sends feedback to
The VBV valves are rectangular metal plates that cover the bypass channel A. The right actuator LVDT feedback goes to channel B.
valve outlets. All 12 valves are connected by a unison ring.
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VBV Actuators
The VBV actuators position and hold the 12 VBVs in their scheduled
positions.
There are two VBV actuators, one at the 3:45 and 9:45 o'clock
positions of the fan frame. Access is through their respective thrust
reverser half.

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VBV CONTROL
General
The variable bleed valves are positioned to regulate the excess N1 The VBV command represents the calculated position for the VBV's
discharge air by bleeding it away from the high pressure compressor in terms of 0% equals fully closed and 100% equals fully opened.
inlet. The VBV driver converts the VBV command into an equivalent DC
output as a VBV closed demand. DC current must flow to the servo
valve in the HMU in order to drive the VBV to the closed position.
Variable Bleed Valve Positioning Internal relays within the ECU processor, controlled by the active
channel, allow the current to the servo valve. Servo fuel pressure
The VBV positioning is performed by the active ECU channel, the then is provided to the rod or head end of the two actuators as
VBV electro-hydraulic servo valve (EHSV) within the HMU, and the appropriate.
two VBV actuators.
Digital data of the VBV health status and position is transmitted on
The VBV altitude/speed schedules calculate the required VBV the ARINC 429 data bus to the airplane EIU's. The position of the
position as a function of fan speed (N1), core speed (N2), total air VBV can be viewed at the flight deck by accessing the EICAS EPCS
temperature (TAT), and compressor inlet temperature (T2.5). To maintenance page.
match the N2 compressor, the VSV position is sent to VBV
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calculator as a VBV N2 trim signal. The VBV transient signal input is
from the maximum or minimum fuel flow limit schedules.
The VBV comand to the logic driver is the sum of the output of the
speed schedules, the transient schedules, the transient schedules
and the position feed back of the actuator to provide a closed loop
system.

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COMPRESSOR CONTROL OPERATION
VSV and VBV Reset
Compressor control prevents surges and maintains efficient The ECU provides additional stall margin for the compressor during
compressor performance. Operating flexibility is obtained by rapid decelerations (throttle chop) and reverse thrust operation.
controlling low pressure compressor air to and through the high
pressure compressor. This is accomplished by the variable bypass Rapid decelerations are sensed by the ECU. The large mass of the
valve (VBV) and variable stator vane (VSV) systems. The VBV fan does not decelerate as quickly as the high pressure compressor
system controls the airflow to the compressor and the VSV system causing an overload of airflow at the HPC inlet. To prevent a
controls the airflow through the compressor as a function of high compressor stall the ECU will reset the normal VBV schedule so that
pressure compressor speed (N2) and compressor inlet temperature the VBVs are open an additional 30 square inches. When the ECU
(T25) and pressure altitude. senses that the decelerations of the fan and compressor have
stablized it will return to the normal VBV schedule.
At engine start the variable bypass valves are open and the variable
stator vanes are closed. As the engine accelerates the ECU During reverse thrust operation engine inlet conditions are disturbed
commands the EHSV to signal the VSV actuators to gradually open due to the reversed fan air. To ensure that the engine does not stall
the vanes. The position feedback signal tells the ECU that the the ECU will reset the VBV schedule 30 square inches more open
actuators have moved to the commanded position. The VSV position until reverse thrust is discontinued. It will also close the
is also used by the ECU to schedule the position of the bypass
75.30.0702A-001
valves. The VBV actuators receive fuel pressure signals to gradually
close as power increases. At high power the VSVs will be fully open
and the VBVs fully closed. The opposite occurs during power
reductions.

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Reset (cont)
VSVs an additional four degrees from the normal schedule during

reverse thrust.
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75.30.0202 -001

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ENGINE AIR SYSTEM - OPERATION
Bore Cooling Valves Variable Stator Vanes (VSV)
The three bore cooling valves are solenoid controlled by the ECU. The VSV's are controlled by fuel pressure from the HMU. The HMU
The valves are spring-loaded open. They are in the reduced flow contains a EHSV that controls the VSV actuators. The EHSV is
position at cruise power settings or lower. mechanically biased to close the VSVs. The EHSV responds to
commands from the ECU to modulate the position of the vanes from
fully closed during starting to fully open at takeoff power.
Eleventh Stage and Core Cooling Valves
THe two eleventh stage cooling valves are controlled by eleventh Variable Bypass Valves (VBV)
stage air flow from the ESCV solenoid. The solenoid is energized by
the ECU to close the valves. The valves in the reduced flow position The VBV's are controlled by fuel pressure from the HMU. The HMU
when the cruise power settings and altitudes above 15,000 feet. The contains a EHSV that is dedicated to controlling the VBV actuators.
core compartment cooling valve is controlled by the ESCV solenoid. The EHSV responds to commands from the ECU to modulate the
It is spring-loaded open. It cuts off the airflow completely when position of the vanes from fully open during starting to fully closed at
closed. takeoff power.
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HPTC and LPTC Valves
The turbine cooling valves are fuel pressure controlled by the HMU.
An electrohydraulic servo valve (EHSV) in the HMU, provides fuel
pressure to open the valve on command from the ECU. There is one
EHSV for each valve. The valves are spring-loaded close. They are
commanded open at cruise power and altitudes above 15,000 feet.

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CMCS POWER PLANT GROUND TESTS
General
The CMCS Power Plant ground tests ensure the proper operation of To change the channel in control pull the appropriate "ENG (1-4)
the following engine components: EEC PWR CH (A-B)" circuit breaker in the P180 DC power
distribution panel. The EEC will switch channels. Dry motor the
- Electronic Control Unit (ECU) engine.
- Hydromechanical Unit (HMU)
- High pressure turbine (HPT) clearance control valve. When the maximum motoring speed is obtained start the ground test
- Variable bypass valve (VBV) actuator by pressing the line select key. Observe the message "In Progress"
- Bore cooling valve (BCV) is being displayed on the interactive test page.
- Variable starter vane (VSV) actuator
If, "Inhibited" is presented on the screen. The following actions need
The test is started through the CMC system, while the engine is to be completed:
motoring. When initiated, the ECU drives all the actuators to the full
open and then full closed positions, and transmits any detected - Airplane on ground
faults to the CMCs. - Move the applicable EEC maintenance SW on P461 to "Test".
(Observe that N1 reads 50-55% and N2 reads 50% on the main

Procedure EICAS).
The power plants ground tests can be found after selecting the - EEC Channel-in-Control must be the channel in control by
"Ground Test" enu under the category, chapter "71 Engine - Fuel & access of the EICAS EPCS maintenance page).
Control". Each engine has two basic tests identified as EEC (1)A
71.00.0705A-001
Actuators and EEC (1)B Actuators.

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Procedure (cont)
The ground test is complete when the message "Pass" or "Fail" is

displayed.
If the "Fail" prompt appears to the right of the test performed, press
the line select key next to the prompt to display the corresponding
CMCs fault message.
If the message "Test Not Comptete" is displayed, the test self

aborted due to a channel in control change during the test.
Verify the channel in control and repeat test.

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ENGINE AIR SYSTEM INDICATIONS
Position indications are provided on the EICAS EPCS maintenance

page for several engine air system components. They are:
- Variable stator vane actuators

- VAriable bypass valve actuators
- High pressure turbine cooling valve actuators
- Low pressure turbine cooling valve actuator
The indications are percentage, with 0.0 being fully closed and 100
fully opened.
There are no other system indications.

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75.00.0204 -001

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ENGINE INDICATING SYSTEM INTRODUCTION ........................ 2 VIBRATION ACCELEROMETERS ................................................ 44

ENGINE INDICATING SYSTEM .................................................... 5 ALTERNATE NO. 1 BEARING ACCELEROMETER ..................... 46
ENGINE TACHOMETER SYSTEM ................................................ 8 AVM SIGNAL CONDITIONER ....................................................... 49
ENGINE N1 SYSTEM .................................................................... 10 VIBRATION DISPLAY .................................................................... 52
N1 FAN SHAFT SPEED SENSOR ................................................ 12 INTEGRATED ENGINE INSTRUMENT SYSTEM ......................... 54
N1 DISPLAY .................................................................................. 15 PS14 PRESSURE PROBE ............................................................ 56
ENGINE EXCEEDANCE AND TAI DISPLAY ................................ 18 P49 PRESSURE PROBE............................................................... 58
ENGINE N2 SYSTEM .................................................................... 20 P25/T25 PRESSURE/TEMPERATURE PROBE ........................... 60
N2 SPEED SENSOR ..................................................................... 22 VSV AND VBV ACTUATORS ........................................................ 62
ENGINE N2 SPEED CARDS ......................................................... 25 T5 TEMPERATURE PROBE ......................................................... 64
N2 DISPLAY .................................................................................. 29 T3 TEMPERATURE SENSOR ....................................................... 66
EXHAUST GAS TEMPERATURE (EGT) INDICATION SYSTEM . 32 ENGINE MAINTENANCE PAGE ACCESS .................................... 68
EGT SYSTEM COMPONENTS ..................................................... 34 ENGINE PERFORMANCE MAINTENACE PAGE ......................... 71
EGT INDICATION SYSTEM OPERATION .................................... 36 EPCS MAINTENANCE PAGE ....................................................... 74
EGT DISPLAY ................................................................................ 39 ENGINE EXCEEDANCE MAINTENANCE PAGE .......................... 76
AIRBORNE VIBRATION MONITORING (AVM) SYSTEM ............. 42 EICAS EXCEEDANCE LIMITS ...................................................... 78

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ENGINE INDICATING SYSTEM INTRODUCTION
General
The engine indicating system provides flight deck display of engine

parameters.
General Description
The engine indicating system includes the following:
- Engine tachometer system: provides thrust indication to the flight

deck and input to other systems of rotor shaft speed (N1 and N2).
- Exhaust gas temperature indication: provides indication for crew

monitoring and EGT input to the ECU.
- Airborne vibration monitoring system: measures the vibration of

the engine.
- Integrated engine instrument system: provides performance data

to the ECU from engine-mounted sensors.
- Central maintenance computer (CMC) engine monitoring:

monitors engine system inputs, performs tests on the engine
systems and displays maintenance data for crew monitoring.
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ENGINE INDICATING SYSTEM
Engine Tachometer System
There are two engine tachometer indications. The low pressure (fan) requiring a discrete signal of engine speed. An analog N2 signal is
shaft speed is called N1. The high pressure shaft speed is called N2. sent from the N2 speed card to the EIUs where it is used as a
backup to the ECU N2 digital signal.
N1
Exhaust Gas Temperature (EGT) Indicating System
The primary thrust indication is N1. The N1 fan shaft speed sensor
on the fan frame provides discrete signals to the ECU to be The EGT system senses the internal gas temperature of the engine
converted to digital data and sent to the EIUs. Separate discrete N1 between the high and low pressure turbines. Eight EGT probes
signals are also sent directly to the AVM signal conditioner and to provide an output signal to the ECU where it is converted to digital
the EIUs for backup. The data is processed by the EIUs and sent to data and sent to the EIUs. The data is processed and sent to the
the main EICAS display for indication. main EICAS display for indication.
77.00.0702A-001
N2
The N2 shaft speed sensor provides an N2 output signal to the ECU,

the N2 speed card, and the AVM. The N2 output signal to the ECU is
converted to digital data and sent to the EIUs where it is processed
and sent to the auxiliary EICAS display for indication. The N2 speed
card is designed to rovide interface between the engine N2 speed
sensor and various other systems on the airplane

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Airborne Vibration Monitoring (AVM) System Central Maintenance Computer (CMC) Engine Monitoring
The AVM system senses engine vibration levels and processes The CMC monitors each engine in addition to all major avionics
these signals for EICAS display. There are two sensors. The No. 1 systems, electrical systems and electro-mechanical systems. The
bearing accelerometer senses fan vibration. The compressor rear CMC collects information on failed components, stores fault history,
frame (CRF) accelerometer senses N2 rotor (core) vibration. The initiates component and system tests and provides a centralized
accelerometers provide vibration signals to the AVM signal location for access to maintenance data. The control display unit
conditioner. These signals are processed along with N1 and N2 (CDU) is used to access engine fault data stored in the CMC,
signals by the AVM signal conditioner and are then sent to the EIUs. allowing it to be displayed on the auxiliary EICAS display.
The auxiliary EICAS display provides vibration indication.
77.00.0702B-001
Integrated Engine Instrument System
The ECU receives analog signals from sensors mounted on the

engine and converts them to digital signals. These signals are
processed by the ECU and are sent to the EIUs for condition
monitoring.

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ENGINE TACHOMETER SYSTEM
General
The engine tachometer system senses the speed of both engine

rotor shafts (N1 and N2) to provide indication. The system also
provides speed signals to other systems.
N1 Sensing
The N1 signal is provided by the N1 speed sensor mounted on the

No. 3 fan frame strut at the 2 o'clock position. Separate discrete N1
speed signals are sent to the ECU for control purposes and to the
AVM and EICAS for operational purposes and indication.
N2 Sensing
The N2 signal is provided by the N2 speed sensor mounted on the

accessory gearbox. The N2 speed sensor provides the N2 signal to
the ECU for control purposes. It also provides a speed signal to
EICAS for indication, and to the engine speed cards and AVM for
operational purposes.
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ENGINE N1 SYSTEM
N1 Speed Sensor
The N1 speed sensor is an induction-type tachometer excited by a

rotating ferromagnetic-toothed wheel mounted on the fan rotor. The
sensor tip contains three coils with separate circuits. This allows
separate N1 input signals to the aircraft for indication, and to each
channel of the ECU.
The N1 signals are used internally in the ECU and transmitted over
an ARINC data bus to the EICAS. The analog N1 signal is also sent
to the EIUs for backup and to the AVM for processing.
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N1 FAN SHAFT SPEED SENSOR
General
The N1 speed sensor provides N1 rpm signals for indication and The sensor assembly is approximately 20 inches long and 3/4 inch
control. in diameter. It has rubber bushings for support at the mid point of the
support tube. The mounting flange has a spring to keep the sensor
The sensor is installed through the fan frame strut No. 3 and seated tip snug against the titanium receiver, preventing vibration problems.
in the No. 2 bearing support. The sensor tip extends very close to a This receiver also protects the sensor tip from sump oil.
ferromagnetic-toothed wheel mounted to the fan shaft. The sensor is
accessible by opening the right thrust reverser half. Access to the
toothed wheel requires major engine disassembly. Unique Practices
During removal/installation, care must be exercised to avoid bending

Characteristics the sensor housing.
77.12.0703.001
The sensor consists of a permanent magnent and three coil
assemblies, a stainless steel housing and a mounting flange with
two electrical connectors. The associated 38-tooth wheel is mounted
to the fan shaft. One tooth is higher and generates a strong pulse
used for clocking during fan balancing.

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N1 DISPLAY
General Reference/Target Bug
N1 is an indication of thrust as selected by the thrust levers and The FMCS provides both N1 reference (thrust management) and N1
controlled by the EEC. The N1 display on the main EICAS displays target (flight management) data to the EIUs.
N1 redline, N1 maximum, N1 target/reference, N1 command and N1
actual. When the reference/target bug is green, it is a reference readout
calculated by the FMCS (e.g. during cruise). When the N1 reference/
target bus is magenta, it is a taeget readout positioned on the
Actual N1 vertical scale by the FMCS (e.g. during climb when the autopilot is
engaged in the VNAV mode).
The actual N1 is displayed in both an analog and digital display. The
lower portion of the vertical bar (white) represents the actual N1 rpm
in percent. As N1 increases or decreases, the vertical bar moves up Reference Limit Readout
or down. The box above the vertical display contains the digital
readout of N1. Above the actual N1 readout is the reference limit readout. The
green digital readout represents the N1 calculated by the FMCS.
This readout is the same as the reference/target bug readout on the
Command Sector vertical scale.
77.12.0704A-001
Between the actual N1 readout on the vertical scale and the
reference/target N1 is a command sector. The command sector
shows the difference between the commanded N1 as set by the
thrust levers and calculated by the ECU, and actual engine N1 as
shown by the rising vertical bar.

