Ata 73 (PW2000)

BOEING 757-200/300 ATA 73
Type Theoretical Training ENGINE FUEL AND CONTROL (PW 2000)
TRAINING MANUAL
BOEING 757-200/300
Type Theoretical Training
73. ENGINE FUEL AND CONTROL (PW 2000)

(ATA 73)
ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 1

BOEING 757-200/300 ATA 73
TABLE OF CONTENTS
73-00 ENGINE FUEL AND CONTROL .......................................................... 4 73-30 FUEL INDICATING ............................................................................80
OPERATION .............................................................................................. 6 FUEL PRESSURE INDICATION SYSTEM (OPTION) ..............................80
73-11 FUEL DISTRIBUTION SYSTEM .......................................................... 8 FUEL FILTER BYPASS WARNING SYSTEM .........................................80
FILTERS .................................................................................................. 10 FUEL FLOW INDICATING SYSTEM........................................................82
FUEL PUMP FLOW ................................................................................. 14
FUEL PUMP............................................................................................. 16
FUEL FILTER & DIFFERENTIAL PRESSURE SWITCH ......................... 16
FUEL AND OIL TEMPERATURE SENSORS .......................................... 18
FUEL CONTROL UNIT ............................................................................ 20
FCU MAINTENANCE PRACTICES ......................................................... 22
FUEL CONTROL UNIT OPERATION ...................................................... 24
FUEL DISTRIBUTION VALVE ................................................................. 28
FUEL INJECTOR AND SUPPORT .......................................................... 30
73-21 FUEL CONTROL SYSTEM ............................................................... 32
EPCS OVERVIEW ................................................................................... 32
ELECTRONIC ENGINE CONTROL (EEC)............................................... 34
EEC PROGRAMMING PLUG .................................................................. 34
EECS COMPONENTS (ENGINE) ............................................................ 36
EECS COMPONENTS (AIRFRAME) ....................................................... 38
EEC CONTROL INPUT COMPONENTS ................................................. 40
PROPULSION DISCRETE INTERFACE UNIT (PDIU) ............................. 44
EEC CONTROL MODES ......................................................................... 46
ELECTRONIC ENGINE CONTROL OPERATION ................................... 48
FUEL CONTROL SWITCH ...................................................................... 52
ELECTRONIC ENGINE CONTROL (EEC)............................................... 54
EEC INPUT/OUTPUT ............................................................................... 56
EEC THRUST CONTROL ........................................................................ 58
IDLE AND REVERSE VS. TLR ANGLE ................................................... 62
EEC MAINTENANCE PANEL .................................................................. 66
EEC EXTERNAL CHANNEL SELECT LOGIC ........................................ 68
DATA ACQUISITION - EEC FAULT ACCOMMODATION LOGIC .......... 70
EEC AND FUEL CONTROL INDICATING ............................................... 72
ELECTRONIC PROPULSION CONTROL SYSTEM (EPCS) ................... 74
DESCRIPTION AND OPERATION .......................................................... 74
EEC FAULT MONITOR ........................................................................... 76
EECS/TMS INTERFACE .......................................................................... 78

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TABLE OF FIGURES
ENGINE FUEL SYSTEM OVERVIEW ........................................................... 5 EEC FAULT MONITOR (CONFIG. 1) ..........................................................77
ENGINE FUEL SYSTEM OPERATION ......................................................... 7 EECS / TMS INTERFACE............................................................................79
ENGINE FUEL SYSTEM ............................................................................... 9 FUEL SYSTEM INDICATION BASIC SCHEMATIC.....................................81
FUEL DISTRIBUTION SYSTEM FILTERS (FUEL CONTROL) ................... 11 FUEL FLOW INDICATING SYSTEM ...........................................................83
FUEL DISTRIBUTION SYSTEM FILTERS (FUEL PUMP) .......................... 13
FUEL PUMP FLOW ..................................................................................... 15
FUEL PUMP ................................................................................................ 17
FUEL AND OIL TEMPERATURE SENSORS .............................................. 19
FUEL CONTROL UNIT................................................................................ 21
FUEL CONTROL UNIT MAINTENANCE..................................................... 23
FUEL CONTROL UNIT BLOCK DIAGRAM ................................................ 25
FUEL CONTROL UNIT BLOCK DIAGRAM ................................................ 27
FUEL DISTRIBUTION VALVE .................................................................... 28
FUEL DISTRIBUTION VALVE DESCRIPTION ........................................... 29
FUEL INJECTOR AND SUPPORT .............................................................. 30
FUEL INJECTOR LOCATION ON A/C ........................................................ 31
ECPS OVERVIEW ....................................................................................... 33
EEC AND EEC PROGRAMMING PLUG ..................................................... 35
EECS COMPONENTS (ENGINE) ................................................................ 36
EECS COMPONENTS (ENGINE) DESCRIPTION ....................................... 37
EECS COMPONENTS (AIRFRAME) ........................................................... 39
EEC CONTROL INPUT COMPONENTS ..................................................... 43
PROPULSION DISCRETE INTERFACE UNIT (PDIU) ................................ 45
EEC CONTROL MODES ............................................................................. 47
ELECTRONIC ENGINE CONTROL SYSTEM SCHEMATIC (1) .................. 49
ELECTRONIC ENGINE CONTROL SYSTEM SCHEMATIC (2) .................. 51
FUEL CONTROL SWITCH .......................................................................... 53
ELECTRONIC ENGINE COMPONENTS ..................................................... 55
EEC INPUT / OUTPUT ................................................................................ 57
EPR (THRUST) COMMAND VS. TRA GRAPH ........................................... 61
IDLE / REVERSE COMMAND VS. TRA GRAPH ........................................ 63
ENGINE FUEL CONTROL (SUPPLEMENTAL) .......................................... 65
EEC MAINTENANCE PANEL ..................................................................... 67
EEC EXTERNAL CHANEL SELECT LOGIC............................................... 69
EEC FAULT ACCOMODATION .................................................................. 71
EEC AND FUEL CONTROL INDICATING .................................................. 73
EPCS FAULT DISPLAY .............................................................................. 75

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73-00 ENGINE FUEL AND CONTROL
Purpose
The engine fuel and control system supplies fuel to the fuel injectors in the
engine combustion chamber.
System Description
Engine fuel and control is comprised of the

 Fuel distribution (73-11),
 Fuel control (73-21)
 Fuel indicating systems (73-31).
The fuel distribution portion of the system consists of

 An engine driven fuel pump,
 A fuel control unit,
 Fuel/oil heat exchanger,
 Fuel distribution valve, and
 12 fuel manifolds connected to 24 fuel injectors.
Thrust management is accomplished by a full authority electronic engine

control (EEC) which monitors operating parameters and thrust requirements,
and utilizes these inputs to govern fuel control operation. Indications are
provided for fuel flow rate and optional fuel pressure.