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ADC Information
The cyan TAT and white +21c is the total air temperature from the
air data computer (ADC).
FMC Information
The thrust mode is displayed in green and is based on discretes

from the FMCS. The modes are TO (takeoff), D-TO (derated
takeoff), CLB (climb), CRZ (cruise), G/A (go-around), or CON
(continuous). Preselected derates are also available. They are
indicated by the numbers 1 or 2 after the mode display.
The pilot can select a derated temperature (+23c). This is displayed

in green to the right of the thrust mode.
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ENGINE EXCEEDANCE AND TAI DISPLAY
N1 Red Line Limit
A red line limit mark is displayed at the top of the vertical bar
indicating maximum N1 rpm. If N1 reaches or exceeds the red line
limit, the analog and digital indications change to red. During a red
line exceedance, the digital readout displays the actual N1 rpm
exceedance. The vertical bar extends by the amount of the
exceedance, but is limited to 0.05 inches above the red line.
The N1 actual readout enclosing box color is used as an indication

for the presence of an N1 maximum exceedance (red line) storage
in the engine exceedance nonvolatile memory (NVM). This color
annunciation may be cancelled or recalled by pressing the
appropriate switches on the EICAS display select panel.
When the box color is red and its readout color is white, depression
of the cancel switch turns the box color white. The box color self-
cancels when engine exceedance NVM is erased. When a
maximum exceedance is stored in NVM, depression of the recall
switch turns the box color red.
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ENGINE N2 SYSTEM
The N2 speed transducer is mounted to the engine gearbox and

provides an N2 speed signal to the ECU, the airborne vibration
monitoring (AVM) signal coditioner, the engine speed card and the
electronic interface units (EIUs).
The ECU receives analog N2 signals for channels A and B from

separate sense coils on the N2 speed sensor. These signals are
converted to digital signals, processed, and sent to the EIUs on an
ARINC bus for N2 indication on the auxiliary EICAS display.
The AVM signal conditioner uses the N2 signal to determine the

level of engine vibration with respect to the tachometer frequency.
The engine N2 speed cards provide an interface between the engine

N2 speed transducer and various airplane and engine systems
requiring discrete signals of engine speed. Speed sensing for both
channels of the N2 speed cards is from its respective N2 speed
transducer sense coil. Each channel has its own built-in test
switches on the card to provide power to the circuits for test
functions.
Discrete N2 speed signals from the N2 speed transducer are sent

from the electrical systems card file to the EIUs. These signals are
converted to digital data and sent to the auxiliary EICAS display for
backup engine N2 rpm indication.
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N2 SPEED SENSOR
The N2 speed sensor provides N2 rpm signals for indication and

control.
The sensor is installed on the aft right side of the accessory

gearbox, adjacent to the core motoring pad. The sensor tip extends
very close to a ferromagnetic-toothed gear in the accessory
gearbox. The sensor is accessible by opening the right thrust
reverser half.
The sensor consists of a mounting flange with two electrical

connectors, a permanent magnet and three coil assemblies. The
operation of the speed sensor is similar to that of the N1 fan shaft
speed sensor.
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ENGINE N2 SPEED CARDS
General
The engine N2 speed cards interface between the N2 speed allow user systems to determine if the N2 speed is above or below
sensors and other airplane and engine systems to provide discrete the set value.
N2 speed signals as required. Four cards, one for each engine, are
in the M7603 electrical systems card file in the forward-left main - Fuel quantity logic: arms the fuel quantity processor for special
equipment center. The cards are a printed circuit type, each having fuel calculations when the engines are not running (N2 <50%)
two channels. There is a toggle-type test switch for each channel. and the airplane is being fueled.
Channel 1 has a non-momentary switch. Channel 2 has a
momentary switch. Comparators control relays within the cards to - EEC ALTN light inhibit: inhibits the ALTN amber light with the
send speed signals to user systems. respective engine N2 <50%.
CAUTION: STATIC SENSITIVE. DO NOT HANDLE BEFORE - Pitot/static probe heat: provides low heat mode on the ground to
READING PROCEDURE FOR HANDLING the pitot/static probes when any engine N2 >50%.
ELECTROSTATIC SENSITIVE DEVICES (20-41-01).
CONTAINS DEVICES THAT CAN BE DAMAGED BY - Engine start switch relay (Ch 1): de-energizes the start switch
STATIC DISCHARGES. relay allowing the respective engine start valve to close when N2
>50%.
77.12.0709A-001
Operation
Each card receives separate power from the 28 volt dc APU battery
bus. The N2 speed sensor sends an ac frequency signal to the
speed cards where it is converted to a speed signal by the N2
sensing logic. Comparators compare the speed to the set value to
compute when to energize relays on the speed cards. The relays

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Operation (cont)
- Angle of attack probe heat: inhibits angle-of-attack probe heat on

the ground with any engine N2 <50%.
- Equipment cooling: provides inboard open loop for equipment

cooling on the ground with engine N2 >50%.
If the channel 1 50% comparator disagrees with the channel 2 50%

comparator on sensed 50% speed for more than 70 seconds, on
ENG (1) SPEED CARD status message appears on the EICAS
status page. The message is then latched in non-volatile memory.
The message is inhibited when the STBY bus is off.
Test Functions
The two test switches on the card provide for functional test of both
channels of the card with the engines not running.
Initiation of both test switches at the same time for longer than 10
seconds indicates proper function when no EICAS message is
displayed.
Initiation of the channel 1 test switch alone initiates an EICAS ENG

(1) SPEED CARD status message after 70 seconds thereby
checking the CH 2 backup feature for CH 1.
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N2 DISPLAY
General N2 Red Line Limit
Actual N2 is normally displayed on the auxiliary EICAS in digital A red line limit mark is displayed at the top of the vertical bar
readout and vertical analog display. The N2 indication consists of indicating maximum N2 rpm. If N2 reaches or exceeds the red line
actual N2, red line limit marks, fuel-on command bug and crossbleed limit, the analog and digital indications change to red. During a red
message indications. line exceedance, the digital readout displays the actual N2 rpm
exceedance. The vertical bar is extended by the amount of
exceedance, but is limited to 0.05 inches above the red line. If
Actual N2 maximum N2 rpm is exceeded for more than 20 seconds, the N2
indications remain red.
The lower portion of the vertical bar (white) represents actual
percent rpm of N2. As N2 increases, the vertical bar moves up. The The actual N2 readout enclosing box color is used as an indication
vertical bar is an analog scale representing the range from minimum for the presence of an N2 maximum exceedance (red line) storage
to maximum N2. in the engine exceedance nonvolatile memory (NVM). This color
annunciation may be cancelled or recalled by pressing the
appropriate switches on the EICAS display select panel.
Actual N2 Readout
77.12.0708A-001
Actual N2 is displayed digitally (white) in the box above the vertical

display. This actual N2 readout increases or decreases as the
vertical bar moves up or down.

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N2 Red Line Limit (cont)
When the box color is red and its readout color is white, depression
of the cancel switch turns the box color white. The box color self-
cancels when engine exceedance NVM is erased. When a
maximum exceedance is stored in NVM, depression of the recall
switch turns the box color red.
Fuel-On Command Bug
During engine starting, the fuel-on command bug (cyan) is displayed

at 15% N2 whenever an engine fuel control switch is in CUTOFF
and the engine fire switch is not pulled.
Crossbleed Message
During an in flight start, if the airplane goes outside of the in flight

start envelope and the airspeed is not high enough to windmill the
engine, the crossbleed (cyan) message appears.
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EXHAUST GAS TEMPERATURE (EGT) INDICATION SYSTEM
The EGT indication system provides an indication of the average

gas temperature at the low pressure turbine inlet of each engine.
The EGT thermocouple probes (8) are mounted in the turbine

exhaust case at engine station 4.9. An upper and lower wiring
harness join the probes to a junction box mounted on the left side of
the engine core case. From the junction box, EGT signals are sent
to channels A and B in the ECU. The ECU converts the signals to
digital data and sends them to the main EICAS display for indication,
and to the auxiliary EICAS display for display on the engine
performance maintenance page.
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EGT SYSTEM COMPONENTS
General Thermocouple Cable
EGT alumel/chromel probes sense engine exhaust temperatures for The thermocouple cable consists of an upper and lower cable
flight deck indication and engine operation and monitoring. Electrical harness. The upper harness connects probes 1, 2, 7 and 8. The
connections for the probes are through the shunt junction box. lower harness connects probes 3, 4, 5 and 6. The cables are
mounted circumferentially around the LPT forward case and are
Each of the eight EGT probes senses the temperature of the gas supported by brackets attached to the LPT and HPT case splitline.
flow between the high pressure and low pressure turbine stages. The forward portions of the thermocouple cables are routed along
The EGT probes are mounted circumferentially around the engine the left side of the HPC stator case and connect with the junction
low pressure turbine (LPT) forward case at station 4.9, just forward box.
of the low pressure turbine second-stage rotor blades.
Removal and Installation

Junction Box
Each probe is mounted by two bolts. An arrow inscribed in the top of
The junction box average the EGT signal for the eight probes. The the probe shows the correct orientation of the probe with respect to
junction box has dual output connectors, each sending the same the engine. Each probe has exposed studs to allow continuity and
signal. One connector is capped, the other is used by the ECU. The resistance checks to be made without probe removal. Thermocouple
junction box is bracket-mounted to the LPT cooling air tube near the cables attach to the studs (small-chromel, large alumel) on each
HPC left horizontal splitline. thermocouple probe.
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EGT INDICATION SYSTEM OPERATION
The thermocouple probes are wired in parallel with chromel and

alumel wire. The alumel wires are spliced together in the
thermocouple cable harness while the chromel wires remain
electrically separated up to the junction box connector.
During engine operation hot gases exiting from the high pressure
turbine circulate around the probes. The hot gases heat the junction
of dissimilar metals (chromel and alumel) causing a voltage potential
to develop from the difference in expansion rates between the two
metals. A circuit is formed in the indicating system when the other
ends of the leads are joined (the cold junction) at the ECU. The ECU
processes the analog signal, sends it to both channels A and B,
converts it to digital data and sends it to the EIUs on separate
channel A and B ARINC buses. The signals are then sent to the
main EICAS display for engine EGT indication and to the auxiliary
EICAS display engine performance maintenance page.
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EGT DISPLAY
General Red Line Limit Mark
EGT is displayed on the main EICAS display in digital readout and A red line limit mark is displayed at the top of the vertical bar
vertical analog display. The EGT indication consists of EGT actual indicating maximum EGT limit. If EGT reaches or exceeds the red
readout, red line limit mark, amber band limit, EGT actual bar and line limit, the analog and digital indications change to red. During a
engine start limit. red line exceedance, the vertical bar is extended by the amount of
exceedance, but is limited to 0.05 inches above the red line. The
digital readout displays the actual EGT exceedance. If the EGT
EGT Actual Bar exceeds 1000 C, the thousand digit is not displayed.
The lower portion of the vertical bar (white) represents actual EGT. The EGT actual readout enclosing box color is used as an indication
As EGT increases, the vertical bar moves up. The vertical bar is an for the presence of an EGT maximum exceedance (red line or start)
analog scale representing the range from minimum to maximum storage in the engine exceedance non-volatile memory (NVM). This
EGT in degrees celsius. If the EGT input is less than 0 C, the vertical color annunciation may be cancelled or recalled by pressing the
bar and actual EGT readout indicate 0. appropriate switches on the EICAS display select panel.
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EGT Actual Readout
Actual EGT is displayed digitally (white) in the box, above the

vertical display. This actual EGT readout increases or decreases as
the vertical bar moves up or down.

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Red Line Limit Mark (cont) Engine Start Limit
When the box color is red and its readout color is white, depression An EGT engine start limit is displayed during engine start. When the
of the cancel switch turns the box color white. The box color self- fuel control switch is first placed to RUN, the EGT start limit is
cancels when engine exceedance NVM is erased. When a displayed on the EGT vertical bar. If the EGT start limit temperature
maximum exceedance is stored in NVM, depression of the recall is exceeded during starting, the digital readout and vertical bar
switch turns the box color red. indications change from white to red.
Amber Band Limit Following a normal start, the engine start limit is removed after the
engine is stabilized at minimum idle rpm.
On the vertical bar there is an amber band limit which represents the
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EGT caution range. If the EGT reaches the amber band limit, the
vertical bar and digital readout changes to amber. If the airplane is in
the TO/GA mode, the vertical bar and digital readout remain white
during takeoff or go-around for five minutes after the amber band is
entered.

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AIRBORNE VIBRATION MONITORING (AVM) SYSTEM
The airborne vibration monitoring (AVM) system continuously

monitors engine vibration levels to detect engine malfunctions.
The system components consist of two engine mounted

accelerometers on each engine and two AVM signal conditioners.
Both AVM signal conditioners receive and process signals from two
engines each. One of them receives signals from engines 1 and 2,
the other receives signals from engines 3 and 4. Four signals are
sent from each engine to its respective signal conditioner. These
signals are:
- N1 speed: N1 fan shaft speed sensor

- Fan vibration: No. 1 bearing accelerometer
- N2 speed: N2 speed sensor
- Core vibration: CRF accelerometer
The accelerometers sense vibration due to N1 and N2 shaft rotation.

The signal conditioner uses the accelerometer signals along with N1
and N2 speed signals to determine the level of the individual rotor
vibrations for each engine. This information is transmitted to the
EIUs where it is processed and then sent to the auxiliary EICAS for
display. In addition, the AVM signal conditioner sends out signals to
the EIUs for recording vibration data which can be used for on-wing
fan balancing.
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VIBRATION ACCELEROMETERS
Location and Access
The No. 1 bearing accelerometer is in the A sump on the No. 1

bearing housing. It is not accessible except during engine overhaul.
The CRF accelerometer is mounted on the forward side of the

compressor rear frame flange at the 12 o'clock position.
Operation
The engine accelerometers use piezoelectric crystals to sense and

transmit engine vibration information to the AVM signal conditioner.
The piezoelectric crystals are stacked with an inertial mass. When
the engine vibrates, the inertial mass tends to stay at rest causing
the crystals to be alternately squeezed and released. This produces
an electric charge that varies in proportion to the vibration. Metallic
collectors receive this charge which is then transmitted to the AVM
signal conditioner. The accelerometer and lead are shielded to
prevent externally induced signals.
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ALTERNATE NO. 1 BEARING ACCELEROMETER
An external pad is provided on the fan frame strut at the 7 o'clock

position next to the No. 1 bearing accelerometer electrical
connector. The purpose of the pad is to provide a mounting location
for an external accelerometer in the event that the internal No. 1
bearing accelerometer fails. This allows vibration monitoring to
continue until the next scheduled overhaul of the engine when the
failed accelerometer can be replaced.
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AVM SIGNAL CONDITIONER
General
The AVM signal conditioners are in the main equipment center. The airplane flight deck display.
signal conditioner for engines 1 and 2 is on the E1-1 rack, and the
signal conditioner for engines 3 and 4 is on the E2-1 rack. The signal conditioner receives accelerometer signals generated by
the accelerometers. The No. 1 bearing accelerometer signal is
The signal conditioners receive vibration signals from the engine passed through a narrow band tracking filter which filters out all
accelerometers, and N1 and N2 speed signals from the speed vibration except that which is generated by the engine N1 rotor. The
sensors. The signals are processed and transmitted to EICAS for compressor rear frame accelerometer signal is passed through N1
display. and N2 tracking filters and also through a broadband filter. The
tracking filters integrate the accelerometer signals with the speed
signals to produce vibration signals.
Operation
The vibration signals are sampled in the multiplexer and sent to the
The AVM signal conditioner for engines 1 and 2 is powered from the digital signal processing unit. Software then compares the signals
115 volt ac bus 3. The piezoelectric accelerometers on each engine with the vibration limits and determines which signal (Fan, LPT or
sense engine vibration in the radial direction and generate electrical N2) is to be sent to the EIUs as a function of worst case, or
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signals proportional to engine acceleration.
The AVM signal conditioner receives accelerometer signals along

with N1 and N2 signals from engines 1 and 2. The AVM signal
conditioner on the E2 rack receives similar signals from engines 3
and 4. Each AVM signal conditioner consists of one power supply
module, two channel modules and one fan balancing module. Each
unit contains all the electronic circuitry necessary to process four
accelerometer inputs (two per engine) into digital outputs for

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Operation (cont)
highest vibration. The rotor of highest vibration is displayed for each

engine on the auxiliary EICAS display. If either speed sense is lost,
or a tracking filter is faulty, EICAS displays BB (broad band) for that
engine. Vibration readings for each rotor and a broad band reading
are displayed on the EICAS performance page.
The fan balance module allows the AVM signal conditioner to

determine the angular location of an unbalance condition in the low
speed rotor (phase angle).
There are no external BITE provisions on the AVM signal

conditioner; however, the signal conditioner self-tests on power up
and performs cyclic BITE tests continuously during operation.
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VIBRATION DISPLAY
General Vibration Actual Pointer
Engine vibration parameters are displayed on the auxiliary EICAS Actual engine vibration is displayed on a vertical analog scale. A
display directly below the oil quantity display. The engine vibration white triangular shaped pointer on the inside of each vertical scale
indication consits of vibration mode message, vibration actual provides actual rotor vibration indication.
readout and vibration actual pointer.
Performance Maintenance Page

Vibration Mode Message
The following vibration indications are shown when the performance
A white FAN, LPT or N2 message appears above the actual readout maintenance page is displayed:
identifying the rotor with the highest vibration. BB replaces the FAN,
LPT or N2 if a speed input or tracking filter is faulty. - FAN vibration
- LPT vibration
- N2 vibration
Vibration Actual Readout - Broad band vibration
- Phase angle of fan unbalance
A white number next to the vertical scale provides a digital indication - Phase angle of LPT unbalance
of engine vibration. The readout indicates engine vibration in units
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INTEGRATED ENGINE INSTRUMENT SYSTEM
General The ECU processes the following parameters:
The EEC receives data from engine mounted sensors for engine - Fuel flow* FF
condition monitoring. - LPT discharge temperature* T5
- Exhaust gas temperature EGT
- Core speed 112
General Description - Compressor inlet temperature T25
- Compressor inlet pressure* P25
The integrated engine instrument system consists of the engine - Compressor discharge temperature T3
mounted sensors which send signals to the ECU. The ECU receives - LPT inlet pressure* P49
analog signals from the engine mounted sensors along with other - Engine rating and identification numbers*
engine inputs. The analog signals are converted to digital format and - Compressor discharge pressure* PS3
then multiplexed. The multiplexed signal is sent over an ARINC data - Fan inlet temperature T12
bus to the EIUs where it can be accessed by the CMCs for - Fan speed N1
diagnostic and fault isolation purposes. - Fan discharge pressure* PS14
- Variable stator van position VSV
The data is also sent to the Data Management Unit (DMU). Here the - Variable bypass valve position VBV
data is stored and can be transmitted with other airplane condition
monitoring system (ACMS) data to the ARINC communication * Used for engine condition monitoring
addressing and recording system. (ACARS). ACARS is optional
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equipment. With ACARS, the DMU sends ACMS reports directly to
the ground station for data analysis.

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PS14 PRESSURE PROBE
The PS14 pressure probe senses fan discharge pressure and sends
the pressure signal to the PS14 transducer within the ECU.
The PS14 pressure probe is mounted on the aft fan case just above
the ECU at the 10:30 o'clock position. The sensor is designed as an
integral unit consisting of a static pressure tap, mounting flange and
a pressure output port with an interconnecting pressure tube leading
to the ECU. The sensor does not project into the airstream.
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P49 PRESSURE PROBE
The P49 pressure probe senses the total pressure between the low
and high pressure turbines.
The P49 pressure probe is mounted on the low pressure turbine

case at the 3:30 o'clock position. An interconnecting pressure tube
leading to the ECU is attached to the probe.
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P25/T25 PRESSURE/TEMPERATURE PROBE
The P25/T25 pressure/temperature probe senses the pressure and

temperature of the high pressure compressor inlet airflow. The P25/
T25 probe consists of a pitot tube for sensing pressure and a
chromel/constantan thermocouple for sensing temperature.
The P25/T25 pressure/temperature probe is mounted on the fan

frame hub OD at the 6:30 o'clock position. A pressure line and two
electrical connectors attached to the probe lead to the ECU.
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VSV AND VBV ACTUATORS
General
The variable stator vane (VSV) actuators and the variable bypass
valve (VBV) actuators provide position indication of the VSVs and
VBVs to the ECU.
The VSV actuators are mounted on the compressor case forward

flange at the 3 and 9 o'clock positions. The VBV actuators are
mounted on the fan frame at the 4 and 10 o'clock positions.
Operation
The VSV and VBV actuators have built-in linear variable differential
transformers (LVDTs) that provide feedback signals to the ECU of
actuator positions. The left actuators send feedback signals to
channel A, the right actuators send signals to channel B.
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T5 TEMPERATURE PROBE
The T5 temperature probe senses the temperature of the exhaust

gases as they exit the low pressure turbine.
The T5 temperature probe is mounted on the turbine rear frame at

the 9:30 o'clock position. The probe contains two chromel/alumel
thermocouples paralleled to provide an average temperature
indication to the ECU.
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T3 TEMPERATURE SENSOR
The T3 temperature sensor senses high pressure compressor

discharge air temperature.
The T3 temperature sensor is mounted on the compressor rear

frame at the 11:30 o'clock position. The T3 sensor has dual chrome/
alumel thermocouples which sense HPC discharge temperature and
sends separate signals to a sensor connector. The sensor connector
has dual outputs which supply separate signals to ECU channels A
and B.
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ENGINE MAINTENANCE PAGE ACCESS
General
The three control and display units permit maintenance as well as When a specific system is selected, another menu appears for that
pilot interface with, and monitoring of, the central maintenance system. This menu lists the following page selections:
computer as well as a backup for EICAS engine indications. The
EICAS backup feature is available after a detected failure of the left - DISPLAY (current system data)
or right EICAS control panel. - RECORD (records manual snapshots for the displayed system
data)
The following make up the EICAS engine maintenance pages and all - ERASE SYSTEM (erases the stored snapshots for the selected
are under the ATA chapter 71: system from all 3 EIUS)
- Report (transmits real time data to the multi-input printer or
- EPCS (electronic propulsion control system) ACARS)
- PERF (engine performance data)
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- ENG EXCEED (engine exceedance)
Maintenance Page Selection
To display a maintenance page, select the CMC MENU using any of

the three CDUs, then select EICAS MAINT PAGES. Step through the
maintenance pages (in ATA chapter order) until reaching 71 for this
example.

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ENGINE PERFORMANCE MAINTENACE PAGE

77.00.0704A-001
General
The performance maintenance page displays all of the parameters

that are on the primary and secondary formats of EICAS in addition
to several others that are not.
The performance page format can be displayed in REAL TIME.
NOTE: The fuel pressure (FP) indication is an airline option.
The performance maintenance page displays the following data:
Data Source
- Gross weight in thousands of pounds (kilograms) FMC

- Static air temperature in C ADC
- Ground speed in knots IRU
- Computed air speed in knots ADC
- Mach in units ADC
- Total air temperature in C ADC
- Altitude in feet ADC
- Engine oil pressure in psi ENG XDCRs
- Engine oil temp in C ENG XDCRs
- Engine oil quantity ENG XDCRs
- Duct pressure in psi ASCTU
- Date and GMT FMC

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Engine Vibration
The following engine vibration data is displayed on the engine - Thrust resolver angle select (TRASEL) in degrees ECU
performance maintenance page: - Thrust reverser position (T/R) in degrees ECU
- Duct pressure in psi ASCTU
- Fan vibration
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- LPT vibration
- N2 vibration
- Broad band (BB) vibration
- Fan imbalance phase angle (FAN PH) in degrees
- LPT imbalance phase angle (LPT PH) in degrees
Engine Performance
Data is displayed for the following engine performance parameters:
Parameter Source
- N1 maximum ECU
- N1 command ECU
- N1 rotor speed ECU
- EGT in C ECU
- N2 rotor speed ECU
- Fuel flow (FF) in thousands of pounds per hour (kgph) WF
XDCRs
- Fuel Pressure in psi ECU
- Nacelle temperature in C (optional) NAC
temp
probe.

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EPCS MAINTENANCE PAGE
The engine propulsion control system (EPCS) maintenance page

provides detailed engine analysis data. The data is displayed in
tabular form in white readouts. Specifically, it contains the following:
Parameter Source
- Channel in control (white box around A or B) ECU

- Fan total inlet temperature (T2) in C ECU
- Ambient pressure (Po) in psi ECU
- Thrust lever resolver angle (TRA) in degrees ECU
- HPC inlet temperature (T2.5) in C ECU
- Variable stator vane angle (VSV) in percent of travel ECU
- Variable bleed valve angle (VBV) in percent of travel ECU
- HPT cooling valve position (HPTC) in percent of travel ECU
- LPT cooling valve position (LPTC) in percent of travel ECU
- Left reverser position (T/R L) in percent of travel ECU
- Right reverser position (T/R R) in percent of travel ECU
- Burner temperature (T3) in C ECU
- Burner pressure (PS3) in psia ECU
- Date and GMT FMC
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ENGINE EXCEEDANCE MAINTENANCE PAGE
General Profile Data
The engine exceedance page automatically records RPM and EGT The profile section displays up to four columns of EGT
parameters which have exceeded operational limits. The page exceedances.
display is divided into two parts, exceedance data (upper half) and
profile data (lower half). The profile shows the exceedance limit at the bottom and the
maximum temperature and type of exceedance (AMBER, START,
RED), at the top. Listed next to each temperature is the time, in
Exceedance Data seconds, spend above that temperature. Amber profiles are not
scrolled into the exceedance data section.
N1 and N2 speed exceedances are recorded on two lines for each
engine. The upper line displays the highest speed and total time of There are currently two profile section versions in use.
all exceedances in memory (excluding the latest). The lower line
shows the latest exceedance and time above the limit. If there is only Version 1 profiles appear under their engine number at the top of the
one exceedance, the upper line is blank. page and remain until replaced by a new exceedance.
EGT START and EGT RED exceedance data are single line entries Version 2 profiles have an engine number listed at the top. New
and are recorded in the exceedance data section only after it is profiles enter the lower page from the left moving existing columns to
scrolled out of the profile data section. The line lists the total time of the right. When the right-hand column is bumped off the page, the
all EGT exceedances and highest temperature recorded after data is scrolled into the exceedance data section.
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EICAS EXCEEDANCE LIMITS
The graphic is a summary of the General Electric CF6-80C2F

EICAS exceedance limits.
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Exhaust
Boeing 747-400
ENGINE EXHAUST SYSTEM ........................................................ 2 DIRECTIONAL PILOT VALVE (AND PRESSURE SWITCH) ........ 46
ENGINE EXHAUST-GENERAL ..................................................... 4 REVERSE THRUST. SYSTEM CONTROL ................................... 48
THRUST REVERSER SYSTEM. STOWED .................................. 6 THRUST REVERSER CONTROL SWITCHES ............................. 50
THRUST REVERSER SYSTEM. DEPLOYED ............................... 8 MICROSWITCH PACK ASSEMBLY .............................................. 52
T/R CONTROL SYSTEM OPERATION. MECHANICAL................ 10 CDU POSITION SWITCH MODULE .............................................. 54
CENTER DRIVE UNIT ................................................................... 12 T/R CONTROL SYSTEM OPERATION. ELECTRICAL ................. 56
CENTER DRIVE UNIT OPERATION ............................................. 14 REVERSER INTERLOCK ACTUATOR ......................................... 58
CDU MAINTENANCE PRACTICES ............................................... 19 REVERSE THRUST LEVER INTERLOCK ACTUATOR -
FLEXIBLE DRIVE SHAFT .............................................................. 23 OPERATION .................................................................................. 60
ANGLE GEARBOX AND BALLSCREW ACTUATOR .................... 27 THRUST REVERSER CONTROL SYSTEM-GENERAL
TRANSLATING COWL .................................................................. 30 OPERATION .................................................................................. 63
T/R TRACK LINERS AND SLIDERS ............................................. 32 CDU-ROTARY VARIABLE DIFFERENTIAL TRANSDUCER ........ 66
BLOCKER DOORS AND DRAG LINKS ......................................... 34 THRUST REVERSER INDICATING SYSTEM .............................. 68
DEFLECTORS ............................................................................... 36 T/R INDICATING SYSTEM OPERATION ...................................... 70
THRUST REVERSER GENERAL OPERATION ............................ 39 T/R MECHANICAL OPERATION. SUMMARY............................... 73
THRUST REVERSER CONTROL SYSTEM .................................. 42 T/R ELECTRICAL OPERATION. SUMMARY ................................ 76
THRUST REVERSER PRESSURE REGULATING AND TRANSLATING COWL MANUAL DEPLOY/STOW ....................... 81
SHUTOFF VALVE .......................................................................... 44 THRUST REVERSER DEACTIVATION AND LOCKOUT.............. 84

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ENGINE EXHAUST SYSTEM
The engine exhaust system controls and removes exhaust gases to

provide forward and reverse thrust. Forward thrust is achieved using
both fan exhaust and turbine exhaust. Fan exhaust accounts for
79% of the thrust while turbine exhaust accounts for 21% of the
thrust. Fan exhaust may be used for decelerating the airplane on the
ground with the thrust reverser system. Thrust is reversed by
blocking fan air flow aft and directing it forward.
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ENGINE EXHAUST-GENERAL
The CF6-80C2 thrust reverser system is pneumatic in operation.

Control originates from the thrust lever which signals the thrust
reverser to deploy or stow. Indication of thrust reverser translating
cowl position is displayed on the EICAS displays unit. Pneumatic
pressure to the thrust reverser system is controlled by the thrust
reverser pressure regulating and shutoff valve (T/R PRSOV) and the
directional pilot valve. When in the reverse thrust position, thrust
reverser blocker doors prevent fan air exhaust from exiting the rear
of the engine. The thrust reverser deflectors direct the blocked air
forward to decelerate the airplane.
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THRUST REVERSER SYSTEM. STOWED
The thrust reverser system provides engine power to decelerate the

airplane on the ground for landing and aborted takeoffs. There are
two translating cowls per engine, which independently move aft
upon deployment. The thrust reverser receives pneumatic pressure
when reverse thrust is commanded. Each translating cowl has an
upper, lower, and center actuator which drives the translating cowls
aft. The center actuator is integral to the center drive unit (CDU).
Pneumatic pressure is changed into mechanical motion in the CDU.

The CDU drives the upper and lower angle gearbox and ballscrew
actuators through a flexible drive shaft. The center ballscrew
actuator is driven through internal gearing in the CDU. The angle
gearbox and ballscrew actuators, as well as the CDU, are mounted
to the front face of the thrust reverser torque.
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THRUST REVERSER SYSTEM. DEPLOYED
The thrust reverser translating cowls include track sliders (T

SLIDERS) that are aerodynamically faired and move on thrust
reverser track liners (T TRACKS). The sliders are on the top and
bottom of each translating cowl. The track liners are attached to the
non-translating portion of the thrust reverser. Blocker doors, drag
links and deflectors around the thrust reverser, redirect the fan air
exhaust forward which provides airplane deceleration.
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T/R CONTROL SYSTEM OPERATION. MECHANICAL
General
The airplane must be on the ground with 28 volts dc power and

pneumatic pressure available for thrust reverser operation.
The thrust reverser pressure regulating and shutoff valve (T/R

PRSOV) controls engine bleed air to the center drive units (CDUs),
the directional pilot valve (DPV) and the pressure switch.
Deploy
When reverser deployment is commanded, the thrust reverser

system is pressurized through the T/R PRSOV. A solenoid valve on
the T/R PRSOV energizes opening the T/R PRSOV and allowing air
to the CDUs and the DPV. A solenoid in the DPV energizes, opening
the valve, allowing a pneumatic signal to the CDU directional control
valves (DCVs). This signal commands the CDUs to deploy.
Stow
When the reverser is commanded to stow, the T/R PRSOV opens

pressurizing the system. However, the DPV is not energized open
and a pneumatic signal is not sent to the DCV. Lack of a signal to
the DCV commands the CDU to the stow direction.
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CENTER DRIVE UNIT
General
The center drive unit (CDU) is an air motor. It converts pneumatic - A rotary variable differential transducer (CDU-RVDT) for position
pressure into mechanical motion to drive the translating cowls to the feedback
deploy and stow positions. There is one CDU mounted on each
thrust reverser half torque box between the upper and lower angle - A manual brake release handle
gearboxes. Each is accessible by opening the respective fan cowl.
- A position indicating switch module
Characteristics - And a stow rig indicator button
Each CDU consists of: The left and right units are interchangeable. The actuator stroke
length is approximately 22 inches. The feedback rod stroke is about
- An air supply inlet 3.5 inches. The position switch module is line replaceable and does
not require rigging.
- A directional control valve assembly (not shown)
78.31.0709.001
- A linear ballscrew actuator
- A gearbox with two output drives
- Two flexible drive shafts
- Two square drives for manual deployment and deactivation
- A lockout plate

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CENTER DRIVE UNIT OPERATION
Component Features The valve is spring-loaded to the stow position.
The CDU basically consists of: The air motor consists of two three-lobed reversible aluminum rotors
synchronized by steel spur gears. One shaft drives the pinion bevel
- A directional control valve (DCV) gear of the ballscrew and is attached to the brake assembly. The
- An air motor other rotor shaft drives the CDU-RVDT and the two output drives.
- An actuator cone brake
- A manual brake release lever The actuator (cone) brake consists of a spring-loaded friction cone
- A ballscrew and ballnut actuator and its rotating mating cone mounted on the air motor shaft. The
- A stop rod brake disengages when a pivoted lever is operated by translation of
- A CDU position switch module the valve actuator piston. When engaged, the brake allows the air
- And a gearbox motor to rotate in the stow direction, but prevents rotation in the
deploy direction.
The gearbox contains:
The manual brake release lever releases the cone brake for manual
- Two flexible drive shaft output drives operation of the translating cowl. The brake releases when the lever
- A CDU-RVDT is moved approximately 60 into a detent or flat.
- A square drive pad
The ballscrew and ballnut actuator is one assembly. The hollow
The directional control valve (DCV) assembly consists of: ballscrew is driven by the air motor. It is free to rotate, but cannot
translate. It engages the ballnut actuator which is free to translate
- A directional valve but cannot rotate as it is attached to the translating cowl.
- A helix rod and spring
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Component Features (cont)
The stop rod is linked to the DCV assembly on one end and has a The stop rod is pulled toward the deploy stop as the actuator
mushroom shaped head on the other. It rotates the (DCV) through approaches the deploy position. At approximately 1.5 inches from
an override linkage, operates the CDU position switch module and full deploy the stop rod is contacted by the ballnut actuator. The stop
engages the cone brake through an override linkage at the end of rod then rotates the DCV to the neutral position. This causes a
translation. slowing or snubbing effect, stops airflow to the air motor and
engages the cone brake. The deploy limit switch is also activated by
The CDU position switch module contains stow and deploy limit the stop rod which causes the T/R PRSOV to close and cut off air to
switches for thrust reverser position indication. The switches are the air motor.
also in the circuit to open and close the T/R PRSOV. They are
operated by the stop rod.
Stow Operation
The gearbox contains two splined output drives that rotate the
flexible drive shafts. It also contains a square drive pad that is used When the stow mode is selected, the air signal from the DPV is cut
for manual operation. The gearbox also drives the CDU-RVDT. off and the spring in the DCV assembly drives the valve actuator
piston down and rotates the DCV to the stow direction.
78.31.0710B-001
Deploy Operation
When the deploy mode is selected, the valve actuator piston is

pressurized by air from the directional pilot valve (DPV). The helix
rod rotates the DCV as the valve actuator piston rides up its shaft.
The cone brake releases, and the air motor rotates, driving the
ballscrew in the deploy direction. The ballnut actuator begins to
moving toward deploy. The stop rod pulls away from the stow stop
actuating the stow limit switch.