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ENGINE FUEL SYSTEM OVERVIEW

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OPERATION
Normal Sequence
Fuel from the aircraft system is delivered to the centrifugal stage of the dual If the minimum pressure and shutoff valves are in disagreement, then EICAS
stage fuel pump. The fuel leaving the boost stage is mixed with bypass return displays advisory message L (R) ENG FUEL VALVE and the ENG VAL light
fuel from the fuel control unit. illuminates.
The fuel is then directed through a separately mounted dual core oil/fuel heat A mechanical overspeed system in the fuel control unit is checked every time
exchanger, which provides automatic de-icing for the fuel filter protecting the the engine is started. The test will be completed before engine idle speed is
pump main gear stage and fuel system from fuel-borne contaminants. The reached.
electronic engine control continuously monitors oil and fuel temperature
sensors to keep fuel temperature above freezing (0°C) and below pump gear Not on all EEC:
scoring (121°C).
Test failure causes EICAS to display the EPCS latched maintenance
Fuel temperatures less than 113°C will cause oil heat to be transferred only message OVSPD TEST.
to the fuel. Above 113°C the air/oil heat exchanger assembly and oil bypass
valve can be activated by the EEC. The fuel flow transmitter measures the rate of metered fuel flow to the engine
and displays the information on EICAS in round dial or digital format. Fuel
The filter delta P switch activates on impending bypass causing the EICAS flow is displayed in either lbs/hour or optional kg/hour.
status and maintenance message L (R) ENG FUEL FILT to be displayed.
The twenty-four single pipe fuel nozzles are paired in twelve sets.
The filter is bypassed when the differential pressure exceeds 9 psid. High
pressure fuel from the main gear stage is supplied to the fuel control unit They are supplied fuel through twelve lines from the fuel distribution valve.
which through electro-hydraulic servo valves responds to commands from the The valve ensures that fuel is evenly distributed to the nozzle sets assuring
electronic engine control to position the fuel metering valve. Redundant consistent starting and turbine temperature during low flow conditions.
torque motor drivers and resolvers are used to position the fuel metering
valve. Either channel of the electronic engine control can provide full range of At high power and fuel flows, equal fuel distribution to the nozzle sets is
control for engine fuel flow. predominantly determined by the controlled pressure drop of the fuel nozzles,
with the valve acting as a manifold connector.
The pressure regulating valve maintains a constant pressure drop across the
fuel metering valve. The windmill bypass valve eliminates high pressure
conditions when the engine is not running but still rotating the fuel pump. Fuel
shutoff and pressurization is controlled by the minimum pressure and shutoff
valve. The fuel control switch causes an electrical signal to be applied to
either the start and run or shutoff solenoids. These solenoids control fuel
pressure to the start sequence valve, which controls the windmill bypass and
minimum pressure and shutoff valves.

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ENGINE FUEL SYSTEM OPERATION

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73-11 FUEL DISTRIBUTION SYSTEM
General Component Location
All components of the engine fuel system are located on the engine. The fuel Fuel from the manifolds enters the fuel injectors and is sprayed into the
pump and fuel control units are mounted on the engine gearbox. engine combustion chamber.
Remaining components are mounted on the engine fan and diffuser cases.
System Interfaces
The engine fuel control unit provides pressurized fuel to the remotely located
stator vane and 2.5 bleed actuators, high pressure compressor (HPC), high
pressure turbine (HPT), low pressure turbine (LPT) and air/oil heat exchanger
valves, and the 14th stage bleed servo valve.
The pressurized fuel is used to position valves and actuators. Actuator and
valve positions are controlled by electronic engine control signals to torque
motors located in the fuel control unit or associated valve or actuator.
The actuator and valve positions are measured by linear variable differential
transformers for feedback to the electronic engine control.
General Operation
The fuel pump is supplied with fuel by the fuel tank boost pumps, through
engine fuel supply lines.
Fuel entering the fuel pump is routed to the centrifugal boost pump to
increase fuel pressure. From the boost pump, fuel is routed through the
fuel/oil heat exchanger to cool the oil and anti-ice the fuel. Leaving the fuel/oil
heat exchanger fuel is sent back to the fuel pump, where it is filtered.
Filtered fuel is fed into the high pressure stage of the fuel pump.
High pressure fuel is sent to the fuel control unit where it is metered to satisfy
thrust and engine requirements. Metered fuel is routed to the fuel distribution
valve and apportioned to fuel manifolds.

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ENGINE FUEL SYSTEM

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FILTERS
General
Ensure the proper flight compartment circuit breakers are pulled and the
corresponding fuel control switch is in cutoff.
Check applicable ENG VALVE and SPAR VALVE panel lights.
After maintenance, restore circuit breakers to proper position and test engine
per Power Plant Test Reference Table (See Maintenance Manual 71-00-00).
Fuel Filter (MAIN)
The fuel filter can be changed by unbolting the cover assembly.
Back bolt assembly out part way to drain fuel (requires 5 gallon container).
Remove cover and filter element, ensuring rubber seals are removed with
filter. Discard packing from cover.
Install new filter element, cover and bolt assembly on fuel pump, engaging
dowel pin with hole on cover. Bolt must be threaded in part way, before cover
will engage dowel pin or housing.
Fuel Control Filter (FCU)
Be prepared to catch fuel in container with minimum capacity of 5 U.S.

gallons (19 liters).
Remove internal wrenching bolt, retaining ring and washer, and retaining ring
from port in fuel control. Remove filter using puller. Lubricate new packing
with petrolatum and install on new filter.
Install filter into fuel control and install retaining ring, retaining ring and
washer, and internal wrenching bolt, threads lubricated with engine oil, to
filter.

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FUEL DISTRIBUTION SYSTEM FILTERS (FUEL CONTROL)

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THIS PAGE IS INTENTIONALLY LEFT BLANK

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FUEL DISTRIBUTION SYSTEM FILTERS (FUEL PUMP)

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FUEL PUMP FLOW
Operation
The fuel pump is supplied with fuel by the fuel tank boost pumps, through
engine fuel supply lines.
Fuel leaving the boost stage mixes with bypass return fuel from the fuel
control unit and then is directed through the fuel/oil heat exchanger before
returning to pass through the 40 micron interstage filter, immediately
upstream of the gear stage.
A fuel pressure tap is taken on the return line between the heat exchanger
and the pump. A fuel pressure transmitter mounted on the front face of the
main gear box sends fuel pressure to EICAS for display on the PERF/APU
page.
The fuel/oil heat exchanger serves to remove engine heat from the oil and
also is managed by the EEC to automatically anti-ice the pump filter and limit
maximum fuel temperature.
The area of the filter is sized to collect a quantity of ice under cold fuel
starting conditions until engine oil heat is available to automatically de- ice.
The filter incorporates a bypass feature to ensure against fuel starvation

under abnormal contamination conditions.
The fuel filter bypass warning system indicates an impending bypass of the
fuel pump filter. When the pressure drop across the fuel pump filter exceeds
5.5 psid, the filter delta P switch closes a circuit to ground.
The ground signal enables an EICAS status/maintenance message and

stores the fault in nonvolatile memory.
 L (R) ENG FUEL FILT (S/M)
A gear pump pressure relief valve will limit pressure rise across the gear
stage to approximately 1100 psi.

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FUEL PUMP FLOW

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FUEL PUMP FUEL FILTER & DIFFERENTIAL PRESSURE SWITCH
Purpose Purpose
Provides pressurized fuel to the fuel control unit. The fuel filter removes contaminants and the bypass warning system
indicates an impending filter bypass.
Location
Location
The fuel pump is mounted to the engine gearbox, as part of the fuel
pump/fuel control package, located on the bottom of the fan case. Fuel filter is located on the bottom of the fuel pump.
Physical Description/Features The differential pressure switch is mounted on the aft side of filter housing.
The fuel pump comprises a centrifugal boost stage, a single gear high Physical Description/Features
pressure stage and a filter with bypass valve. A filter delta P switch is
mounted to the filter housing. The gear stage pump pressure is limited by A single bolt holds filter and cover in place. The dowel pin is used to align
gear stage pressure relief valve. filter cover with housing assembly. A 40 micron disposable filter is used.
Pressure and temperature taps are mounted on the fuel pump for filter inlet Fuel filter differential pressure switch is activated by a differential pressure of
and outlet pressure, and boost stage pump inlet pressure and temperature. 5.5 +/- 0.5 psid and deactivates when pressure falls below 3.5 +/- 0.5 psid.
The gear discharge pressure tap monitors gear stage pump output. The fuel Maintenance Practices
pump drive shaft internal and external splines are oil lubricated.
The fuel filter can be changed by unbolting the cover assembly.
The fuel pump provides interface fluid connections, mechanical speed drive
and mounting area for the fuel control. Back bolt assembly out part way to drain fuel (requires 5 gallon container).
Maintenance Practices Remove cover and filter element, ensuring rubber seals are removed with
filter. Discard packing from cover. Install new filter element, cover and bolt
The fuel pump housing incorporates a flange with seven keyhole slots and assembly on fuel pump, engaging dowel pin with hole on cover. Bolt must be
single bolt hole for engine gearbox mounting. threaded in part way, before cover will engage dowel pin or housing.
Seven nuts and anti-rotation bolt (located at 7 o'clock) must be removed

before fuel pump can be rotated clockwise to disengage flange holes from
studs and remove pump.

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FUEL PUMP

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FUEL AND OIL TEMPERATURE SENSORS
Purpose
The sensors are utilized to monitor fuel and oil temperature, providing the
electronic engine control (EEC) with input data for automatic fuel temperature
control.
Location
The EEC fuel temperature probe is mounted on the forward end of the fuel/oil
heat exchanger, located under the left fan cowl. The EEC oil temperature
probe is mounted on the fuel/oil heat exchanger oil inlet manifold. Access is
by opening the left fan cowl.
Physical Description/Features
The dual element thermocouple fuel and oil temperature probes each utilize
two pairs of chromel/alumel studs on the probe to provide independent
temperature signals to each channel of the EEC.

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FUEL AND OIL TEMPERATURE SENSORS

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FUEL CONTROL UNIT
Purpose
The fuel control unit meters engine fuel flow, regulates stator vane actuator
and air oil heat exchanger valve positions in response to EEC commands,
and supplies pressurized fuel to intercompressor bleed actuator and active
clearance control valves.
Location
The fuel control is mounted on the engine fuel pump, located on the gearbox.
The model JFC104 is a combination electromechanical and hydromechanical

fuel control system. The fuel control unit (FCU) main flow path contains a
main filter, metering valve, pressure regulating valve, windmill bypass valve
and minimum pressure and shutdown valve. All fuel passes through the main
filter. The filter is a combination coarse and line filter. Fuel flow through the
metering valve is scheduled by the electronic engine control. The pressure
regulating valve maintains constant pressure drop across the fuel metering
valve. A minimum pressure and shutdown valve blocks fuel flow to the
engine. The electrical interface consists of a single airframe connector and
individual connectors to each channel (primary and secondary) of the EEC.
Torque motors, switches and solenoids are mounted under the electrical
cavity cover.

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FUEL CONTROL UNIT

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FCU MAINTENANCE PRACTICES
Fuel Control Filter
Ensure the proper flight compartment circuit breakers are pulled and the Remove fuel control and clamp by moving rearward until drive splines
corresponding fuel control switch is in cutoff. Check applicable ENG VALVE disengage from pump. Remove coupling clamp from fuel control. Installation
and SPAR VALVE panel lights. Be prepared to catch fuel in container with of new fuel control requires lubricating and installing packings, nipples and
minimum capacity of 5 U.S. gallons (19 liters). Remove internal wrenching adapters to new fuel control. Remove torque limiting assembly and loosen
bolt, retaining ring and washer, and retaining ring from port in fuel control. locknut on coupling clamp. Install clamp to control and install fuel control to
Remove filter using puller. Lubricate new packing with petrolatum and install fuel pump moving forward until drive splines engage pump. With torque
on new filter. Install filter into fuel control and install retaining ring, retaining limiting assembly removed, torque stud to specified value. Torque locknut to
ring and washer, and internal wrenching bolt, threads lubricated with engine specified value. Install and tighten torque limiting assembly until ratcheting
oil, to filter. Restore circuit breakers to proper position and test engine per occurs. Reinstall electrical connectors and fuel lines. Test engine per Power
Power Plant Test Reference Table (See Maintenance Manual 71-00-00). Plant Test Reference table (See Maintenance Manual 71-00-00).
Fuel Control Unit
The following is for removal of the fuel control from the fuel pump. For
removal of fuel pump and fuel control as a package see Chapter 73 of
Maintenance Manual.
Drain residual fuel from fuel control by removing water drain plug adjacent to
fuel filter. Be prepared to catch fuel in container with a minimum capacity of 5
(U.S. gallons (19 liters). Disconnect three self-locking electrical connectors.
Disconnect all six fuel lines. Loosen coupling clamp securing fuel control to
fuel pump.
The fuel pump/fuel control coupling clamp is a redundant clamping system

which is used to secure the fuel pump and fuel control together.
The coupling clamp features two levels of retention. A primary band, which
evenly distributes stress around the three detail retainers, serves as the main
clamp. A secondary band is located outboard of the primary band and
ensures retention of clamping action in the event of primary band fracture. A
torque limiting assembly is incorporated in the secondary band to ensure the
coupling is not overstressed during installation.

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FUEL CONTROL UNIT MAINTENANCE

BOEING 757-200/300 ATA 73
FUEL CONTROL UNIT OPERATION
Operation
The fuel control unit consists of fuel metering, overspeed detection and The filter consists of a coarse screen (to stop any large foreign objects) and a
protection, and actuator control components. fine screen. Washing action prevents accumulation of deposits on the fine
screen and cleaning is not required. A relief valve allows bypass of the fine
Engine start is accomplished by energizing the start and run solenoid, moving filter if some extreme condition, such as icing, occurs. The servo pressure
it to the open position. The start and run solenoid will be energized until regulating valve supplies the fine filtered flow to the pilot valves, torque motor
engine speed approaches idle speed and will be de-energized by an airframe nozzles and actuators, at a constant delta P above drain pressure.
control signal. When the solenoid is energized the ENG VALVE light will be
lit. Coarse filtered fuel flow then divides, with the flow required by the engine
passing through the metering valve and excess flow going through the
The solenoid, in the open position, sends a pressure signal to the sequence pressure regulating valve and back to pump inlet. The pressure regulating
valve, and as pump pressure rises, the sequence valve translates to the run valve maintains constant pressure drop across the metering valve. The
position and is latched by a high pressure signal. The sequence valve then pressure drop is changed with fuel temperature. The effect is to keep the
sends a high pressure signal to a pressure switch. When activated, the metering valve mass flow constant at each valve displacement regardless of
pressure switch sends an electrical signal to shut off the flight deck light. fuel density changes.
Should the sequence valve not translate to the run position and latch, the
ENG VALVE light will remain lit, and EICAS will display L/R ENG FUEL An external fuel selection adjustment accommodates the use of fuels with
VALVE advisory message. significantly different densities.
Engine fuel flow is shutoff by energizing the shutoff solenoid, moving it to the Engine fuel flow is scheduled by the Electronic Engine Control (EEC)
open position. This position sends a high pressure signal to the spring side of supplied command signal to a torque motor which controls the position of the
the sequence valve, which then translates to the off position. The shutoff metering valve pilot valve. The fuel control unit contains identical torque
solenoid will be energized for 5 seconds to allow the engine to spool down motors, each contains two coils. Each channel of the dual channel EEC
and reduce engine burner pressure. This will ensure that the sequence valve commands one coil of each torque motor. During operation the EEC has only
will not return to the run position due to high burner pressure. Once the one channel at a time. As the metering valve pilot valve position changes, the
sequence valve has translated to the off position, a low pressure signal will modulated pressure to the metering valve changes. This causes the metering
be sent to the pressure switch. Should the sequence valve not translate to valve position to change which directly changes fuel flow. A spring loaded
the off position, the ENG VALVE light will remain lit, and EICAS will display feedback lever picks up metering valve position. The single shaft dual
L/R ENG FUEL VALVE message. If the fire shutoff system is activated, the resolvers input the lever's rotation to the EEC as an electrical signal to close
shutoff solenoid will be directly and continuously energized. the loop. When the metering valve is at the correct fuel flow position, the EEC
returns the torque motor to its null position. This causes the metering valve
Fuel is received at the control inlet from the engine fuel pump and initially pilot valve to return to its null position.
passes through the main filter.
In the event of a loss of current from the EEC, the metering valve torque
motor returns to a zero position which causes the metering valve to move to
the min flow stop. (cont.)