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Stow Operation (cont)
The directional valve override linkage allows the valve to rotate

without the stop rod moving. Air is admitted to the air motor. The
ballscrew rotates, and the ballnut actuator begins moving toward
stow. When the actuator is approximately 1/4 inch from stow, the
stop rod rotates the DCV toward stow. The DCV, when in the stow
position, has bleed air holes allowing air to drive the CDU to the full
stow stop, preloading the actuation system.
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CDU MAINTENANCE PRACTICES
Manual Unlocking
A manual brake release lever on the CDU unlocks the CDU cone CAUTION: DO NOT REMOVE CLEVIS PIN RETAINING CLIP
brake when it is pulled away from the CDU. Pull the handle BOLT. BACK BOLT OUT ENOUGH TO ROTATE
approximately 60 until a flat is felt. The fan cowl panel cannot be RETAINING CLIP. REMOVAL OF BOLT WILL DAMAGE
closed as long as the handle is pulled out. NUTPLATE. (REFER TO BALLSCREW ROD END
ATTACHMENT TO TRANSLATING COWL)
Deactivation NOTE: Exercise caution to prevent upper flexshaft core from sliding
out of sheath. (This refers to the flexshaft connection to the CDU.)
The CDU is deactivated by installing a lockout plate. The lockout
plate is secured by two bolts, and has a 1/4 inch square drive stub To remove the CDU the appropriate actuator access panel must be
shaft. To deactivate, remove the bolts, reverse the lockout plate, and removed and the thrust reverser manually deployed enough to
re-install the bolts. This locks the drive preventing rotation of the expose the ballscrew actuator clevis pin. With the ballscrew actuator
flexible drive shafts and movement of the actuators. Attach a disconnected from the translating cowl and the CDU may be
REVERSER DEACTIVATED pennant to the CDU lockout plate. removed.
The remainder of the procedure consists of removing the flexible

Removal and Installation drive shafts, two pneumatic connectors, the electrical cable and the
CDU flange bolts.
The following cautions and notes should be observed during
78.31.0711A-001
removal:

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Removal and Installation (cont)
The thrust reverser system must be rigged after a CDU is installed.

The shims behind the CDU flange are used to set the translating
cowl gap distance.
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FLEXIBLE DRIVE SHAFT
General Maintenance Practices
The flexible drive shafts mechanically connect the CDU with the If removal is required first open the fan cowl panel to gain access to
upper and lower angle gearbox and ballscrew actuators. the thrust reverser torque box area. Release the CDU brake by
pulling the manual brake release handle out until a flat is felt.
There are four drive shafts on each engine. Two are on each thrust (approximately 60 ). Open the quick release clamps securing the
reverser half, connected between the CDU and the upper and lower shafts to the thrust reverser torque box.
angle gearbox and ballscrew actuators. Access is by opening the fan
cowl panels. NOTE: LWR-RH and UPPER-LH shafts have two clamps, LWR-LH
and UPPER-RH shafts have one clamp.
Each drive shaft consists of an outer casing with mounting flanges
and an inner core. The outer casing is corrosion resistant steel lined CAUTION: PRECAUTIONS SHOULD BE TAKEN TO PREVENT
with teflon and lubricated with grease. The inner core is stranded CORE FROM SLIDING OUT OF CASING. ANY
music wire. The end of the core that attaches to the CDU is a 3/8 CONTACT WITH UNCLEAN SURFACES WILL
inch spline. The angle gearbox end is 0.200 inch square shaft. The REQUIRE CORE REPLACEMENT.
upper and lower drive shafts are different lengths.
78.31.0712A-001
Operation
The CDU drives both flexible drive shafts. Each shaft then drives its
respective angle gearbox and ballscrew actuator.

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Maintenance Practices (cont)
Remove bolts and washers securing the shaft to the CDU and to the
angle gearbox and remove the complete unit.
CAUTION: IF ONE FLEXIBLE DRIVE SHAFT ON REVERSER

HALF FAILS, BOTH SHAFTS ON THAT HALF MUST
BE REPLACED AS TORSIONAL LIMITS MAY HAVE
BEEN EXCEEDED.
Reinstallation of the flexible shaft is basically the reverse of the

removal. However, a thrust reverser actuation system rigging
procedure must be performed after installation.
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ANGLE GEARBOX AND BALLSCREW ACTUATOR
General Removal and Installation
The angle gearbox and ballscrew actuator drives the translating The angle gearbox and ballscrew actuator must be removed as a
cowl. One angle gearbox and ballscrew actuator is mounted on the unit. The angle gearbox may then be separated from the ballscrew
upper and one on the lower torque box of each thrust reverser half. actuator after removal. The translating cowl must first be deployed
Access is by opening the fan cowl panels. enough to expose the ballscrew actuator clevis pin. The rotary
flexible drive shaft is then removed, then the clevis pin, and finally
The gearbox has two square input drives and a splined output for the gearbox and actuator. The following two cautions should be
the ballscrew connection. The square drive opposite the drive shaft observed:
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 CAUTION: ENSURE THAT THE DRIVE SHAFT CORE DOES NOT
made to fit the hole. SLIDE OUT OF THE OUTER CASE WHEN REMOVING
THE ROTARY FLEXIBLE DRIVE SHAFT. DO NOT
The ballscrew is spline coupled to the gearbox. A stop collar (not REMOVE THE CLEVIS PIN RETAINING CLIP BOLT.
shown) is pinned to the end of the ballscrew to limit actuation length. BACK THE BOLT OUT ONLY ENOUGH TO ROTATE
The ballscrew actuator consists of the ballnut, actuator tube, and rod THE RETAINING CLIP. THE NUT PLATE WILL BE
end bearing. The ballnut is grease lubricated. DAMAGED IF THE BOLT IS REMOVED.
78.31.0713A-001
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.

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Removal and Installation (cont)
The thrust reverser system must be rigged after an angle gearbox

and ballscrew actuator is installed.
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TRANSLATING COWL
General Maintenance Practices
The translating cowl directly controls the flow of fan air exhaust. In If the translating cowl needs to be removed it must first be opened
the stowed position, fan air exhausts aft for forward thrust. In the approximately 16 inches.
deployed position, fan air is directed radially outwards and forward
providing reverse thrust. CAUTION: DO NOT OPEN THRUST REVERSER HALF BEYOND
THE 20 DEGREE POSITION WITH THE
The translating cowl is constructed of a kevlar, graphite, and TRANSLATING COWL EXTENDED. DAMAGE TO
fiberglass facesheet with a nomex core. Hinges are bonded into the TRANSLATING COWL OR STRUT MAY RESULT.
inner wall. Six hinged blocker doors are housed in the inner wall of
each cowl. Open the thrust reverser half to the 20 position. Disconnect blocker
door drag links from aft side of blocker door. Disconnect actuators
from translating cowl and slide the translating cowl aft on its track to
Reverser Track Fairing remove.
78.31.0714.001
The reverser track fairing provides for smooth airflow over the thrust
reverser sliders and liners. The fairing is part of the translating cowl
and is located on the top and bottom of each translating cowl.

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T/R TRACK LINERS AND SLIDERS
General
The translating cowl slides on a track and low friction slider

mechanism. There are two sets of thrust reverser track sliders on
each translating cowl. Each set, on the top and bottom of each
translating cowl, features a T-shaped main slider and a J-shaped
auxiliary slider. These sliders move upon T and J-shaped track
liners. The liners are affixed to the stationary fan duct cowl and the
hold the translating cowl to the thrust reverser. The J-shaped
auxiliary track liner is mounted external to the deflectors while the T-
shaped main track liner is mounted under the deflectors.
Maintenance Practices
Thrust reverser track sliders must be inspected for wear. The low
friction teflon surfaces must be smooth and clean.
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BLOCKER DOORS AND DRAG LINKS
General
Six thrust reverser blocker doors per thrust reverser half are CAUTION: DO NOT OPEN THE THRUST REVERSER HALF
mounted on the inner wall of the translating cowl. The blocker doors BEYOND THE 20-DEGREE POSITION WHEN THE
deflect fan air forward when the translating cowl is deployed. The THRUST REVERSER TRANSLATING COWL IS
drag links pull the doors into position during deployment. DEPLOYED. DAMAGE TO TRANSLATING COWL OR
STRUT MAY RESULT.
The doors are made of fiberglass and graphite composite, with
bonded aluminum hinges. There are two hinges on the wide, forward Open the applicable thrust reverser half to the 20 position.
end that connects to the inner wall of the translating cowl. There is a Disconnect the drag link from the blocker door by first pushing the
drag link connection in the center of the door. The drag link is pinned blocker door forward over the link arm and remove the bolt. Remove
to this connection which is spring-loaded. The spring provides a load bolts that attach the hinges to the translating cowl and remove the
to hold the door closed when the reverser is stowed. All 12 blocker blocker door. The drag link could also be removed at this time by
doors are interchangeable. cutting the protective coating from the nuts and washers on the
inboard side of the fan duct cowl and removing the nuts and
washers. Cut the link support free of coating and pull the link support
Maintenance Practices with the drag link out of the fan duct cowl. Separate the drag link
from the link support by removing the bolt, washer and link pin.
Thrust reverser blocker doors must be checked for movement at its
78.31.0716.001
attach points. If removal is necessary, manually deploy the
translating cowl approximately 16 inches.

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DEFLECTORS
General
The deflectors direct fan air forward during reverse thrust operation. Deflectors must be inspected periodically for cracks, corrosion, and
During forward thrust operation the deflectors are covered by the impact damage.
translating cowl. The deflectors are exposed and accessible when
the translating cowl is deployed. The blocker doors direct fan air CAUTION: DO NOT OPERATE ENGINE IN REVERSE THRUST
through the deflectors. The deflectors direct the air forward to WITH DEFLECTORS MISSING. DAMAGE TO THE
decelerate the airplane. REVERSER MAY RESULT.
78.31.0717.001
The deflectors are constructed of cast aluminum. The front and rear
of the deflectors are bolted to the thrust reverser fixed structure.
There are gang channels between each deflector segment to
interconnect the deflectors. The gang channels are attached to the
deflectors with tri-wing screws. The top deflector has two gang
channels. Seven different type deflectors (A through G) are mounted
on each thrust reverser half. Each type directs the air differently as
shown.
Maintenance Practices
Thrust reverser deflectors have limited interchangeability due to

required flow angles. Exact deflector position is found in the
maintenance manual.

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THRUST REVERSER GENERAL OPERATION
Operational Requirements
Operation of the thrust reverser requires that the airplane be on the transducer (CDU-RVDT) mounted on each CDU. These signals give
ground with pneumatic pressure and electrical power available. reverser position information to the ECU, allowing increased reverse
thrust only after both translating cowls are nearly deployed.
Deploy Operation
Stow Operation
The thrust reverser deploys when the thrust reverser lever is raised.
When the reverse thrust lever is raised to the idle detent position, The thrust reverser stows when the reverse thrust lever is moved
the T/R directional pilot valve (DPV) switch and the T/R control fully down. Pneumatic pressure is routed to the CDU air motor from
switch close. A circuit to the thrust reverser pressure regulating and the T/R PRSOV. However, when going towards stow the DPV does
shutoff valve (T/R PRSOV) is completed through the T/R control not send a signal to the CDU which is spring-loaded in the stow
switch and center drive unit (CDU) switches in the CDU switch direction. The CDU air motor will then turn in the stow direction and
assembly. This opens the T/R PRSOV allowing pneumatic pressure drive the translating cowls to the fully stowed position through the
to the CDU and to the DPV. The T/R DPV switch signals the DPV to ballscrew actuators. Once the translating cowls are stowed, the
open. The DPV sends a pneumatic deploy signal to the CDU. The CDU-RVDTs signal the ECU to allow the increase in thrust when the
CDU drives upper and lower angle gearbox and ballscrew actuators forward thrust levers are advanced.
through flexible drive shafts, as well as its internal ballscrew
78.30.0705A-001
actuator.
The translating cowls are driven independently. The reverse thrust

lever is restricted to the idle reverse position by the thrust reverser
interlock actuator until both translating cowls are nearly deployed.
Signals are sent to the ECU from a rotary variable differential

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Indications
The CDU switches complete a circuit to EICAS when the translating

cowl unlocks resulting in an amber REV message above the N1
display. The REV message changes to green when both translating
cowls are fully deployed.
Anytime the position of the T/R PRSOV disagrees with the

commanded position, an EICAS advisory message ENG (1)
REVERSER appears.
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THRUST REVERSER CONTROL SYSTEM
The thrust reverser control system controls the positioning of the

thrust reverser to either deploy or stow.
The thrust reverser control system includes the:
- CDU-RVDT (rotary variable differential transducer) mounted on

the CDU
- T/R pressure regulating and shutoff valve (T/R PRSOV)

underneath the No. 3 forward fairing
- Directional pilot valve (DPV) (and pressure switch) on the left T/R
torque box
- DPV filter on the input to the DPV
- T/R interlock actuator in the autothrottle assembly in the pilots

control stand
- T/R DPV switch in the forward section of the pilots P8 control

stand
- T/R control switch in the thrust lever assembly
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THRUST REVERSER PRESSURE REGULATING AND SHUTOFF

VALVE
The thrust reverser pressure regulating and shutoff valve T/R

PRSOV isolates the thrust reverser's pneumatic system from the
airplane's pneumatic system and regulates the pressure.
There is one valve in each strut at the entrance to the reverser's

supply duct downstream of the precooler. Access is by removing the
No. 3 forward fairing.
The T/R PRSOV consists of a steel valve body with a poppet valve,
a pressure regulator and a relief valve.
The poppet-type valve is spring-loaded closed. When reverse thrust

is selected, 28 volts dc powers the solenoid valve, air flows around
the poppet valve stem, through the solenoid valve and pressurizes
the opening chamber of the poppet valve. The valve compresses
against the closing spring, opening the poppet.
The pressure regulator is set at 70 psig. It vents air when the inlet
pressure exceeds this setting. This modulates the poppet valve,
regulating downstream pressure. In normal deployment situations
the air supply pressure is not usually 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.
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DIRECTIONAL PILOT VALVE (AND PRESSURE SWITCH)
General Operation
The directional pilot valve (DPV) changes the direction of the The DPV pressurizes or vents a directional control valve located
directional control valve (DCV) in the center drive unit (CDU). This inside the CDUs. When the solenoid is de-energized, air pressure
determines whether the thrust reverser deploys or stows. The from the T/R PRSOV is blocked and air from the directional control
pressure switch completes a circuit for thrust reverser indication. valve is vented around the DPV ball valve to ambient. When the
solenoid is energized, by pulling up on the reverse thrust lever, the
The DPV (and pressure switch) is mounted on the thrust reverser ball valve moves down closing the vent and the poppet valve opens
torque box of the left reverser half. There is one per engine. Access allowing air pressure to the directional control valve.
is by opening the left fan cowl panel.
The pressure switch senses air pressure to the DPV. The switch
The DPV is spring-loaded closed. It consists of a ball valve closes when it senses pressure from the T/R PRSOV. Its position is
assembly and poppet valve on a common shaft, a solenoid, and a independent of the directional pilot valve position. The pressure
cleanable air filter. The pressure switch is a two-position micro switch will cause an EICAS message to be displayed for a
switch. disagreement condition.
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REVERSE THRUST. SYSTEM CONTROL
In order to raise the reverse thrust lever, the forward thrust lever
must first be moved aft to the idle stop position. The forward thrust
interlock prevents movement of the reverse thrust lever except in the
idle stop position. Movement of the reverse thrust lever towards the
reverse position causes the following to happen:
- 6 : thrust reverser pressure regulating and shutoff valve (T/R

PRSOV) opens
- 30 : directional pilot valve opens. Translating cowls move toward

the deploy position.
- 47 : reverse idle interlock stop. Prevents increasing reverse thrust

until translating cowls are deployed.
- 89 : full reverse thrust applied.
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THRUST REVERSER CONTROL SWITCHES

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General
Two thrust reverser control switches provide the initial electrical

signal to deploy or stow the thrust reverser. The control switches are
in the pilots control stand (P8). One control switch is in the forward
thrust lever handle, and is used to control the electrical signal to the
thrust reverser pressure regulating and shutoff valve (T/R PRSOV).
The other control switch is in the microswitch pack assembly and is
used to control the electrical signal to the thrust reverser directional
pilot valve. The switches are microswitch type and are operated
mechanically by the reverse thrust lever.
Operation
28 volt dc electrical power is available to the control switches when

the airplane is on the ground. The control switch for the T/R PRSOV
closes when the reverse thrust lever is raised more than 6 , and
signals the T/R PRSOV open. Once the T/R PRSOV solenoid is
energized, air pressure is allowed to flow into the thrust reverser
system.
The control switch for the directional pilot valve closes when the
reverse thrust lever is raised above 30 , and signals the directional
pilot valve to open, allowing air pressure to the deploy side of the
CDU air motor.

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MICROSWITCH PACK ASSEMBLY
General General Adjustment
The microswitch pack assembly allows the thrust lever to provide a To adjust the switches the thrust lever should be positioned at 8 from
mechanical to electrical input to several aircraft systems. The idle stop and restrained in this position. The locknut is loosened and
following table lists the eight switch contacts and their nomenclature: the outer sleeve is unscrewed until switch continuity is broken. The
outer sleeve is screwed back in until continuity is achieved. The
Engine 1 locknut is tightened.
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S1B auto brake/auto speedbrake switch.
S181 ( not shown) thrust reverser ( directional control valve) switch.
Engine 2
S2B auto brake switch.

Engine 3
S3B auto brake/auto speed brake switch.

Engine 4
S4B autobrake switch.

S184 ( not shown) thrust reverser (directional control valve) switch.