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FUEL CONTROL UNIT BLOCK DIAGRAM

BOEING 757-200/300 ATA 73
Operation (Cont.)
Two more valves are interposed between the metering valve and the control N2 RPM At this higher speed, PR pressure from the pilot valve is supplied to
outlet to the engine. The windmill bypass valve avoids high pressure the pressure switch and the contacts will close. If the overspeed governor
operation of the system when the engine is not running but still rotating the pilot valve falls to switch pressures between the two speed ranges, the EEC
fuel pump. will detect the failure.
This condition occurs during engine windmilling, during start prior to opening EICAS will display OVSP TEST EPCS latched maintenance message
the shutoff valve and any other time the control is in shutoff while the engine (LEVELE).
is turning. The valve is opened by a low pressure signal from the sequence
valve and bypasses metered flow back to fuel pump inlet. The final valve is When engine speed reaches trip speed, the overspeed governor will send PR
the minimum pressurizing and shutoff valve. pressure to the overspeed reset pilot valve. The metering valve pilot valve
servo control pressure will be isolated from the metering valve. The metering
The valve spring is sized to maintain a minimum control inlet pressure of 300 valve, and engine speed, will then be controlled by the overspeed governor.
psi above drain pressure. This pressure is required for normal operation of
the control servo systems. At shutdown, the valve closes providing drop tight Governing speed is lower than trip speed, therefore when the reset valve
sealing of the engine fuel flow path. The control of the stator vane actuator initialise trips fuel flow will decrease until the governing speed is reached. As
and air/oil heat exchanger air shutoff valve actuator is controlled through engine speed increases or decreases from the set governing speed,
functionally similar torque motor controlled pilot valves. The actuators are modulated pressure from the overspeed governor will cause the metering
double acting servos. Each pilot valve is positioned by an EEC electrical valve to decrease or increase fuel flow. The overspeed reset valve will
signal to the controlling torque motor. Actuator position feedback is by a dual remain latched in the overspeed position until the shutoff solenoid is
linear variable differential transformer (LVDT) which sends an electrical signal energized and the sequence valve translates to the off position.
to the EEC to close the loop. In the event of a loss of current from the EEC,
the SVA and A/O torque motors will return to the zero current position and
will cause the SVA and A/O actuators to move to the open position.
Overspeed protection is provided by a mechanical speed governor and pilot

valve. The EEC checks the functional operation of this system in two ranges
of engine speed. A pressure switch electrically connected to the EEC, is
activated by a pressure signal from the governor pilot valve. The first check
for valve operation is betwee 44% - 48% N2 RPM. At this speed, the PR
pressure is blocked.
With low pressure acting on the switch, the contacts will be open. The second
check for correct valve operation is between 53% - 54%.

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FUEL CONTROL UNIT BLOCK DIAGRAM

BOEING 757-200/300 ATA 73
FUEL DISTRIBUTION VALVE
Purpose
The fuel distribution valve receives metered fuel from the fuel control unit and
distributes it to twelve manifolds.
Location
The unit is located at approximately the six o'clock position on the diffuser.
The valve is spring-loaded closed, preventing fuel flow until a predetermined

pressure differential is reached, thus ensuring starting fuel flow to all
injectors. The valve inlet chamber contains a filter. Fuel passes through
twelve variable area valve and sleeve windows before exiting at discharge
ports. As total flow increases at the valve inlet, the window apertures open as
a function of valve pressure differential and spring load. Trimming plugs are
adjustable (shop only) at valve setup, and are used to balance manifold fuel
flows at high engine power.
Maintenance Practices
The fuel distribution valve is bolted to the engine diffuser case with a bracket
FUEL DISTRIBUTION VALVE
and brace. When the valve is removed approximately one quart (one liter) of
fuel drains from fuel distribution valve and fuel flowmeter. If valve assembly
requires replacement, remove the 12 tube adapters (mounted on fuel
outlets), for use on replacement valve assembly. A transfer tube is installed
between the tube adapter and fuel manifold tube.
The filter is a line replaceable unit. When the filter is removed approximately
one quart (one liter) of fuel drains. Insure the filter is installed correctly.
Improper installation may result in lower engine thrust, as indicated by low

EPR readings.

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FUEL DISTRIBUTION VALVE DESCRIPTION

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FUEL INJECTOR AND SUPPORT
Purpose
The fuel injectors perform fuel atomization.
Location
Twenty-four fuel injectors are mounted around the diffuser case.
Twelve fuel manifolds provide fuel to the fuel injectors. Each manifold
supplies fuel to two fuel injectors. The fuel injectors are single-orifice
moderate fuel pressure drop fuel nozzles which utilize burner dome airflow to
accomplish fuel atomization. The burner swirler is embodied in the injector
assembly.
Each injector will flow from 15-600 pph (6.8 - 272 kg/hour) of fuel with a 70
degree spray cone angle. A filter screen and orifice (bench calibrated) are
separately removable from inlet fuel fitting of the injector support.
FUEL INJECTOR AND SUPPORT

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FUEL INJECTOR LOCATION ON A/C

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73-21 FUEL CONTROL SYSTEM
EPCS OVERVIEW
Purpose
The Electronic Propulsion Control System (EPCS) is a digital electronically

implemented system which provides the means of control of the two installed
Pratt and Whitney 2000 Series Engines.
System Description
The EPCS consists of the thrust lever assembly and for each engine, a dual-
channel Electronic Engine Control System (EECS) with dedicated engine
sensors, power sources and output actuators, a thrust reverser control and
indication system (see Chapter 78), a Propulsion Discrete Interface Unit
(PDIU) and flight compartment controls and indicators.
The EPCS also uses/supplies the following from/to the airframe:

 Sensor data from the Digital Air Data Computers (DADC).
 Engine data to (EICAS) and the Standby Engine Indicator (SEI), and
Information to the Thrust Management Computer (TMC).
The EPCS provides the following major functions:

 Control of engine variables during engine start and shutdown,
 Control of thrust level and direction (forward and reverse),
 Automatic thrust compensation for temperature, Mach number,
altitude, and service bleed air extraction,
 Automatic fault detection with EICAS indication,
 Engine performance and fault condition data for display, maintenance
recording, and use by other aircraft systems, and
 Protection from N1, N2 overspeed and Burner Pressure (PB)
 exceedance.

BOEING 757-200/300 ATA 73
ECPS OVERVIEW

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ELECTRONIC ENGINE CONTROL (EEC) EEC PROGRAMMING PLUG
Purpose Purpose
The Electronic Engine Control (EEC) is used to: The EEC programming plug adapts the engine control system to the
 Supply thrust management and schedule fuel for all engine particular engine and configuration it is controlling.
operational conditions.
 Control selected components and systems. Location
 Supply limits for selected engine parameters,
 Supply interface with aircraft systems. Mounted on "A" channel housing.
Location Description and Operation
Mounted on the fan exit case at the 11:00 position The programming plug is input at "A" channel housing and hardwired to both
the "A" and "B" channel circuits.
Description and Operation:
The plug is matched to the engine model and rating which is identified by the
Full authority - digital control and is mounted on vibration isolators Dual part number.
channel: "A" - primary channel and "B" - secondary channel EEC
programming plug, matched and secured to engine. The plug is secured to the engine with a lanyard and must remain with the
engine if the EEC is replaced.
Channel in command:
The plug is matched to the engine (EPR / Thrust Standardization) during test
"A" (primary): Normal "A" channel in command, "B" channel continues to cell operation and is identified by the class number.
function or test but is not in command
 The part number and class are stamped on the programming plug
Note: EEC stays in "A" as long as possible by use of "B" data to calculate and the engine data plate.
or "B" output drivers to control, via cross talk interface. "B" can never
use "A" inputs to calculate or drivers to control.
 "B" (secondary): EEC uses "B" channel when software logic or control
by "A" is not possible.
Transparent check:
 Start on ground: "A" to "B" to "A",
• Operates in "A" unless fault occurs or "B" is selected
 Start in flight: Shutdown / Restart in opposite channel
• Note: Shift from "A" to "B" may cause control mode shift.

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EEC AND EEC PROGRAMMING PLUG

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EECS COMPONENTS (ENGINE)
General Components Locations
The Electronic Engine Control (EEC) is mounted on the upper left side of the
fan case. The EEC alternator is mounted on the right front side of the
accessory gearbox.
The total pressure / temperature (PT2 / TT2) probe is located near the 12
o'clock position on the inside of the inlet cowl.
The Fuel Control Unit (FCU) is mounted on the fuel pump, located on the
right rear side of the accessory gearbox.
General Subsystems Features
The EEC incorporates dual digital electronic channels and provides full range
control, forward and reverse, of engine fuel flow.
The EEC also controls the compressor stator vane angle, compressor bleed
valve position, compressor and turbine case cooling (see Chapter 75 for
engine air details).
Another function of the EEC is to control engine oil cooling (see Chapter 79
for engine oil details) and engine fuel heating (see Chapter 73 for fuel heat EECS COMPONENTS (ENGINE)
details).
Power to each electronic control channel is provided by a dedicated EEC

alternator.
The EEC alternator also provides an N2 rotor speed signal to the EEC. The
PT2 / TT2 probe provides total pressure and total temperature signals to
each channel of the EEC.
Electronic control outputs are transmitted to the FCU which provides the
electro-hydraulic interfaces between the EEC and the fuel metering valve,
stator vane actuator, and air/oil cooler actuator.
The case cooling actuators, compressor bleed actuator and fuel/oil cooler
bypass valve are electrically driven from the EEC.

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EECS COMPONENTS (ENGINE) DESCRIPTION

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EECS COMPONENTS (AIRFRAME)
General Components Locations
The thrust lever assembly is located on the P10 panel on the control stand.
The resolver is part of the resolver/clutch assembly located below the control
stand in the forward equipment center.
The fuel control module is also located on the P10 panel on the control stand.
The left and right engine Propulsion Discrete Interface Units (PDIU) are
mounted in the E5 rack.
The EEC maintenance panel is located on the P61 sidewall panel.
General Subsystems Features
The thrust lever assembly is mechanically connected to the resolver/clutch

assembly by pushrods. The resolvers send an electrical signal of thrust
lever position to the EEC.
The fuel control switch is directly wired to the engine fuel shutoff valve and
spar valve.
The PDIU interfaces between airframe analog signals and EEC digital data.
The EEC maintenance panel allows manual EEC channel control selection
and allows airframe power to the EEC for ground maintenance functions.

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EECS COMPONENTS (AIRFRAME)

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EEC CONTROL INPUT COMPONENTS
1. Resolver for the Thrust Lever Angle (TLA) 4. Probe for the Inlet Total Pressure/Temperature (PT2/TT2)
Resolvers for the thrust lever angle are dual precision resolvers which supply The PT2/TT2 probe is located near the 11 o'clock position in the inlet cowl.
electrically isolated thrust command signals to both channels of the electronic
engine control (EEC). The probe measures the total pressure and total temperature of the air mass
entering the engine.
The resolvers for the thrust lever angle are located on the autothrottle
assembly. Total temperature is measured by two platinum resistance elements. Each
channel monitors one element and converts the resistance to a temperature
2. EEC Alternator signal.
The EEC alternator is mounted on the gearbox. The alternator is composed Total pressure is routed to one of the pressure transducers in the main
of a rotor and a stator. The rotor is mounted on a stub shaft, and the stator channel of the EEC.
fits over the rotor and mounts to the gearbox. The stator consists of two 3-
phase windings and a single phase winding, Each 3rd phase winding The probe has an internal heater to protect the probe from icing conditions
provides power and an N2 rotor speed signal to a channel of the EEC. (Ref ATA 30-34) It operates with Aircraft power:
 Inflight - continuous
The single phase winding provides an N2 rotor speed signal to EICAS.  On ground - above 50 percent N2 RPM
At about 10% N2 rpm, the alternator output is sufficient to power the EEC. 5. Thermocouple Probe for the Fuel Temperature
The alternator operates between 3500-37850 rpm. A shaft seal seals the A thermocouple probe for the fuel temperature is installed in the fuel-out end
alternator from the gearbox. The alternator will still operate when filled with of the fuel/oil heat exchanger. The probe consists of two alumel- chromel
oil, in case of shaft seal failure. thermocouples, which provide independent signals to each channel of the
EEC.
3. N1 Speed Transducer
6. Thermocouple Probe for the Oil Temperature
The N1 speed transducer is mounted on a dipstick arrangement, that inserts
through the intermediate case wall. The transducer pickup unit is mounted in A thermocouple probe for the oil temperature is installed at the oil inlet of the
close proximity to 60 teeth machined on the shaft of the low pressure fuel/oil heat exchanger. Two alumel-chromel thermocouples provide
compressor. independent oil temperature signals to each channel of the EEC.
The transducer provides two identical, independent outputs - one for each
channel of the EEC.

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7. Thermocouple Probe for the T 3,5 Temperature
(AIRPLANES WITH BG-11 ENGINES AND SUBSEQUENT)
The Tt 3,5 thermocouple probe is located at an AP-9 borescope port,

between Flanges K and M.
The probe measures the high compressor discharge total temperature.
The probe consists of two isolated alumel-chromel thermocouples which

provide independent signals to each channel of the EEC.
The temperature value is used by the EEC to cause a lower engine fuel flow
rate during the startup of a hot engine on the ground. The lower fuel flow rate
makes the HPC compressor more stable and reduces the chance of an
engine stall or a hung start.
8. Pt4.9 Probe
P4.9 is used as an input parameter to the EEC to compute EPR.
Five exhaust case struts, averaged in the manifold and sent to the EEC
transducers.

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EEC CONTROL INPUT COMPONENTS

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PROPULSION DISCRETE INTERFACE UNIT (PDIU)
Purpose
The PDIU acts as an interface between the electronic engine control and At all other times approach idle is selected.
aircraft systems.
The opposite engine status signal comes from the N2 speed card and
Location indicates whether the opposite engine is running or shutdown.
Left and right propulsion discrete interface units are both mounted in the A P2/T2 probe heat signal is input whenever probe heat is automatically
Power. switched on.
Each unit is powered by single phase AC power from either the 115 volt ac Whenever alternate power is selected the GND TEST PWR signal is applied.
left main or standby buses.
The starter cutout signal is initiated by the EEC when engine speed reaches
Input / Output 50% N2. Either channel transmits the starter cutout command. When N2
droop control mode is engaged either EEC channel signals the PDIU to
The PDIU receives ARINC 429 serial digital data from each channel of the illuminate the ENG LIM PROT light.
corresponding electronic engine control and discretes from other airplane
systems. The discrete signals are converted to ARINC 429 serial digital data BITE
for transmission to each electronic engine control channel.
The PDIU BITE defects and annunciates internal faults. A BIT TEST is done
The environmental control system (ECS) bleed configuration cards indicate when EICAS shows the L (R) PDIU on the EPCS page (E).
whether pack is ON or OFF, pack in HI or LO flow schedule, and cowl or wing  The green POWER ON light illuminates when 115 volt ac power is
anti-ice selection. available.
The BIT TEST switch must be held for 1 second to initiate the test.
Idle select is determined from the air/ground switch discrete and approach  The green TEST IN PROGRESS and amber FAIL lights are tested
flap discrete as follows. while the switch is pushed. When the switch is released the fail light
 Minimum idle is selected if the air/ground switch is In the ground extinguishes and the remainder of the test is completed.
mode for more than five seconds; Successful completion of the test extinguishes the TEST IN PROGRESS
 or the air/ground switch is in the air mode and approach flaps are not light.
selected.  The FAIL light illuminates for test failure.
The BIT terminates automatically 30 seconds after test initiation, regardless

of whether the test sequence has been completed.
If BIT is automatically terminated before the test sequence is completed the

FAIL light illuminates. The FAIL light remains illuminated until a new
"POWER-ON" cycle occurs.