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CDU POSITION SWITCH MODULE
The center drive unit (CDU) position switch module completes a

circuit for thrust reverser position indication and to open the T/R
PRSOV for thrust reverser operation.
One switch module is installed on each CDU. An electrical cable is

routed from the switch module along the torque box to a bracket
near the top of the torque box. Access is gained by opening the fan
cowl panels.
Each switch module contains a deploy and a stow switch. The

switches are double-pole double-throw. The switch assemblies are
line replaceable units. During removal, the spring and washer may
fall out. The spring is tapered, with the large end going into the CDU
housing when installing.
A line replaceable electrical cable connects the CDU position switch

module to the airplane wiring harness. The cable on the right thrust
reverser half (not shown) has two electrical connectors, one to the
CDU position switch module and one to the airplane wiring harness.
The cable on the left thrust reverser half has four electrical
connectors, one to the airplane wiring harness, one to the CDU
position switch module and two to the directional pilot valve (and
pressure switch).
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T/R CONTROL SYSTEM OPERATION. ELECTRICAL
General Stow
The airplane must be on the ground and 28 volts dc power available Returning the reverse thrust lever to the stow position moves the
at the appropriate engine dc bus and the essential dc bus. thrust reverser control switches, S101 and S181, to the stow
position. The DPV solenoid and R7142 de-energize. The T/R
PRSOV solenoid is energized, opening the T/R PRSOV. The T/R
Deploy deploy switches move out of the deploy position when the translating
cowls begin moving to the stowed position. The T/R stow switches
Selecting reverse thrust moves the thrust reverser control switches, move to the stowed position when the translating cowls are one-
S101 and S181 to the deploy position. The 28 volts dc from dc bus quarter inch from stowed. This de-energizes the T/R PRSOV
No. 1 powers the DPV solenoid through relay R8015 which is solenoid, closing the valve. Power to R7128 is removed
energized only on the ground. Through switch S101 28 volts dc will commanding the engine to ground idle and completing the circuit for
energize relay R7142, commanding the engine to the flight idle and engine TAI valve operation.
cause the L.E. flaps to automatically retract if extended. Another
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contact in R8015 provides 28 volts dc to the left and right T/R deploy
switches. From here the T/R PRSOV solenoid is energized to open
the valve. Relay R7128 is energized to close the engine TAI valve if
open and open the HPSOV and PRV in the event they were
commanded closed.
The thrust reverser stow (T/R stow) switches in the CDU switch
assembly move to the unstowed position when the translating cowls
travel one-quarter inch. The thrust reverser deploy (T/R deploy)
switches move to the deployed position when the translating cowls
are one-quarter inch from full deploy. The circuit to the T/R PRSOV
solenoid is opened, closing the valve when both deploy switches
open.

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REVERSER INTERLOCK ACTUATOR
The thrust reverser interlock actuator physically prevents the

application of increased reverse thrust until the thrust reverser
translating cowls are nearly fully deployed. When selecting reverse
thrust, initially the reverse thrust lever can only be raised to the
reverse thrust idle position (approximately 46 ). After the T/R
PRSOV and the directional pilot valve have opened, the translating
cowls deploy. When the thrust reverser translating cowls have
deployed more than 60% of the way, the interlock actuator unlocks
allowing the reverse thrust lever to be raised towards the full reverse
position. The interlock actuator is adjacent to the autothrottle
assembly in the pilots control stand.
A thrust lever interlock is on each thrust lever to prevent the forward

thrust lever from moving when the reverse thrust lever is raised. It
also prevents the reverse thrust lever being raised when the thrust
lever is not at the idle stop. The interlock is a small mechanical arm
(pawl) that enters into a hole in the control stand railing thus locking
the forward thrust lever to the control stand when reverse thrust
lever is raised. The hole is aligned to the pawl only when the forward
thrust lever is at the idle stop. When the forward thrust lever is not at
the idle stop the pawl hooks the reverse thrust lever arm preventing
the reverse thrust lever from being raised.
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REVERSE THRUST LEVER INTERLOCK ACTUATOR -

OPERATION
Description
The interlock actuator is a 28 volt dc powered reversible torque When the reverse thrust lever is moved to the stow position the
motor. Power to extend or retract the actuator is controlled by the interlock relay relaxes after the translating cowls are less than 20%
thrust reverser interlock relay in the P6 panel. The relay is energized deployed and the ECU senses that the lever has been moved to the
by 28 volt dc power with a ground from the engine control unit stow position based on TRA (thrust resolver angle). Then the
(ECU). The ECU supplies a ground when the CDU-RVDT indicates interlock actuator motor retracts.
greater than 60% deployment.
Indication
Operation
If the interlock actuator fails to move to the retracted position with a
When the reverse thrust levers are raised to the reverse thrust idle TRA greater than 43 degrees (approximately 10% forward thrust
position and the translating cowls are more than 60% deployed, the lever movement) for greater than 10 seconds an EICAS status
ECU completes a circuit to energize the interlock relay. The message REV (1) INTERLOCK will be displayed.
energized relay allows 28 volts dc to the interlock actuator motor,
78.34.0705.001
allowing the actuator to extend (unlock). Initially the motor gets its
ground through the full retract limit switch until the motor actually
moves the actuator from the full retract position. Once the full retract
limit switches move off the full retract position the motor gets its
ground through the energized interlock relay. Once the actuator fully
extends the full extend limit switch moves to remove power from the
motor. With the actuator extended the reverse thrust lever is free to
move towards the full reverse thrust position. The actuator remains
extended as long as the translating cowls are deployed.

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THRUST REVERSER CONTROL SYSTEM-GENERAL

OPERATION
The thrust reverser control system positions the thrust reverser to The ECU sends a signal to the T/R interlock actuator to allow
the deploy or stow position. increased reverse thrust once both translating cowls are nearly fully
deployed. The CDU position switch module interrupts the circuit to
The system controls the flow of air through the T/R PRSOV, and the T/R PRSOV when the translating cowl is fully deployed. The T/R
down to the CDUs and the directional pilot valve (DPV). The CDUs PRSOV closes removing the air pressure to the CDU and the air
then drive the translating cowls to the stow or deploy position. motor stops turning.
Deploy Stow
Deploying the thrust reverser requires that the airplane be on the When the reverse thrust levers are moved to the stow position the T/
ground with 28 volt dc power and bleed air available. R PRSOV is again energized open through the T/R control switch.
However, the DPV remains closed when going to stow therefore the
When the reverse thrust lever is moved to deploy the T/R control DCV in the CDU remains positioned to the stow direction. The CDU
switch completes a circuit to energize the T/R PRSOV solenoid. The air motor then turns in the stow direction driving the translating cowls
T/R PRSOV opens allowing air down to the CDUs and to the DPV. to stow. The CDU-RVDT senses the translating cowl position going
The T/R DPV switch is also activated when going to deploy and to stow and sends this information to the ECU.
completes a circuit to energize the DPV to the open position. The
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DPV sends a deploy air signal to the directional control valve (DCV)
in the CDU. This causes the CDU air motor to turn in the deploy
direction. The CDUs drive the translating cowls to deploy through 6
actuators per engine. The position of the translating cowl is sensed
by the CDU-RVDT which sends a signal to the ECU.

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Stow (cont)
The ECU receives a signal of translating cowl position and allows

increased forward thrust once both translating cowls are less than
15% deployed. The CDU position switch module interrupts the circuit
to the T/R PRSOV once the translating cowls are fully stowed. The
T/R PRSOV closes removing the air pressure to the CDU and the air
motor stops turning.
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CDU-ROTARY VARIABLE DIFFERENTIAL TRANSDUCER
General Adjustment
One dual coil CDU-RVDT is mounted on each CDU. The CDU- A small window is located on the CDU-RVDT to aid in establishing
RVDTs provide thrust reverser position information to the engine proper adjustment prior to installing on the CDU. Rotation of the
control unit (ECU). The ECU signals the thrust reverser interlock square drive shaft may be necessary to align the transducer index
actuator to unlock when the thrust reverser is more than 60% marks.
deployed. The CDU-RVDTs also provide thrust reverser position
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indication in angular degrees of deployment. This information is
displayed on the EICAS EPCS maintenance page next to the thrust
reverser left (T/R L) and thrust reverser right (T/R R) headings.
The CDU actuator position is sensed at the CDU gearbox output

which drives the CDU-RVDT. One coil in each CDU-RVDT is excited
and sensed by channel A in the ECU. The other coil is excited and
sensed by channel B in the ECU. The CDU-RVDT is a RVDT but the
differential function of the RVDT is not used in this installation.
EICAS Message
The EICAS status message ENG (1) REV POS is displayed when
the ECU is incapable of sensing the reverser position.

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THRUST REVERSER INDICATING SYSTEM
The thrust reverser indicating system provides indication of thrust

reverser position.
The center drive unit (CDU) position switch modules are mounted
directly to the CDU. The switches provide a green or amber REV
thrust reverser position indication above the N1 display on the main
EICAS display. The green indication is displayed when the thrust
reverser is fully deployed. The amber indication is displayed while
the reverser is in transit.
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T/R INDICATING SYSTEM OPERATION
In Transit Stowing
The thrust reverser position is indicated by a green or amber REV The REV indication changes back to amber when the reverser is
message above the N1 display. When the airplane is on the ground commanded to stow and the translating cowls are in-transit to the
and reverse thrust is selected the T/R PRSOV will open providing air stow position. The amber REV display remains if either translating
down to the thrust reverser system. While the translating cowl is in- cowl does not fully stow.
transit the CDU switches mounted on each CDU provide a ground
causing the EICAS amber REV indication input. The amber REV will
appear above the N1 display as long as both translating cowls are EICAS Message
unstowed and not deployed.
The EICAS advisory message ENG (1) REVERSER appears when
there is an air pressure disagreement in the reverser system. The
Deployed DPV pressure switch senses air pressure downstream of the T/R
PRSOV in the air and on the ground. If there is no air pressure when
When both translating cowls are approximately one-quarter inch the reverser is commanded to deploy or stow (for greater than two
from full deploy, both deploy switches move to the deployed position. seconds on the ground) a circuit will be completed to EICAS to
This removes a ground through the stow switches for the amber display the message. If air pressure is sensed in the air the message
indication and provides a ground through the deploy switches and will be displayed.
relay R7132 to provide a green REV indication once both translating
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cowls are fully deployed.

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T/R MECHANICAL OPERATION. SUMMARY
General
The following are required to operate the thrust reverser: The ECU then sends a signal to the T/R interlock acutuator once the
translating cowls are greater than 60% deployed. The interlock
- Airplane on the ground actuator will then unlock to allow increased reverse thrust. The T/R
- DC electrical power PRSOV closes when the reverser is fully deployed.
- Available air supply (engine, APU, or ground air).
Deploy Indications
Deploy. Control and Operation
The CDU switches cause an amber or green REV indication to
Lifting the reverse thrust lever energizes and opens the T/R PRSOV. appear on the pilots main EICAS display when the translating cowls
The directional pilot valve (DPV) energizes and opens at the same are in-transit or deployed. The amber REV appears while the
time. Air flows through the T/R PRSOV to the left and right center translating cowls are in-transit and the green REV appears when
drive units (CDUs). Air also flows through the DPV to the directional both translating cowls are fully deployed.
control valves (DCVs) in the CDUs. The DCVs unlock the CDUs and
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direct the air from the T/R PRSOV to the deploy side of the air
motors in the CDUs. The air motors rotate the center ballscrews of
the two CDUs and the rotary flexible drive shafts. The drive shafts
rotate the ballscrews in the four angle gearbox and ballscrew
actuators. All six ballnut actuators translate aft, moving the
translating cowls (not shown). The air motors also drive the CDU-
RVDTs. The CDU-RVDTs provide a signal of thrust reverser
translating cowl position to the ECU.

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Stow. Control and Operation
The T/R PRSOV opens when the reverse thrust levers are moved to
stow. However, the DPV remains closed. The DCVs now direct the
air to the stow side of the CDU air motor. The air motors reverse
direction, driving all the ballscrews in the opposite direction. The
actuators pull the translating cowls toward the stow direction. The T/
R PRSOV closes when both translating cowls fully stow.
Stow. Indications
The REV indication will change from green to amber until both
translating cowls reach the full stow position.
EICAS Message
The EICAS status message ENG (1) REVERSER appears when

there is an air pressure disagreement in the reverser system. The
pressure switch on the DPV provides this indication. The EICAS
status message REV (1) INTERLOCK appears if the T/R interlock
actuator fails to return to the retracted or locked position.
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T/R ELECTRICAL OPERATION. SUMMARY
Deploy Mode Control
With the airplane on the ground, dc bus No. 1 powered and - The leading edge flaps are also retracted to prevent damage due
pneumatic pressure available the thrust reverser can be to reverse fan airflow.
commanded to deploy. Engines No. 2, 3, and 4 reverser control
power comes from the respective dc bus Nos. 2, 3, and 4. Lifting the Switch S181 provides 28 volt dc down to the DPV solenoid to
reverse thrust lever moves the S101 and S181 reverser control energize and provide a deploy signal to the CDU. The T/R PRSOV
switches to the deploy position. 28 volts dc from dc bus No. 1 solenoid will de-energize with the movement of the deploy switches
powers the T/R PRSOV solenoid through the deploy contact of to the deploy position. The CDU-RVDTs driven by the CDU gearbox
switch S101, relay R8015 and the deploy switches in the CDU send a signal of translating cowl position to the ECU. When the ECU
switch position modules. At the same time power through S101 also senses that the reversers have deployed more than 60 degrees the
energizes R7142 interrupting power to the flight/ground idle solenoid ECU sends a signal to the interlock actuator to unlock to allow
allowing the engine to go to flight idle. Relay R7128 also energizes increased reverse thrust.
through S101, R8015, and the deploy switches in the CDU position
switch module. When R7128 energizes the following airframe and
engine systems will be affected: Deploy Indications
- Flight idle is maintained as long as the T/R PRSOV is energized. When the stow switches move to the unstowed position a circuit is
completed through the not deployed
-The TAI valve is commanded closed.
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- The HPSOV and PRV are commanded open in the event that the
crew had shut off the bleed air supply via the bleed air switch
which would have closed the HPSOV, PRV and pylon valve.

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Deploy Indications (cont) EICAS Messages
contacts in the deploy switch to cause the amber REV indication The EICAS advisory message ENG REVERSER and the status
above the N1 display. Only one translating cowl need be unlocked message ENG (1) REVERSER are displayed if there is an air
for the amber REV to appear. When each translating cowl reaches pressure disagreement as sensed by the pressure switch on the
the full deploy position the deploy switches move to the deploy DPV for greater than two seconds.
contact providing a ground to EICAS through energized R7132 and
removing the ground to the amber input to EICAS. The REV The EICAS status message REV(1) INTERLOCK appears if the
indication then changes from amber to green. interlock actuator remains in the unlocked position and the TRA is
greater than 43 degrees for greater than 10 seconds.
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Stow Mode Control
To stow the thrust reverser, the reverse thrust lever is returned to its
full down position. The DPV solenoid is de-energized, however the
T/R PRSOV solenoid re-energizes through the stow contact in S101.
This causes the CDU air motors to drive the translating cowls
towards stow. When the translating cowls are fully stowed the stow
switches move to the stowed position removing power from the T/R
PRSOV solenoid removing the air pressure to the CDU air motors.
Stow Indications
As the translating cowls move toward the stow position the REV
indication changes back to amber as EICAS receives a ground input
from the unstowed switches in the CDU position switch module.

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Automatic Restow Feature
If either translating cowl inadvertently unstows, one of the not-

stowed switches is closed. This closure allows the T/R PRSOV
solenoid to be energized directly through the stow contact in S101
bypassing the air/gnd relay. The CDU air motor would then drive the
translating cowl back towards stow.
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TRANSLATING COWL MANUAL DEPLOY/STOW
This procedure covers manual translation of the translating cowl WHEN TRANSLATING THRUST REVERSER
using either a manual speed wrench or an air-powered wrench. Do MANUALLY, WATCH FOR SINGLE ACTUATOR AND
not extend a translating cowl with the thrust reverser open. CDU OPERATION. IF THIS OPERATION SHOULD
OCCUR, STOP TRANSLATING THRUST REVERSER
WARNING: FAILURE TO FOLLOW THIS PROCEDURE COULD AND CHECK FOR UNINSTALLED OR BROKEN
RESULT IN INADVERTENT THRUST REVERSER FLEXIBLE DRIVE SHAFTS.
OPERATION WITH POSSIBLE INJURY TO
PERSONNEL AND/OR DAMAGE TO EQUIPMENT. IF AIR-POWERED WRENCH IS USED TO DEPLOY OR
REFER TO 27-61-00/201 FOR APPROPRIATE STOW THRUST REVERSER TRANSLATING COWL,
SPOILER/SPEEDBRAKE DEACTIVATION WATCH FOR FEEDBACK ROD MOTION WHEN
PROCEDURE. INADVERTENT SPOILER MOVEMENT NEARING FULL DEPLOY DEPLOY/STOW. WHEN
CAUSED BY ACTUATING THRUST LEVERS COULD MOTION IS DETECTED, REMOVE AIR-POWERED
RESULT IN SERIOUS INJURY TO PERSONNEL. WRENCH AND COMPLETE CYCLE WITH A MANUAL
SPEED WRENCH. CENTER DRIVE UNIT WILL LOCK
CAUTION: DO NOT DEPLOY THRUST REVERSER UP FROM EXCESSIVE TORQUE.
TRANSLATING COWLS WHEN THE THRUST
REVERSER IS OPEN. DAMAGE TO THE ENSURE LOCKOUT PLATE SQUARE DRIVE IS
TRANSLATING COWLS AND STRUT WILL OCCUR. VISIBLE WHEN PLATE IS INSTALLED ON CDU
MANUAL DRIVE PAD. THRUST REVERSER WILL FAIL
BE SURE AREA AFT OF THRUST REVERSER IS TO OPERATE IF PLATE IS IMPROPERLY INSTALLED.
CLEAR OF ALL EQUIPMENT, WORKSTANDS, ETC.
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DAMAGE WILL RESULT IF THRUST REVERSER
COLLIDES WITH EQUIPMENT.

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Deploy
First, open the applicable circuit breakers to remove power from the
T/R PRSOV. Next deactivate the spoiler/speedbrake control system,
then attach a DO-NOT-OPERATE identifier on the reverse thrust
lever. Open the fan cowl panels and release the CDU brake.
Remove the lockout plate. This exposes the manual drive. Use a
0.25 inch square drive air wrench or manual speed wrench to crank
the CDU, deploying the translating cowl. Invert and reinstall the
lockout plate to deactivate the CDU.
Stow
Unlock the CDU brake (if locked), and remove the lockout plate.
Insert the 0.25 inch square drive wrench. Depress the CDU stow rig
indicator button, and crank the CDU, stowing the translating cowl.
Stop driving the CDU when the rig indicator button moves further
inward and then begins to move back out. If necessary, reverse the
direction of the wrench (toward deploy) to find the bottom motion of
the rig indicator button. Check that the translating cowl is fully
stowed by observing the position of the rig indicator plunger through
the CDU rig window (which is actually a hole). The rig indicator
plunger must be seated in the groove of the extension tube flange.
Return the CDU brake handle to the locked position, and install the
lockout plate so that the square drive is visible. Verify that the
translating cowl is fully stowed by checking that the gap between the
torque box and translating cowl is between 0.060 and 0.150 inch.
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THRUST REVERSER DEACTIVATION AND LOCKOUT
General
This procedure covers the steps necessary to deactivate the thrust First, open the applicable circuit breakers on the P6 panel to remove
reverser for ground maintenance, and to mechanically lock the power from the T/R PRSOV. Next, attach DO-NOT-OPERATE
reverser for flight dispatch. identifiers on the reverse thrust levers. Then open the fan cowl
panels to gain access to the center drive units. Remove, invert and
The following warning and caution should be observed before reinstall the lockout plates on both CDUs with REVERSER
performing deactivation for ground maintenance. DEACTIVATED pennants attached. This completes the procedure.
WARNING: WITH PNEUMATIC POWER PROVIDED, DEPLOYED To lockout the thrust reverser for flight dispatch first deactivate the
THRUST REVERSER WILL STOW IF ELECTRICAL CDUs as in ground maintenance. Make sure that translating cowls
POWER IS LOST TO DIRECTIONAL PILOT VALVE are in the stowed position. Remove six locking bolts securing three
CAUSING POSSIBLE INJURY TO PERSONNEL AND/ DO NOT OPERATE red sheet metal warning plates to the thrust
OR DAMAGE TO EQUIPMENT. reverser torque box on each reverser half. Install the red warning
plates with the six locking bolts to attach the torque box flange to the
CAUTION: THIS PROCEDURE IS FOR GROUND MAINTENANCE translating cowls at the top, center and bottom. If the translating cowl
USE ONLY. INADVERTENT THRUST REVERSER is not fully stowed to align with holes in the torque flange, the
TRANSLATION MAY OCCUR IF PROCEDURE IS translating cowl can be manually driven to align the holes by
USED TO DEACTIVATE THRUST REVERSER FOR removing the unused drive pad cover on the angle gearbox and
FLIGHT DISPATCH. manually rotating the gearbox. The three red warning plates are
stored on each thrust reverser torque box.
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ENGINE OIL SYSTEM OVERVIEW ............................................... 3 SCAVENGE OIL FILTER ............................................................... 28

OIL STORAGE SYSTEM AND COMPONENTS ............................ 6 DISTRIBUTION SYSTEM OPERATION ........................................ 31
OIL STORAGE SYSTEM. MAINTENANCE PRACTICES .............. 11 OIL INDICATING SYSTEM ............................................................ 34
OIL DISTRIBUTION SYSTEM ....................................................... 14 OIL INDICATING SENSORS AND TRANSMITTERS .................... 36
LUBE AND SCAVENGE PUMP ..................................................... 16 OIL QUANTITY INDICATING ......................................................... 38
LUBE AND SCAVENGE PUMP MAINTENANCE .......................... 18 OIL PRESSURE INDICATING ....................................................... 40
LUBE FILTER ................................................................................ 20 OIL TEMPERATURE INDICATING ................................................ 42
SUPPLY AND SCAVENGE INLET SCREENS .............................. 22 ENGINE OIL SYSTEM DISPLAYS ................................................ 44
MAGNETIC CHIP DETECTOR ...................................................... 24 ENGINE OIL SYSTEM SCHEMATIC ............................................. 46
FUEL/OIL HEAT EXCHANGER ..................................................... 26

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Boeing 747-400
ENGINE OIL SYSTEM OVERVIEW
General Features
The oil system lubricates, cleans, and cools engine bearings and The storage system consists of the oil tank and tank components.
components. It consists of three major subsystems; storage,
distribution and indication. The oil system fluids are completely self- The distribution system circulates the oil by means of the lube and
contained. It is separated from all other fluid systems of the engine scavenge pump assembly. Filters and screens clean the oil. A
and airplane. magnetic chip detector clenas the oil an dmonitors abnormal wear.
The fuel/oil heat exchanger and servo fuel heater cool the oil and
heat the fuel.
Component Location
The engine has a center vent design. This design releases air and
All components of the oil system are engine-mounted. The oil tank is oil vapor axially through the center of the engine within the N1 and
located on the right side of the engine fan case. The scavenge oil N2 shafts.
filter is located below the oil tank. The lube and scavenge pump
79.00.0701A-002
assembly, with lube filter, is mounted on the forward side of the
accessory gearbox. The fuel/oil heat exchanger and servo fuel
heater are located on the lower right side of the engine aft of the fuel
control. Engine-mounted oil system sensors send indication signals
to EICAS and the engine control unit (ECU).

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Operation
Oil flows by gravity from the oil tank to the lube and scavenge pump
assembly which is shaft driven by the accessory gearbox. The
pressure pump forces the oil through the lube filter to the engine
bearings and the gearboxes. Scavenge return lines bring the oil
back to the five scavenge pumps within the lube and scavenge
pump assembly. The oil flow is combined and routed through the
servo fuel heater, the fuel/oil heat exchanger, the scavenge oil filter
and back into the oil tank. Sensors and switches give indications of
oil pressure, temperature, quantity, low oil pressure, and impending
bypass of the scavenge oil filter. Oil pressure is not regulated.
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Boeing 747-400
OIL STORAGE SYSTEM AND COMPONENTS
General Oil Tank Pressurizing Valve
The oil storage system stores the engine oil that is not in circulation. The oil tank pressurizing valve maintains tank internal pressure and
All functions of the system are completely automatic. It primarily is located on top of the oil tank. The oil tank is pressurized by the air-
consists of the oil tank, oil tank filler cap, oil tank pressurizing valve oil stream returning through the scavenge return tube. The valve
and the pressure relief valve. These components are accssible by vents air into the A sump at 7 to 11 psi above the transfer gearbox
opening the right fan cowl panel. vent pressure.
Oil Tank Pressure Relief Valve
The oil tank stores the engine oil and is located on the right side of The pressure relief valve is a back-up safety valve that relieves tank
the fan case. The tank is constructed of aluminum and has an pressure. At 27 psi it vents to ambient air to prevent tank rupture.
external coating of silicone rubber compound for insulation. The total The valve is located below the filler cap scupper basin.
volume of the tank is about 8 U.S. gallons. The tank includes
79.11.0701A-001
pressure fill port connections, a sight glass and a drain plug. A
deaerator surface (not shown) is built in to the tank to aid in
removing entrained air from the returning oil.
Oil Tank Filler Cap
The oil tank filler cap allows manual filling of the oil tank and seals
the opening of the fill port. The cap is located on the upper right side
of the oil tank. Access for servicing is gained by opening the oil tank
access door located in the right fan cowl panel or by opening the
panel.

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Oil Tank Maintenance Practices
The oil level should normally be checked after the engine has been When servicing the oil tank, check for an odor of fuel at the fill port. If
shut down. For safety reasons, do not check the oil for at least five there is evidence of fuel in the oil, replace the fuel/oil heat
minutes after shutdown. For consistent results, the check should be exchanger, replace the servo fuel heater, and drain and flush the
made within 30 minutes of engine shutdown. engine oil system.
When oil tank is manually filled, the tank is fully serviced when oil After engine shutdown the oil tank has provisions to slowly bleed off
begins to spill over into the scupper. the pressure in the tank.
When pressure filling, the tank is fully serviced when the oil flows out WARNING: WAIT A MINIMUM OF FIVE MINUTES AFTER ENGINE
through the overfill line. IS SHUT DOWN BEFORE REMOVING FILLER CAP TO
ALLOW TANK PRESSURE TO BLEED OFF. HOT OIL
A sight glass is installed below the fill port scupper at a level GUSHING FROM THE TANK COULD CAUSE SEVERE
approximately 3 quarts below full. The sight glass is not a reliable BURNS.
way to determine that the tank is properly serviced. If the ball in the
sight glass is at any level other than the very top of the glass, the
79.11.0701B-001
tank probably needs to be serviced. If the ball is at the top of the
sight glass, the tank could be anywhere from approximately two
quarts low to over serviced.
When an engine is motored, the scavenge pumps do not develop

sufficient speed to return the oil to the tank. This causes oil to be
hidden in the sumps. The sight glass would erroneously indicate that
the oil tank required servicing. The engine must be run in
accordance with the maintenance manual procedures before the
tank is fully serviced to prevent over servicing.

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Boeing 747-400
Oil Tank Filler Cap Troubleshooting
If oil pressure indications are reported to change with flight altitude,

the O-ring seal on the oil tank filler cap may be damaged. If the O-
ring seal is damaged, the tank pressure may be low and vary with
decreasing barometric pressure at altitude. Oil pressure indication
may then change because the oil pressure transmitter senses less
back pressure from the oil tank.
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NOTES:

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Boeing 747-400
OIL STORAGE SYSTEM. MAINTENANCE PRACTICES
Oil Tank Maintenance Practices
The oil level should normally be checked after the engine has been When servicing the oil tank, check for an odor of fuel at the fill port. If
shut down. For safety reasons, do not check the oil for at least five there is evidence of fuel in the oil, replace the fuel/oil heat
minutes after shutdown. For consistent results, the check should be exchanger, replace the servo fuel heater, and drain and flush the
made within 30 minutes of engine shutdown. engine oil system.
When oil tank is manually filled, the tank is fully serviced when oil After engine shutdown the oil tank has provisions to slowly bleed off
begins to spill over into the scupper. the pressure in the tank.
When pressure filling, the tank is fully serviced when the oil flows out WARNING: WAIT A MINIMUM OF FIVE MINUTES AFTER ENGINE
through the overfill line. IS SHUT DOWN BEFORE REMOVING FILLER CAP TO
ALLOW TANK PRESSURE TO BLEED OFF. HOT OIL
A sight glass is installed below the fill port scupper at a level GUSHING FROM THE TANK COULD CAUSE SEVERE
approximately 3 quarts below full. The sight glass is not a reliable BURNS.
way to determine that the tank is properly serviced. If the ball in the
79.11.0702A-001
sight glass is at any level other than the very top of the glass, the
tank probably needs to be serviced. If the ball is at the top of the
sight glass, the tank could be anywhere from approximately two
quarts low to over serviced.When an engine is motored, the
scavenge pumps do not develop sufficient speed to return the oil to
the tank. This causes oil to be hidden in the sumps. The sight glass
would erroneously indicate that the oil tank required servicing. The
engine must be run in accordance with the maintenance manual
procedures before the tank is fully serviced to prevent over
servicing.

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Oil Tank Filler Cap Troubleshooting
If oil pressure indications are reported to change with flight altitude,

the O-ring seal on the oil tank filler cap may be damaged. If the O-
ring seal is damaged, the tank pressure may be low and vary with
decreasing barometric pressure at altitude. Oil pressure indication
may then change because the oil pressure transmitter senses less
back pressure from the oil tank.
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Boeing 747-400
OIL DISTRIBUTION SYSTEM
General General Operation
The oil distribution system provides supply and scavenge force for All functions of the oil distribution system are completely automatic in
lubricating the engine bearings and gearboxes, for cooling the oil operation.
79.20.0701.001
and for cleaning any contaminants from the oil.
Component Locations
The lube and scavenge pump is mounted to the front side of the
accessory gearbox.
The lube filter is mounted on the lube and scavenge pump.
The supply and scavenge inlet screens are located on the lube and
scavenge pump. (Internal components which are not shown.)
The magnetic chip detector is mounted in an oil tube adjacent to the

drain module.
The fuel/oil heat exchanger is bolted onto the fuel pump and is
located aft of the main engine control (MEC).
The scavenge oil filter is located below the oil tank on the fan case.

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LUBE AND SCAVENGE PUMP
The lube and scavenge pump provides the motive force for the
lubricating oil.
The lube and scavenge pump is mounted on the forward side of the
accessory gearbox. It is accessible when the thrust reversers are
open.
The lube and scavenge pump contains one pressure pump element
and five scavenge pump elements. In the pump housing are two
rows of vane type positive displacement pumps. Each row contains
three pumping elements. The difference between the pumping
elements is capacity, which is determined by the diameter and
length of each. Regulation of oil pressure is not required.
The lube and scavenge pump is spline shaft driven by the accessory
gearbox.
Screens and chip detectors are provided to isolate problems.

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LUBE AND SCAVENGE PUMP MAINTENANCE
All oil inlet ports of the pump are on the top surface except the pump
driveshaft spline supply which connects to a port on the underside.
There is limited access space between the top of the pump and the
underside of the engine. The oil tube flanges have been fitted with
threaded inserts. The bolts that secure these flanges are fitted
through the pump body from the undeside for easy removal and
replacement. Three reusable metal-backed gaskets seal the flanged
tubes to the pump. These self-aligning carriers eliminate a major
problem that would occur if individual o-ring seals were used.
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LUBE FILTER
The lube filter, in conjunction with the scavenge oil filter and the
supply and scavenge inlet screens, filters the oil.
The lube filter is integral to the lube and scavenge pump housing
and is located just forward of the accessory gearbox. It is accessible
when the thrust reverser halves are open.
The lube filter element is of the pleated metal type which is designed
to be cleaned rather than discarded. There is a bypass relief valve
for this filter built into the pump housing. The bypass valve opens at
70 psid max. There is no indication of filter bypass.
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SUPPLY AND SCAVENGE INLET SCREENS
The supply and scavenge inlet screens, in conjunction with the lube
filter and the scavenge oil filter, filters the oil.
The supply and scavenge inlet screens are located in the lube and
scavenge pump housing which is mounted on the forward side of the
accessory gearbox. They are accessible when the thrust reverser
halves are open.
Each inlet port to the six pump elements contains a cleanable, 26

mesh finger screen to catch coarse debris. Each of the six inlet
screens is removed from the underside of the pump by unscrewing a
hex cap. An optional magnetic plug may be installed in each of the
five scavenge screens through a threaded hole in each screen end
cap. The supply screen cap has no provisions for a chip detector.
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MAGNETIC CHIP DETECTOR
The magnetic chip detector attracts magnetic metal particles carried

in the scavenge oil.
The magnetic chip detector is located in the scavenge discharge

flow tubing adjacent to the drain module. Access is gained by
opening the integrated drive generator service door or by opening
the left thrust reverser half.
The magnetic chip detector is a permanent magnet probe secured

into a housing by a bayonet-type three pin connector or by a
threaded safety-wired hex head adapter as specified by the
certifying agency. The detector may have either a scalloped (shown)
or knurled knob. An internal check valve (in the housing) permits
removal of the chip detector probe for inspection without draining the
oil system.
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FUEL/OIL HEAT EXCHANGER
The fuel/oil heat exchanger cools the oil and heats the fuel. It is
bolted to the fuel pump on the bottom right side of the engine. It is
accessible when the right thrust reverser half is open.
The fuel/oil heat exchanger consists of a multi-tube core, mounted in

a cylindrical housing that contains two inlet ports and two outlet
ports. One set of ports is used for fuel passage through the tubes of
the heat exchanger core. The other set of ports allows passage of oil
around the core tubes within the housing. All engine fuel passes
through the heat exchanger since there is no provision for bypass. A
pressure relief valve permits scavenge oil to bypass the core tubes
at engine start up during cold weather. It is set to open at
approximately 85-100 psid.
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SCAVENGE OIL FILTER
The scavenge oil filter, in conjunction with the lube filter and the
supply and scavenge inlet screens, filters contaminants from the oil.
It is located below the oil tank on the right side of the fan case.
Access is gained by opening the right fan cowl panel.
The scavenge oil filter is of the disposable element type. A filter relief
valve is provided that begins bypassing oil at approximately 40 psid.
At 60 psid the relief valve is fully open.
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DISTRIBUTION SYSTEM OPERATION
Pressure Oil Flow
Engine oil which is stored in the oil tank flows by gravity through the The oil pressure line to the D sump sprays oil on the No. 6 (roller)
supply inlet screen to the lube and scavenge pump. The pressure bearing.
pump element of the lube and scavenge pump provides the motive
force for lubricating and cooling the engine bearings and gears. The
oil flows from this pressure pump, through the lube filter. (An oil filter Scavenge Oil Flow
service shutoff valve is provided for filter maintenance.) From the
lube filter the oil flows up through an anti-static leak valve (which Oil from the A sump drains down the radial drive shaft housing into
keeps the oil from flowing from the tank to the bearings after engine the transfer gearbox where it is scavenged. Slinger-type disk pumps
shutdown) and out to the bearings and gears. in the A and D sumps provide positive sump draining for high altitude
operation or airpalne maneuvers (dive and roll attitudes) when
scavenge would otherwise be difficult.
Lubrication and Cooling
79.20.0702A-002
The oil pressure line to the A sump distributes oil to the No. 1 (ball)
bearing, Nos. 2 and 3 (roller) bearings, the accessory gear drive and
bearings, and the accessory gearbox. Sump A includes an air/oil
separator.
The oil pressure line to the B/C sump sprays oil on the No. 4 (ball), 4
(roller) and 5 (roller) bearings. The vent tube vents air from the B/C
sump to the A sump, and then through the center vent tube and a
flame arrestor into the exhaust.