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PROPULSION DISCRETE INTERFACE UNIT (PDIU)

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EEC CONTROL MODES
Description & Operation Maintenance Practices
The Primary Channel of the EEC is normally in full control of the engine. A maintenance check of the ENG LIM PROT LIGHT and EICAS message is
performed by manually placing the Secondary Channel in control with the
Thrust output is normally based on EPR. engine running. Open the right Air Data Computer (ADC) circuit breaker on
the P-11 panel.
If the Primary Channel cannot control the engine in the EPR mode, then the
N1 mode is used. If control in the N1 mode is not possible then the N2 mode, Loss of ADC input to the Secondary Channel disables it's ability to calculate
also called the N2 Droop mode, is used. EPR that it uses to compute N1. Therefore, the Secondary Channel reverts to
the N2 mode. The L(R) ENG LIM PROT light and message appears.
When in the N2 mode the amber ENG LIMIT PROT light illuminates on the P-
10 panel and the EICAS message ENG LIMIT PROT appears. The light and the message remain until the ADC circuit breaker is restored
and the engine is shut down.
If the Primary Channel's ability to control in the EPR mode is impaired the
EPR indication for that engine may be blank.
However the EPR calculation portion of the Primary Channel may be

functional and EPR indication available, with the EEC Primary Channel
controlling in the N1 or N2 modes.
If the Primary Channels processor cannot control the engine, in any of the
three modes, then control is transferred to the Secondary Channel.
The Secondary Channel does not have an EPR mode. The Secondary
Channel's primary mode of control is based on N1.
When the Secondary Channel is placed automatically in control, an EICAS

status and maintenance message L(R) EEC SEC SEL is generated.
The calculation on N1 in the Secondary Channel is based on EPR. However,

the Secondary Channel cannot control using EPR or provide EPR indication.

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EEC CONTROL MODES

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ELECTRONIC ENGINE CONTROL OPERATION
Normal Sequence The EPCS provides the following major functions:
The Electronic Propulsion Control System (EPCS) is a full authority, digitally A. Engine Starting
implemented system which provides the means of control for the PW2000
series engines. The EPCS consists of (1) two thrust lever assemblies  Scheduling of engine variables during start
(mounted in the flight compartment aisle stand) for crew forward and reverse  Fuel RUN/CUTOFF
thrust selection, (2) a control (EEC) on each engine which incorporates dual  Automatic starter cutoff
electronic channels, (3) interfaces to other aircraft systems, and (4) indication  Automatic cold start fuel enrichment
in the flight compartment.
B. Engine Thrust Setting
Each EPCS channel has a microcomputer housed in the Electronic Engine
Control (EEC), Each EEC channel has a dedicated on- engine electrical  Control of thrust level and direction (forward and reverse)
power system independent from airframe power. For ground maintenance  Control of thrust level with "full thrust lever" takeoff and maximum
use, when the engine is shutdown, airframe power can be used to power the reverse thrust
EEC. Two sensor networks, each dedicated to its assigned channel, provide  Consistent thrust lever sensitivity and linearity
continuous environmental information. The microcomputer monitors,  Automatic thrust reduction or limitation for uncommanded thrust
interprets, and maintains the pilot-commanded thrust ratings. reverser position
 Automatic selection of appropriate idle thrust setting (approach or
Thrust lever position data (TLA) is sent to the EEC by a dual resolver for minimum idle)
each lever. Altitude, total air temperature and total air pressure signals are  Control of thrust using EPR, N1 or N2
sent to the EEC from the air data computers. Aircraft service bleed  Acceleration and deceleration limiting
information is sent to the EEC from the Propulsion Discrete Interface Unit  Limiting for N1 N2 and burner pressure (PB)
(PDIU). The EEC uses these parameters to command:
1) the Fuel Control Unit (FCU) which meters fuel to the engine combuster, C. Thrust Reverser Control (See Chapter 78 for Details)
2) the stator vane actuator which positions the stator vanes, and
3) the bleed valves which modulate the compressor stability bleed
extractions.

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ELECTRONIC ENGINE CONTROL SYSTEM SCHEMATIC (1)

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Backup Operation
The two EEC channels are configured as primary and secondary. These EEC Switching control of the engine from the primary channel to the secondary
channels contain identical hardware except for two pressure inputs (P2 and channel takes place through software logic or hardware control when such
PAMB). Each channel includes input signal conditioning, a processor and action is necessary in order to maintain the engine control function.
output drivers. Each channel is fed by a separate and independent sensor
network.
Both channels operate continuously with the primary channel normally in

control and the secondary channel functioning but not controlling the engine
output devices.
Normally the EEC will control thrust using EPR. The EPR ratings are
calculated in the EEC, the EPR command is proportional to TLA position, and
the fuel flow is modulated to match actual EPR to EPR command. The flight
crew uses EPR as the thrust setting parameter.
The N1 mode is used when insufficient data exists to calculate actual EPR.
The N1 command is a function of EPR command and Mach number. Fuel

flow is modulated to match actual N1 to N1 command. The flight crew uses
N1 as the thrust setting parameter.
The N2 mode is used when insufficient data exists to calculate ratings or

actual EPR or actual N1 The N2 control mode in EPCS is a digital
implementation of the conventional hydromechanical controller and this mode
of operation is indicated by the "ENG LIM PROT" light on the fuel control
module in the flight compartment. The flight crew uses N1 as the thrust
setting parameter with the knowledge that thrust overboost is possible.
Failure of inputs (e.g. air data information) in the primary channel are
accommodated by using the secondary channel inputs via a cross channel
communication link.
Failure of outputs (e.g. torque motor driver) in the primary channel are
accommodated by sending the primary channel's output commands to the
secondary channel via the channel crosstalk interface and using the output
drivers in the secondary channel.

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ELECTRONIC ENGINE CONTROL SYSTEM SCHEMATIC (2)

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FUEL CONTROL SWITCH
Normal Sequence Engine Shutdown Sequence
During the manual engine start and shutdown sequence, fuel shutoff and Engine fuel flow is shut off by energizing the shutoff solenoid, moving it to the
pressurization is controlled by the minimum pressure and shutoff valve in the open position. The shutoff solenoid is energized when the fuel control switch
fuel control unit. is moved from RUN to CUTOFF. The K10126 L open disagree relay will
relax, causing the ENG VALVE light to illuminate and EICAS to display the L
Engine Start Sequence ENG SHUTDOWN message. The solenoid, in the open position, sends a
pressure signal to the spring side of the sequence valve, which then
When the left engine start switch is selected to the GND position, the starter translates to the off position. The sequence valve then sends a low pressure
engages and engine start is accomplished by energizinq the start and run signal to the pressure switch causing K10124 L close disagree relay to
solenoid, moving it to the open position. The fuel control unit sequence valve energize. This extinguishes the ENG VALVE light and ESCAS displays the L
then enables the minimum pressure and shutoff valve. The start and run ENG SHUTDOWN caution message. The sequence valve also sends a low
solenoid is energized when the fuel control switch is moved from CUTOFF to pressure signal to the minimum pressure and shutoff valve causing it to close
RUN. The K10124 L close disagree relay will relax, causing the ENG VALVE and stops fuel flow to the engine. If the sequence valve fails to translate to
light to illuminate and EICAS to remove the L ENG SHUTDOWN caution the off position, the pressure switch remains activated, K10124 will remain
message. The solenoid, in the open position, sends a pressure signal to the relaxed and the ENG VALVE light remains illuminated and EICAS displays
sequence valve and as pump pressure rises, the sequence valve translates the L ENG FUEL VAL advisory message.
to the run position and is latched by a high pressure signal. The sequence
valve then sends a high pressure signal to the pressure switch causing Five seconds after the fuel control switch is moved to CUTOFF, K10482 L
K10126 L open disagree relay to energize. This extinguishes the ENG shutdown power saver relay energizes and removes power to the shutoff
VALVE light. The sequence valve also sends a high pressure signal to the solenoid. If K10462 fails to energize after the engine is shutdown EICAS
minimum pressure and shutoff valve causing it to open and allow metered displays the L FUEL OFF SOL latched maintenance message.
fuel flow to the engine.
If the engine fire switch is pulled, the shutoff solenoid is directly and
If the sequence valve fails to translate to the run position, the pressure switch continuously energized.
will not activate, K10128 will remain relaxed and the ENG VALVE light
remains illuminated and EICAS displays the L ENG FUEL VAL advisory
message. When the left engine start switch moves out of the GND position
(starter cutout) a 28 volt dc signal is sent to the K10463 L run power saver
relay and five seconds later it will energize, removing power to the start and
run solenoid. The solenoid does not need to stay energized continuously
because the sequence valve is hydraulically latched to the run position. If
K10463 fails to energize after engine is running EICAS displays the L FUEL
ON SOL latched maintenance message.

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FUEL CONTROL SWITCH

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ELECTRONIC ENGINE CONTROL (EEC)
Purpose
The Electronic Engine Control (EEC) provides full range of control for engine The control signal connectors for the primary and secondary channel are:
fuel flow, compressor stator vane angle, compressor bleed position,  J1 and J7 airframe;
compressor turbine and case cooling.  J2 and J8 engine;
 J3 and J9 Fuel Control Unit.
Location
A bonding strap grounds the EEC to the engine structure. A passive test
The unit is mounted on the upper left side of the engine fan case. connector is used for maintenance and test monitoring operations. The data
entry plug is attached to the J8 connector on the EEC. The plug furnishes the
Physical Description/Features EEC with information identifying engine basic thrust rating, and normalizes
the thrust versus engine pressure ratio (EPR) relationship. It also indicates to
The Electronic Engine Control (EEC) is housed in a single box that is the EEC which of two power setting schedules should be selected. The plug
vibration isolated. Protection against engine vibration and heat is provided by remains attached to the engine when the EEC is removed.
a four point shock/vibration isolation mounting system and an enclosed heat
exchanger. Hostile fluid compatibility is ensured through the use of corrosion Power
resistant materials.
The EEC is powered by a dedicated dual-output permanent magnet
The size of the EEC is 15 x 22 x 5 inches. The unit weighs about 39 pounds, alternator driven by the engine N2 gearbox. The airplane electrical system
including the cooling air cover and manifold. The unit separates into two powers EEC controlled solenoids, and is a selectable alternate power source
halves, each consisting of one self-contained electronic engine control for EEC ground testing.
channel. A non-metallic shield is provided as a channel separator that
physically separates and isolates one from the other. Maintenance Practices
Pneumatic control signals are received by way of pressure ports (4) on the On-wing troubleshooting is aided by continuous self-test routines in the EEC.
end of the unit. The EEC is supplied with six pressure transducers to The EEC isolates faults in the control or to the affected sensor or actuator.
enhance channel independence. Both channels receive the burner pressure The faults are stored in ARINC 429 discrete maintenance words. The faults
(Pb) and low pressure turbine exit pressure (P4.9), while fan inlet pressure are indicated on the EICAS EPCS page.
(P2) from the engine inlet mounted PT2/TT2 probe is received by the Primary
Channel, while ambient pressure (PAMB) is received by the Secondary Caution: PRIOR TO CONNECTING GROUND CABLE TO EEC, CHECK
Channel. Normally, the air data parameters are obtained from the air data TO ENSURE THAT CABLE MOUNTING LUGS ARE SECURE
computer. AND THAT CABLE STRANDS ARE AT LEAST 75%
UNBROKEN. LOOSE LUGS OR EXCESSIVE BREAKAGE IN
Electrical power and control signals are received and transmitted by four CABLE STRANDS MAY RESULT IN INADEQUATE LIGHTNING
active connectors for each channel. The power connectors are J4 and J10 for STRIKE PROTECTION.
the primary and secondary channels respectively.

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ELECTRONIC ENGINE COMPONENTS

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EEC INPUT/OUTPUT
Signal Processing
The EEC consists of dual digital control channels designated as primary and Therefore, the secondary channel is configured to use only its own input and
secondary. Each channel includes input signal conditioners, a power supply, output devices. Secondary channel parameter selection logic is less complex
a digital processor, output drivers and a program with logic necessary to than in the primary EEC channel because only two sources of data (own data
detect, isolate and accommodate faults in any of these parts. and synthesized data) are available for comparison.
One set of input sensors, analog and digital data, is provided to each channel
and each EEC channel has direct control over its own outputs. Normally the
primary channel is in control of the engine and the secondary channel is
functioning but not controlling the output devices. Channel-to-channel
communication over the cross channel data link is incorporated to make use
of redundant inputs and output devices. Control of the engine is maintained
by the primary EEC channel as long as possible.
The primary channel:

 Receives data from its own sensors;
 receives data from the secondary channel via the high speed serial
data link
 and synthesizes data from other parameters.
Primary channel parameter selection logic is used to isolate and select a

correct input from these three sources.
Sharing of redundant inputs and outputs is based upon the following

concepts:
 The primary channel can utilize its own input signals or borrow some
or all of the input signals from the secondary channel;
 the primary channel can use its own output devices or the
secondary's;
 • the only faul which causes the secondary channel to automatically
assume control of the engine is failure of the primary channel's
processor.

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EEC INPUT / OUTPUT

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EEC THRUST CONTROL
General N1 Mode
Control modes are automatically selected by the EEC. N1 is a rated mode (similar as the EPR mode). N1 mode is selected
automatically when the EEC cannot control in the EPR mode.
The three modes (EPR or N1 or N2 - dependent on malfunction and
operation mode) are used as thrust adjustment parameters. There may be a thrust control shift compared to EPR mode.
 N1 mode is available in Primary or Secondary channel.
EPR Mode
TLR input results in an N 1 command calculation using rating curves biased
The EPR mode is the normal mode and is a rated mode. by T2 and Pb.
 Available in Primary channel only
The EEC modulates fuel flow so that N1 actual is equal to N1 command.
The thrust level request is made through the thrust Sever resolver (TLR) TLR
input results in an EPR command calculation using rating curves biased by The rated power levels are max power available (takeoff or max continuous)
Mn, T2, P2, ALT and aircraft bleed status. and max climb:
 At TLR greater than 80.50 max power available is calculated by the
The EEC modulates fuel flow so that EPR actual is equal to EPR Command. EEC.
o Takeoff power at altitude <17,000 ft. and Mn <.45
The rated power levels are maximum power available (takeoff or max o Max continuous at ALT >17,000 ft. or Mn >.45
continuous) and max climb:  Max climb calculated at 68,50 TLR
 At TLR angle greater than 80.50 max power available is calculated by  All other power levels, except idle, are obtained by interpolation of the
EEC. thrust lever position.
o If the altitude is <17 000 ft. and Mn is <.45, the EEC calculates
a rating for takeoff.
o If the altitude is >17,000 ft. or Mn is >.45, the EEC calculates a
rating for max continuous.
 The max climb rating is calculated at 68.50 TLR angle.
 EPR idle is calculated as a function of Mn biased by altitude, but not
used to control idle speed.
It is also calculated to permit a linear interpolation between idle and max

climb as a function of TLR,

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N2 Mode
The N2 mode is not a rated mode and is available in both Primary and
Secondary channel. It is selected when insufficient data exists to permit
control in the EPR or N1 mode.
The EEC schedules fuel flow, on a hydromechanical type schedule, to

maintain an N2 set speed for a given TRA and T2.
 Engine overboost is possible with thrust lever full forward!
 Manual power setting is required, auto throttle disconnected.
On the B757, the N2 mode operation is indicated by an:

 Illumination of the L(R) ENG LIM PROT light on the aisle stand.
 Appearance of a"C" level message
• L(R) ENG LIM PROT.
If the power lever is moved into the overboost risk area, EICAS will change
the message type to a level "B" message:
 L(R) ENG LIM PROT
 Illumination of the "Master Caution" light.
 -Audible warning (Caution Beeper)

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EPR (THRUST) COMMAND VS. TRA GRAPH