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Scavenge Oil Flow (cont)
The oil from the sumps and the gearboxes returns to the lube and
scavenge pump via inlet screens to the five scavenge pump
elements. All scavenge oil flow from the five scavenge pump
elements is combined within the pump assembly to be discharged at
one common port.
From the lube and scavenge pump the scavenge oil flows under
pressure past the magnetic chip detector and then through the servo
fuel heater and the fuel/oil heat exchanger. The scavenge oil flow is
then filtered by the scavenge oil filter as it returns to the oil tank.
Abnormal Oil Flow Conditions
The lubrication system is fully operational only when the engine is

running. Motoring and windmilling operations do not provide
adequate sump seal pressurization nor sufficient scavenge flows.
Consequently, increased apparent oil consumption rates and
abnormal oil hiding occur.
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OIL INDICATING SYSTEM
The oil indicating system provides an EICAS display of oil The components in the oil indicating system are as follows:
parameters. The primary EICAS display shows system messages.
There are also status messages for the system. The auxiliary engine - Oil quantity transmitter
display and performance maintenance page show oil pressure,
temperature and quantity. - Oil tank sight gage
The oil indicating system monitors the following parameters: - Oil filter differential pressure switch
- Oil quantity - Oil pressure tranmsitter

- Scavenge oil filter bypass
- Oil pressure - Low oil pressure switch
- Low oil pressure
- Oil temperature - Engine oil temperature sensor
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OIL INDICATING SENSORS AND TRANSMITTERS
Low Oil Pressure Switch Oil Filter Differential Pressure Switch
The low oil pressure switch senses the differential pressure between The scavenge oil filter is monitored for an impending bypass
the oil supply pressure and the accessory gearbox vent. It provides condition. The switch reacts to a pressure differential across the filter
an EICAS message. Access is gained by opening the thrust reverser element. The signal is sent to EICAS. The switch is bracket mounted
halves. just above the scavenge filter and accessed through the right fan
cowl.
Oil Pressure Transmitter

Oil Quantity Transmitter
The oil pressure transmitter senses the same pressures as the low
oil presssure switch. The transmitter is bracket mounted adjacent ot The oil quantity transmitter provides a signal to EICAS proportional
the lube filter and provides input signals to EICAS. to the oil level in the tank. The transmitter houses a sealed liquid
level sensing unit made up of a network of magnetic reed switches
and float containing a permanent magnet. The position of the float
Oil Temperature Sensor varies with the oil level and determines which switches will be
closed. The transmitter is mounted to a boss on top of the oil tank
The oil temperature sensor provides a signal proportional to oil and is accessed through the right fan cowl.
temperature to the ECU. The ECU sends the temperature
information to EICAS for display. It is a dual thermocouple type
79.30.0702.001
mounted in the scavenge outlet line from the lube and scavenge
pump assembly.

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OIL QUANTITY INDICATING
General Oil Consumption Guidelines
The oil quantity transmitter measures the oil quantity in the engine oil The engine should not consume more than .5 quarts per hour of
tank. The transmitter is installed in the top of the engine oil tank. The operation.
unit contains a probe section which is a hollow tube. This tube
79.31.0701.001
contains the magnetic float assembly and the sensing unit tube of
the transmitter.
A float ball oil tank sight glass is mounted on the engine oil tank to
provide visual indication of oil level. The sight glass is not a reliable
indication. If the ball is at the top of the glass, the tank may be as
much as two quarts low.
Oil Quantity Transmitter Operation
A fixed voltage from EICAS is applied to the resistor/switch network.

The float slides freely up and down the sensing unit tube. The
floating magnet causes two or three switches to be closed
simultaneously.
As the float moves with the level of the oil, the switches open or
close changing the network resistance. Oil quantity is shown on the
auxiliary EICAS display or the performance maintenance page. The
transmitter is not line maintenance adjustable.

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OIL PRESSURE INDICATING
Low Oil Pressure Warning
The low oil pressure warning system consists of a low oil pressure The yellow limit is 15 psid when the engine is at low idle. At full
switch and EICAS messages. The switch is a pressure operated, power, the yellow limit is 34 psid. The limit changed linearly between
snap-action switch that sense differential pressure between the oil idle and full power as a function of N2 core speed.
supply pressure and the vent pressure of the accessory gearbox.
The switch opens at 15 psid with increasing pressure and closes at
10 psid with decreasing pressure. When the switch closes, the ENG Scavenge Oil Filter Bypass Warning
OIL PRESS messsage is displayed on the main EICAS display and
the status page. The status message OIL PRESS SNS is displayed The scavenge oil filter bypass warning system consists of an oil filter
if the pressure switch indicates high oil pressure (switch open) when differential pressure switch and EICAS messages. The switch is a
the engine is shut down. pressure operated, snap-action switch that senses differential
pressure across the scavenge filter. As particle buildup in the filter
occurs, the pressure differential increases. The switch closes when
Oil Pressure Indication the differential pressure reaches 33 psid. The ENG OIL FILT
message is displayed on the main EICAS display and the status
The oil pressure indicating system consists of an oil pressure page indicating the filter is about to be bypassed. The actual bypass
transmitter and EICAS displays. The transmitter has a diaphragm begins when the differential pressure reaches 40 psid.
that responds to pressure differential changes between the oil
79.32.0701.001
supply and accessory gearbox vent pressures. A 28-volt ac
reference signal is sent to the transmitter and to the EFIS/EICAS
interface units (EIU). The signal is biased by the transmitter and sent
to the EIUs. The oil pressure is determined and displayed on the
auxiliary EICAS display and the performance maintenance page.
The lower red line limit for oil pressure is 10 psid.

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OIL TEMPERATURE INDICATING
General
The engine oil temperature sensor provides inputs to the engine

control unit (ECU). The ECU then provides oil temperature
information to EICAS for display. The sensor is a dual sensing
thermocouple consisting of alumel/chromel junctions.
The engine oil temperature sensor is located in the scavenge oil line
next to the lubrication and scavenge oil pump.
There are oil temperature indications on the auxiliary EICAS display

and on the performance maintenance page.
The oil temperature limits follow:
- Normal: 50 to 160 C
- Yellow band: above 160 C
- Red band: above 175 C
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ENGINE OIL SYSTEM DISPLAYS
The engine oil system indications are displayed on EICAS.

Messages defining the operation of the system are shown on both
the main EICAS display and the status page. The oil system
pressure, temperature and quantity are shown on the auxiliary
EICAS display and the performance maintenance display. There are
no indicator lights.
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ENGINE OIL SYSTEM SCHEMATIC
Oil flows by gravity from the tank to the lube and scavenge pump Sensors, transmitters and switches provide indications of oil
assembly which contains one pressure pump and five scavenge quantity, oil temperature, oil pressure, low oil pressure and an
pump elements. The pressure pump element distributes the oil impending bypass of the scavenge oil filter.
under pressure through the lube filter to the engine and gearbox
79.00.0702.002
bearings and gears. A filter bypass valve is provided to facilitate
lubrication during cold starts or when the filter may be restricted. An
anti static leak valve prevents reverse flow when the pump is not
operating. There are three vented oil sumps on the engine. Sump A
incorporates an air/oil separator and a slinger disk pump to improve
lubrication. The oil returns from the sumps and the accessory
gearbox through screens and optional magnetic chip detectors to
each of the scavenge pump elements. The outflow of the scavenge
pumps is combined. The oil then flows past the oil temperature
sensor and the magnetic chip detector, through the servo fuel heater
and the fuel/oil heat exchanger, and then through the scavenge oil
filter. The scavenge oil filter removes contaminants from the oil. The
oil then returns to the tank. Oil returning to the tank flows through a
deaerator. A pressurizing valve and a pressure relief valve maintain
oil tank pressure within limits.
The oil breather system releases air and oil vapor axially through the
engine by the center vent tube. The tube passes through the
exhaust plug into the engine exhaust. A flame arrestor is installed
inside the vent tube.

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POWERPLANT
Oil
Boeing 747-400
79.00.0202.002

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POWERPLANT
Oil
Boeing 747-400
NOTES:

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Training E & M
POWERPLANT Boeing 747-400
Engine start system operation and interface
STARTING SYSTEM INTRODUCTION ......................................... 2 ENGINE START AIR CONTROL ................................................... 24

STARTING SYSTEM COMPONENT LOCATIONS ....................... 4 ENGINE START CONTROL APU INTERFACE ............................ 26
ENGINE STARTER ........................................................................ 6 ENGINE START VALVE INDICATION .......................................... 28
STARTER OPERATION ................................................................ 8 ENGINE START CONTROL. AUTOSTART .................................. 31
STARTER HANDLING AND SERVICING ...................................... 10 ECU AUTOSTART OPERATION. STARTER ASSIST .................. 34
START VALVE ............................................................................... 13 ECU AUTOSTART OPERATION. WINDMILL START .................. 38
STARTER PNEUMATIC SUPPLY ................................................. 16 ENGINE START CONTROL AND INDICATION SUMMARY ......... 40
ENGINE START SYSTEM OPERATION AND INTERFACE ......... 19 ENGINE MOTORING ..................................................................... 43
ENGINE START CONTROL AND INDICATION ............................ 22

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STARTING SYSTEM INTRODUCTION
The engine starting system provides the means of rotating the

engine N2 compressor on the ground or in flight to a specific percent
of rpm at which engine start can occur. For an in flight start, the
system can be energized to supplement a windmilling engine if
required. The starting system also provides a means of motoring the
engine on the ground.
Pneumatic power can be obtained from three separate compressed

air sources:
- The airplane auxiliary power unit (APU)
-Ground carts
- Crossbleed air from an operating engine
System components for each engine include the starter, start valve,
engine ignition and start control module and the pneumatic ducting.
Switches on the engine start panel control the engine starting
system operation.
80.00.0701.001

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80.00.0201.001

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STARTING SYSTEM COMPONENT LOCATIONS
Starter
The starter is mounted on the aft side of the accessory gearbox in For controlling ignition to the engines a three-position standby
the 6 o'clock position. It provides the initial rotation of the N2 rotor ignition switch, an alternate action mechanically latched push-button
needed to ensure a successful engine start. Servicing and chip continuous ignition switch and a three-position auto-ignition switch
detector fittings are supplied. are installed. Ignition switch operation is discussed in the engine
ignition system chapter.
80.00.0702.001
Start Valve
The start valve is mounted on the engine between the starter inlet
and the air supply duct. The valve controls the flow of air to the
starter. A filter protects the valve actuator.
Engine Ignition and Start Control Module
The engine ignition and start control module is on the P5 overhead

panel. For controlling engine starting operations, the module
contains four pull type start switches with integral valve position
indicator lights and an alternate action mechanically latched push-
button switch for engine autostart.

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80.00.0202.001

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ENGINE STARTER
Description
The engine starter converts high energy compressed air to a The extended duty cycle is five minutes on followed by a 2 1/2
rotational force sufficient to accelerate the engine to starting speed. minute cooling period two consecutive five minute cycles require a
The starter is mounted on the aft side of the accessory gearbox at ten minute cooling period between additional five minute cycles.
the 6 o'clock position.
Starter re-engagement is not recommended with positive N2
Fill and drain ports are provided in the housing for servicing. A chip indication, except in the event of fire.
detector is mounted in the drain plug. A check valve in the plug
allows the chip detector to be removed without draining the starter CAUTION: STARTER RE-ENGAGEMENT ABOVE 30 PERCENT
oil. N2 RPM MAY CAUSE STARTER OR GEARBOX
DAMAGE.
The starter has alignment pins to ensure proper installation to the
80.11.0701.001
gearbox. The starter is attached to the accessory gearbox with a V-
band coupling clamp.
Limitations
The normal duty cycle of the starter is one minute on followed by 30

seconds off, indefinitely.

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80.11.0201.001

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STARTER OPERATION
The starter is a single stage, axial flow, turbine air motor consisting
of anozzle, turbine wheel and shaft, reduction gear train, clutch
assembly, and output drive shaft. The starter gears and bearings are
splash lubricated by a self-contained oil system.
Air flowing to the starter passes through the turbine nozzles where it
strikes against the turbine wheel blades. This drives the gear-train,
clutch, and output shaft, which in turn causes the N2 rotor to rotate.
The air exits from the starter through an exhaust screen. In the
normal zero speed position, springs cause the clutch pawls to
engage allowing the starter to accelerate the engine.
The air supply to the starter is shut off when the starter reaches
cutout speed. Increasing centrifugal force causes the clutch pawls to
release and ride free above the ratchet teeth, while the engine
continues to accelerate. The starter turbine decelerates to a stop
since it is no longer driven.
80.11.0702.001

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80.11.0202.001

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STARTER HANDLING AND SERVICING
Remove and Installation
Opening the thrust reverser halves allows access to the starter. The The starter may be pressure filled from a port on the bottom of the
starter is mounted on the aft face of the accessory gearbox at the 6 starter or manually filled from ports on either side using a plastic
o'clock drive pad. It is secured to the accessory pad by a V-band squeeze bottle fitted with a plastic tube. To fill, remove the filler plug
coupling clamp and aligned by two alignment pins on the starter. cap and overfill plug. Slowly fill the starter until oil overflows from the
Care must be taken during removal or installation to adequately overflow port.
support the starter. Damage to the gearbox or starter could occur.
To avoid excessive loads on internal parts, do not lift the starter by
the output shaft. O-ring packages are provided on the shaft and Inspection
starter face to prevent oil loss.
The magnetic drain plug assembly consists of an inner magnetic
chip detector and an outer drain plug. The magnetic probe can be
Servicing removed to check for metallic chips without draining the oil. A check
valve in the drain plug prevents draining when the magnetic chip
Access for servicing the starter requires opening the thrust reverser detector is removed. Accumulated particles should be removed from
halves. Be sure to deactivate the thrust reverser before opening the the chip detector and retained. Particles larger than 0.10 inch
cowls. indicate internal damage to the starter and requires replacement.
Removal of the drain plug allows the starter oil to be drained.
80.11.0704.001
Fill and drain plugs are provided in the starter housing. There is an
oil filler plug on each side of the housing and an overfill drain port on
the bottom of the housing.

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80.11.0204.001

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NOTES:

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START VALVE
General
The start valve controls the flow of air to the engine starter. Opening The position indicating switch is enclosed in a housing located on
the thrust reverser fan duct cowls allows access to the start valve. It the left side of the starter valve body. The switch, operated by an
is mounted between the starter inlet and the air supply duct using V- arm on the butterfly shaft, provide indication of the valve position. A
band and coupling clamps. The valve is a solenoid controlled and manual drive and position indicator fitting is located on the position
pneumatically operated butterfly plate that is spring-loaded to the switch, and is accessible without opening the thrust reverser halves.
closed position. The valve has three major components; the valve
body, the actuator and the position indicating switch assembly.
Operation. Normal
The valve body houses the butterfly plate and a filter element. The
plate is attached to a shaft extending through the valve body and To open the valve, air upstream of the butterfly plate is filtered and
equipped with a closing torsion spring. The start valve filter filters the routed through an orifice to chamber A, the solenoid valve, and
air before it enters the actuator. chamber B. The solenoid valve is provided with dual solenoid coils.
One coil receives power from channel A of the ECU; the other coil
The actuator uses regulated and filtered air pressure to force the receives power from channel B. Only one coil is energized at a time.
valve open against torsion spring tension. It contains two When the solenoid is energized, the ball valve moves to the opposite
diaphragms, a solenoid valve and an externally mounted pressure seat. This shuts off air pressure to
regulator. The butterfly shaft is connected to the actuator with a
80.11.0705A-001
connecting link and arm. To prevent icing of the solenoid, a small
amount of bleed air is supplied from a tap upstream of the valve.

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Training E & M
Operation. Normal (cont)
chamber B, allowing the air pressure in chamber B to vent through CAUTION: IF VALVE IS NOT CLOSED WHEN N2 INDICATION
the ambient vent. Air pressure acts on the larger diameter opening SHOWS 50% RPM, STARTER MAY BE DAMAGED.
diaphragm against the combined force of the torsion spring and the
upstream pressure acting on the smaller diameter closing MANUAL OPERATION OF START VALVE WITHOUT AIR
diaphragm. The opening force is transmitted through the mechanical PRESSURE IN INLET DUCT MAY DAMAGE VALVE.
linkage to rotate the butterfly plate to the open position.
80.11.0705B-001
To close the valve, the solenoid is de-energized, closing off the

ambient vent, and allowing the air in chamber A to bleed to chamber
B. The torsion spring closes the butterfly plate when the pressures
equalize.
Operation. Manual
The start valve can be manually opened using a 3/8 inch square
drive. Access is through a hole in the thrust reverser latch access
door. The hole is labeled with the opening and closing instructions.
The valve is held open using the 3/8 inch drive. The torsion spring
closes the valve when the opening force is released.
WARNING: WHEN MANUALLY OPERATING START VALVE,

HAND AND ARM COVERS MUST BE WORN. HEAT
AND AIR BLAST EXHAUSTING FROM STARTER
COULD RESULT IN INJURY TO PERSONNEL.

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80.11.0205.001

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STARTER PNEUMATIC SUPPLY
General Start Valve
The starter pneumatic supply duct directs air from the airplane The start valve is mounted between the starter inlet, and the lower
pneumatic manifold to the start valve. The duct consists of an upper starter pneumatic duct. The start valve is removed by disconnecting
and lower supply duct on the left side of the engine and mounted to the electrical connector, removing the coupling clamp securing the
the compressor rear frame (CRF). The two ducts are held together valve to the starter and removing the V-band clamp attaching the
by a coupling and seal. The complete duct is held to the CRF by valve to the pneumatic duct.
support links.
Use new pressure seals when installing a new valve. There is an
alignment notch on the pneumatic interconnect duct that mates with
Removal and Installation an alignment key on the output of the start valve. Install the clamps
when the valve is properly aligned and in place.
To remove the starter supply duct, the left thrust reverser half must
be opened. The upper supply duct is removed from the pneumatic
interface duct and the lower pneumatic supply duct by removing the Start Valve Filter
V-band clamps and pressure seals. The lower supply duct is
removed from the upper supply duct and the start valve by removing A dirty air filter can result in slow or sluggish operation of the start
the V-band clamps and seals, and the upper and lower support links. valve. To remove the filter, the retainer and filter tube are first
removed from the starter valve housing. The filter is then removed
CAUTION: CARE MUST BE TAKEN NOT TO DAMAGE THE from the boss. The filter may be cleaned with cleaning solvent.
SEALS WHEN CONNECTING THE STARTER DUCT
80.11.0707.001
COUPLINGS.

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80.11.0207.001

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NOTES:

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ENGINE START SYSTEM OPERATION AND INTERFACE
General APU Air Starting
Prior to engine starting, airflow from the aircraft pneumatic system to The APU provides approximately 40 to 50 psi air pressure for engine
the pressure regulating shutoff valve (PRSOV) is first established. starting. The APU bleed air isolation valve is opened by activating
the APU engine bleed switch on the bleed air control module,
allowing bleed air to flow to the pneumatic crossover manifold. The
Ground Air Starting APU isolation valve receives 115 volts ac power from main bus No.
2, so ac power must be established before APU bleed air can be
Ground air is available through the ground service pneumatic extracted for airplane use.
connections to the pneumatic crossover manifold. There are two
ground service pneumatic connections just left of the aircraft
centerline between the wing gear wheel well and the air conditioning Engine Air Crossbleed Starting
bay, with a third connection optional. A minimum of two operating
carts must be supplying air to the aircraft during an engine start. The During a cross-bleed start, air from the operating engine is used to
maximum inlet pressure is 45 psig, the nominal required pressure start the other engine. Either 8th stage bleed air or 14th stage bleed
during starting is 30 psig. The left isolation valve must be open to air is used. 14th stage air is used at low
allow airflow for starting the No. 1 or No. 2 engine when using
80.00.0703A-001
ground air. The right isolation valve must be open to allow airflow for
starting the No. 3 or No. 4 engine when using ground air. The left
and right isolation valves are controlled by switches on the bleed air
control module. When starting an engine, the engine bleed switch on
the bleed air control module must be turned on to enable the
PRSOV, allowing it to open when the start switch is pulled.

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Engine Air Crossbleed Starting (cont)
engine speeds. 8th stage air is used at high engine speeds. For a
cross-bleed start, the duct pressure is approximately 35 to 47 psig.
Troubleshooting
Slow or no N2 rotation with normal duct pressure could be due to

failure of the PRSOV or start valve to open completely, partially
blocking the pneumatic ducts, starter failure or internal engine
damage.
80.00.0703B-001

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80.00.0203.001

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ENGINE START CONTROL AND INDICATION
General
The engine ignition and start control switches, mounted on P5, - Pull start control switch
control the start and ignition systems. A manual/autostart switch is - Move the fuel control switch to run (at 15% N2 for manual start)
provided for engine starting. In the manual starting mode, starting is
under complete control of the pilot. In the autostart mode, starting Engine Starting In Flight. Starter Assist
logic is under the complete control of the full authority digital
electronic control (FADEC) system. - Select auto/manual start mode
- Select single/both ignition
The start sequence begins by selecting auto/manual start mode, - Select continuous ignition
selecting ignition, pulling the start control switch and moving the fuel - Pull start control switch
control switch to run. During starting, a light in the start control switch - Move the fuel control switch to run (at 15% N2 for manual start)
comes on, indicating that the start valve has opened. A STARTER
CUTOUT caution message appears on the EICAS display if the start Engine Starting In Flight. Windmill
valve fails to close above the engine rpm at which cutout should
occur. A START VALVE advisory message appears on the EICAS - Select auto/manual start mode
display if the start valve position and start control switch position - Select single/both ignition
disagree. An AUTOSTART advisory message appears on the - Select continuous ignition
EICAS display if the autostart system fails to start the engine and - Move the fuel control switch to run
has aborted all start attempts.
80.11.0708.001
Engine Starting on Ground
- Select auto/manual start mode

- Select single/both ignition

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80.11.0208.001

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ENGINE START AIR CONTROL
The start sequence begins when the start switch, on the engine When engine N2 rpm reaches 50%, a switch in the N2 engine speed
ignition and start control panel, is pulled. The switch is electrically card is energized removing the ground from R7325. The start valve
latched to the ON position by a ground through the N2 engine speed solenoid de-energizes, allowing the valve to move to the spring-
card. Power is then available to energize R7537 and R7538. R7538 loaded close position. The PRSOV reverse flow check valve
allows ECU power to the engine ECU channels A and B and override solenoid de-energizes, preventing airflow from continuing to
provides a ground for switching circuits in the air supply control test the engine. The PRV open solenoid energizes 15 seconds after the
unit (ASCTU) thus energizing the PRSOV reverse flow check valve start valve closes, allowing airflow from the engine to the aircraft
override solenoid. This allows airflow from the aircraft pneumatic pneumatic system.
system to flow to the engine start valve. R7537 furnishes a start
80.11.0709.001
valve enable signal (ground) to the ECU (immediately if in manual
start mode, or after the fuel control switch B placed to the run
position in the automatic mode). The ECU determines which channel
is healthier and operates on that channel only. The start valve
solenoid for that channel is then energized to the open position.
As the start valve begins to open, a limit switch in the valve opens,
removing a ground from switching circuits in the ASCTU and
energizing the pressure regulating valve (PRV) close solenoid.

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80.11.0209.001

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ENGINE START CONTROL APU INTERFACE
Pulling the engine start switch allows the 50% switch in the N2
engine speed card to latch it to ON, and energizes the start 1 and
start 2 relays. Energizing the start 2 relay (R7537) signals the
auxiliary power unit controller (APUC) to increase the APU airflow
for engine starting. This occurs during a manual start (R7804 de-
energized). During an autostart (R7804 energized), the APUC is
signalled once the fuel control switch is placed to RUN (R8280 de-
energized). R7537 also sends a start valve enable signal to the ECU
through the autostart and engine fuel cutoff relays.
When engine N2 rpm reaches 50%, the start switch de-energizes

thus causing R7537 to de-energize. The signal to the APUC is
removed and APU airflow decreases.
80.11.0710.002

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80.11.0210.002

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Training E & M
ENGINE START VALVE INDICATION
Start Control Switch Light
Each start control switch on P5 includes a light inside the switch.

Anytime the start valve is not in the fully closed position, the light is
grounded causing it to come on.
Starter Cutout Message
If the start valve fails to close above 54% N2, a STARTER CUTOUT
(1) caution message appears on the EICAS display. A five second
time delay allows for normal valve transients. Any other caution or
advisory messages are inhibited for 20 seconds on the ground only.
Start Valve Message
If the start control switch position and the start valve position
disagree for more than eight seconds, an ENG (1) START VLV
advisory message appears on the EICAS display. The start valve
message is inhibited by a starter cutout message for 20 seconds on
the ground only.
80.11.0711.001

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80.11.0211.001

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NOTES:

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ENGINE START CONTROL. AUTOSTART
General
The autostart system provides automatic engine starting without the N2 and EGT signals must be present for all autostart attempts. The
need for crew monitoring or intervention, and automatically aborts ECU does not recognize a change in start mode once a start has
the start if a start problem is detected. Autostart is available on the been initiated. Changing start modes during starts is restricted by
ground and in flight. procedure. To manually abort a start attempt, the fuel condition
switch is moved to cutoff and the start switch is disengaged for all
There are two start modes available with the autostart system, auto starter assisted starts.
(switch on) and manual (switch off). In the manual mode, the ECU
commands the start valve, igniters and fuel control in direct
response to aircraft commands from the crew. In the auto mode, the Operation. Starter Assist
ECU sequences the start valve, igniters and fuel control as an
automatic function. For starter assisted autostart, the autostart switch is pushed to ON,
ignition is selected, the start control switch is pulled and the fuel
The autostart system is integral to the ECU and receives commands control switch is moved to RUN.
80.11.0712A-001
from the aircraft through analog and discrete signals. The ECU
processes the signals and issues commands to the start valve,
igniters and fuel control as appropriate. The start valve, igniters and
fuel control all are equipped with dual control inputs to provide
isolation for the dual channel ECU control.
During an autostart, the ECU monitors start progress, aborts the

start if a problem is detected (e.g. hot/hung start), and causes an
AUTOSTART advisory message to appear on the EICAS display
alerting the crew that the autostart system has failed to start the
engine and has aborted all start attempts.

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Training E & M
Operation. Windmill Start
For autostart in flight without starter assist, the autostart switch is

pushed to ON, ignition is selected and the fuel control switch is
moved to RUN. Ignition and fuel are applied at existing N2 rpm.
80.11.0712B-001

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80.11.0212.001

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Training E & M
ECU AUTOSTART OPERATION. STARTER ASSIST
For starter assisted autostart, the autostart switch is pushed to ON, At 50% N2 the start valve closes. In the event of a hot/hung start
ignition is selected, the start control switch is pulled and the fuel above starter cutout speed the engine start sequence is aborted and
control switch is moved to RUN. In flight, if the start valve fails to the engine is shut down (no motoring).
open in TBD seconds, the ECU proceeds with the windmill start
sequence. The autostart sequence ends once the engine reaches idle.
80.11.0713.001
At 15% N2 the ECU provides ignition (single or both) and fuel. If the
engine fails to light off within 20 seconds, ignition and fuel are shut
off and the engine is motored for 30 seconds. Ignition (both) and fuel
are then reapplied (2nd attempt). If no lightoff occurs within 15
seconds, ignition and fuel are shut off and the engine is again
motored for 30 seconds. Ignition and fuel are again reapplied (3rd
attempt). If light off does not occur within 15 seconds on the third
attempt, ignition and fuel are shut off, the engine is motored for two
minutes and the autostart sequence is aborted. An ENG (1)
AUTOSTART advisory message is sent to the EICAS display.
If lightoff does occur the ECU monitors the start up to idle. In the
event of a hot/hung start below starter cutout speed, the ignition and
fuel are shutoff and the engine is motored for six seconds. The start
fuel schedule is reduced by 7% and another start attempt is made. A
total of three start attempts can be made each time reducing the
start fuel schedule by 7%.

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80.11.0213A-001

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NOTES:

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80.11.0213B-001

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Training E & M
ECU AUTOSTART OPERATION. WINDMILL START
For windmill autostart in flight without starter assist, the autostart

switch is pushed to ON, ignition is selected and the fuel condition
switch is moved to RUN. Ignition and fuel are applied at existing N2
rpm. Fuel and ignition resequencing is not required if the engine fails
to relight due to the emergency nature of inflight starts.
After lightoff the ECU monitors the start up to idle. In the event of a
stall during start (dN2/dt ie: N2 rate of change is <15 rpm/sec for 15
sec) and EGT >750 C, fuel and ignition are shutoff for six seconds
and a restart is attempted with reduced fuel scheduling. If a stall
occurs during start and EGT is <750 C, fuel scheduling is increased
for 15 seconds or until dN2/dt is >70 rpm.
In the event of a hot start (EGT > 960 C) fuel and ignition are shut off
for six seconds and a restart is attempted with a reduced start fuel
schedule.
The windmill autostart sequence ends once the engine reaches idle.
80.11.0714.001

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80.11.0214.001

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Training E & M
ENGINE START CONTROL AND INDICATION SUMMARY
Switches on the engine ignition and start control panel are pulled to Starter cutout caution messages, start valve advisory messages and
initiate an engine start. Each switch is latched in the ON (pulled out) engine autostart advisory messages and engine autostart advisory
position. During starting the PRSOV opens, the start valve opens messages appear on the EICAS display in the event of abnormal
and the PRV closes. The indicator light in the start switch comes on operation.
to indicate that the start valve has opened. If the APU is furnishing
air to the engine starter, the APU airflow automatically increases. The PRSOV flow check valve may be overridden with the EEC test
switch in test and the test switch on the fan case in test. This allows
For manual engine start, when engine N2 rpm reaches pneumatic duct pressure to operate the thrust reverser for
approximately 15%, the fuel control switches are placed to ON maintenance purposes.
allowing fuel and ignition to the engine. For autostart, the fuel control
80.11.0715.002
switches are placed to ON prior to pulling the start switches. The
ECU then controls fuel flow and ignition for starting.
When N2 rpm reaches 50%, the start valve closes, the PRSOV
reverse flow check valve de-energizes, allowing airflow in one
direction only and the PRV opens after 15 seconds. The start switch
then de-energizes and is spring loaded to the OFF (in) position. If
the start cycle is not automatically terminated at 50% N2, the start
switch must be manually moved to the OFF position to terminate the
starter and ignition operation.

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80.11.0215.002

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NOTES:

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ENGINE MOTORING
General
The engine motoring procedure can be used for any operation CAUTION: FUEL PUMP AND FUEL CONTROL ARE FUEL
requiring engine rotation. Dry motoring should be used for all tests LUBRICATED. DO NOT MOTOR ENGINE UNLESS
requiring engine motoring unless wet motoring is specifically BOOST PUMP PRESSURE IS APPLIED TO FUEL
required. PUMP INLET.
- Select manual start mode (in the manual start mode the start
Dry Motoring valve enable signal bypasses the engine fuel cutoff relay and
goes directly to the ECU when the start switch is pulled).
- Prior to dry motoring the engine, perform premotoring procedures
per the maintenance manual. - Pull the start switch to the on (out) position. The start switch is
electrically latched to ON. It releases automatically at
- On the main power circuit breaker panel (P6), open the engine approximately 50% N2, or it can be pushed in manually prior to
ignition circuit breakers. reaching 50% N2. Maximum motoring rpm is approximately 25 to
30% N2. Observe starter limitations per the maintenance manual.
CAUTION: DO NOT LEAVE IGNITION CIRCUIT BREAKERS
80.11.0716A-001
CLOSED. INADVERTENT LIGHTUP COULD OCCUR.
- Check that the fuel control switches are in CUTOFF, and the
thrust levers are at idle. Check for full engine EICAS displays on
upper and lower CRTs.
- Turn forward and aft fuel boost pump switches on.

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Training E & M
Wet Motoring
Wet motoring admits fuel to the engine combustion chamber. Dry

motoring should be performed unless set motoring is specifically
required for tests being performed.
- Follow the same procedures for wet motoring as you would for
dry motoring.
- At approximately 15% N2, move fuel control switch to RUN and

continue to wet motor for approximately 20-30 seconds. Fuel
fogging from the engine gas path should occur.
- Confirm indication of N2, N1, oil pressure, oil quantity, etc. on

EICAS display.
- Return fuel control switch to CUTOFF and continue to motor for

30 additional seconds (minimum) or until vapor ceases at engine
exhaust.
- Push start switch to OFF (in) position.

80.11.0716B-001

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80.11.0216.001

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NOTES:

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ATA-70/80 POWER PLANT

Config: ALL ATA 71-00

POWER PLANT - GENERAL

The power plant system is supported by the airplane strut. This

The engine data plate and assembly identifcation plate is attached to

A summary of engine specifications is provided below.

Config: ALL ATA 71-00

Config: ALL ATA 71-00

The cowling provides an aerodynamically smooth protective surface

The turbine exhaust consists of hot, combusted gases exiting the

The engine cowling opening sequence is fan cowl panels, thrust

Config: ALL ATA 71-00

Config: ALL ATA 71-00

Config: ALL ATA 71-00

Config: ALL ATA 71-00

Config: ALL ATA 71-00

FAN COWL PANELS

General Opening Fan Cowl Panels

Config: ALL ATA 71-00

Opening Fan Cowl Panels (cont) Closing Fan Cowl Panels

With the sleeve retracted, engage hold-open rod onto engine-

Config: ALL ATA 71-00

Config: ALL ATA 71-00

FAN COWL REMOVAL AND INSTALLATION

CAUTION: RAISING OR LOWERING FAN COWL PANEL AFTER

Lift the panel outward off of roll pins.

Config: ALL ATA 71-00

Config: ALL ATA 71-00

FAN COWL PANEL LATCH ADJUSTMENT

Adjustment - Latches and Shims

Test - Force Required To Close Latches

CAUTION: DO NOT USE OVER 100 POUNDS FORCE TO PUSH

Config: ALL ATA 71-00

Config: ALL ATA 71-00

Config: ALL ATA 71-00

Config: ALL ATA 71-00

THRUST REVERSER TENSION LATCHES

Config: ALL ATA 71-00

Config: ALL ATA 71-00

THRUST REVERSER LATCH RING ASSEMBLY

General Operations and Limitations

Config: ALL ATA 71-00

Config: ALL ATA 71-00

THRUST REVERSER OPENING ACTUATOR

Each thrust reverser opening actuator is mounted to a bracket on

The thrust reverser opening actuator inlet fitting incorporates a

Each thrust reverser half is opened by an actuator, which is driven

Config: ALL ATA 71-00

Config: ALL ATA 71-00

Config: ALL ATA 71-00

THRUST REVERSER OPENING/CLOSING

Operation - Thrust Reverser Opening

Config: ALL ATA 71-00

Operation - Thrust Reverser Closing (cont)

CAUTION: WHEN SECURING THRUST REVERSER, VERIFY THE

Complete reverser half closing by securing the three tension latches

Config: ALL ATA 71-00

Config: ALL ATA 71-00

THRUST REVERSER REMOVAL AND INSTALLATION

WARNING: ENSURE T/R IS SUPPORTED SECURELY BY THE

CAUTION: THRUST REVERSER HALVES MAY NOT BE