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IDLE AND REVERSE VS. TLR ANGLE
Idle Speed (40° to 26.7° TLR angle)
Ground/minimum idle
The Propulsion Discrete Interface Unit (PDIU) sends (outputs) a digital "1" to The EEC receives the thrust reverser translating sleeve position feedback
the EEC when the aircraft has weight on wheels. from Linear Variable Differential Transformers (LVDTs) on the actuators.
The PDIU waits until five seconds after touchdown before it sends this signal. If the translating sleeves are in transition, the EEC schedules idle fuel flow.
Approach idle
The PDIU sends a digital "0" to signify approach idle to the EEC in each of
the following cases:
 Flaps >25 UNITS
 Thermal anti-ice (TAI) ON
 PDIU failure (failsafe mode)
The PDIU continues to send a "0" to the EEC for five seconds after
touchdown.
This keeps the approach idle speed in effect to permit a rapid thrust increase
immediately after touchdown for reverse thrust or a go around.
The PDIU sends a digital "1" to signify minimum idle to the EEC in all cases.
Thrust Reverser Command
The thrust reverser is commanded from the thrust lever resolver.
The TLR position is sent to the EEC and the EEC then commands the
position of the Thrust reverser (see ATA 78):
 26.7 TLR - Reverse idle stop
 33.0 TLR - Deploy command (DCV)
 35.5 TLR - Stow command (DCV)
 30.25 Thrust reverser control lever interlock
 to 1.90 TLR - Max reverse thrust

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IDLE / REVERSE COMMAND VS. TRA GRAPH

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ENGINE FUEL CONTROL (SUPPLEMENTAL)

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EEC MAINTENANCE PANEL
EEC Channel Select
The EEC Channel Select switch is a three-position switch labeled AUTO and
SEC. It is spring-loaded to center. The center position is not labeled.
The EEC Channel Select switch is active on the ground only. Activating the
switch to SEC manually transfers engine control to the Secondary Channel.
On the EPCS page, the white box moves to the SEC position, indicating the
channel in control.
If the EEC automatically transfers to the Secondary Channel or was forced to

change the channel (Maint. Channel Select) the L(R) ENG SEC SEL status
and maintenance message is generated.
EEC Alternate Power
The EEC Alternate Power switch is a two-position guarded switch.
In the normal (NORM) position the EEC is powered from the EEC alternator
when the engine is running.
The alternate (ALTN) position allows 28V dc aircraft power to the EEC when
the engine is not running.
The L(R) ENG EEC PWR (C) EICAS message appears.

BOEING 757-200/300 ATA 73
EEC MAINTENANCE PANEL

BOEING 757-200/300 ATA 73
EEC EXTERNAL CHANNEL SELECT LOGIC Manual Channel Select For Maintenance
Transparent Secondary Channel Select Switch Logic (TSCSS) The The EEC channel select switches on the sidewall panel (P61) allow the
transparent secondary channel select switch (TSCSS) is so named because maintenance crew to select the secondary EEC channel if the airplane is on
its operation is "transparent" or unseen to the flight crew. the ground.
The primary channel is normally in control and remains in control as long as it Momentarily selecting the L (R) channel select switch to the SEC position will
is capable. Fault detection and accommodation logic in each channel will cause the EEC channel select relay 1 to latch in the SET position and the
cover most but not all primary EEC channel faults by switching to the primary channel is disabled and the secondary channel is enabled regardless
secondary channel. Some faults or combinations of primary EEC channel of the health of either EEC channel.
faults will cause engine shutdown or improper engine operation.
Momentarily selecting the L (R) channel select switch to the AUTO position
The TSCSS is designed to back up or compensate (in flight) for any primary will cause the EEC channel select relay 1 to latch in the RESET position and
channel faults not automatically accommodated by the EEC by switching to the EEC automatic channel select mode of operation will be enabled.
the secondary channel.
Anytime the EEC channel select relay 1 is SET a signal is sent to the EICAS
After an in-flight engine shutdown, the TSCSS relay logic will automatically computers to display the status and maintenance message L (R) ENG SEC
select the secondary EEC channel on the first engine restart attempt. SEL.
 On subsequent restart attempts, the TSCSS will alternate between

selecting the EEC automatic channel select mode of operation and
secondary EEC channel select mode of operation.
The EEC channel select relays 1 and 2 are magnetic latching relays. Use of
latching relays ensures that the TSCSS is independent of failures to airplane
power. An "open" circuit, or relay 1 RESET, to the EEC, secondary select
input will set the EEC to "automatic" select mode.
A "closed' circuit, or relay 1 SET, between the EEC secondary select input
and the EEC ground causes the EEC to select the secondary channel.
Both relays are normally in the reset position during flight. Each transition of
the fuel control switch from RUN to CUTOFF, in flight, causes the EEC
channel select mode to toggle.
The TSCSS can be disabled by the L (R) EEC channel select circuit breaker
if the secondary channel is known to be inoperative at dispatch.

BOEING 757-200/300 ATA 73
EEC EXTERNAL CHANEL SELECT LOGIC

BOEING 757-200/300 ATA 73
DATA ACQUISITION - EEC FAULT ACCOMMODATION LOGIC

Control system status
Purpose
 Various labels and bits which annunciate the health of the EEC
Fault accommodation logic is used to identify the control system's health to  Oil temperature low and high annunciation
ensure continued safe operation of the engine.  No message with a parameter (N1 ,N2, EGT, Wf, etc.) shift indicates
all checks have passed.
Description and Operation • The cause of the parameter shift has not been detected by the
control system
Circuit checks:
Use ground test power or run the engine to find these faults.
 Torque motor wraparound or solenoid wraparound failure:
• Indicates the channel's torque motor or solenoid or wiring harness
has failed,
 Feedback sensor failure:
• Indicates that an individual channel's feedback, LVDT, or its wiring
harness has failed.
Position checks:
Run the engine to find these faults. (Inhibited during engine start to avoid
nuisance faults)
 Range/rate failure which indicates that:
• An input signal has failed a check against the allowable upper or
lower limit of that input or the allowable rate of change for that
input,
 Cross check failure which indicates that:
• Channel A and B inputs have failed a comparison check.
 Track check failure which indicates that:
• The system's actuator or valve is not in the commanded position.
 External wraparound failure which indicates that:
• The system's valve is not in its commanded position, as
determined by the switch position.

BOEING 757-200/300 ATA 73
EEC FAULT ACCOMODATION

BOEING 757-200/300 ATA 73
EEC AND FUEL CONTROL INDICATING
EEC Controls Indication
If two or more of the four available channels on both engines are incapable of
control the EICAS message is displayed.
 ENGINE CONTROLS (C)
 A flight dispatch is not permitted!
A Primary or Secondary Channel considered not independently capable of

engine control is indicated by the EICAS messages:
 L(R) ENG PRI CONT (S, M)
 L(R) ENG SEC CONT (S, M)
 A Flight dispatch is permitted under certain conditions. Consult the
AOM/DDG for details
Fuel Control Indication
If the EEC fails to control the Fuel Control Unit by using both channels the
message L(R) FCU FAILSAFE (S, M) appears.

BOEING 757-200/300 ATA 73
EEC AND FUEL CONTROL INDICATING

BOEING 757-200/300 ATA 73
ELECTRONIC PROPULSION CONTROL SYSTEM (EPCS)
Purpose
The Electronic Propulsion Control System (EPCS) is used to monitor and

display faults for the following components.
 Thrust lever mechanism
 Thrust reverser control logic
 Propulsion Discrete Interface Unit (PDIU)
 EICAS
 Air Data Computer (ADC)
 Thrust Management Computers (TMCs)
 Standby Engine Indication (SEI)
 Related circuits
 Flight Management Computer (FMC)
DESCRIPTION AND OPERATION
B757 Configuration 1
 Two-tier system
 EPCS maintenance page display
• Continuously identifies faulty LRUs to line maintenance personnel
for quick remove/replace corrective action
 • Electronic Engine Control Monitor (EECM) - One for each engine
• Storage and display of diagnostic information required when
EPCS page data is not sufficient to isolate the fault.
• "L(R) EEC MONITOR" M-level message sent to EICAS meaning
that the L(R) EECM has stored a fault
B757 Configuration 2
 EPCS faults are continuously monitored and stored on the EPCS

maintenance page of the Engine indication and Crew Alerting System
(EICAS) when:
• The engine is running
• Alternate power is applied to the EEC.

BOEING 757-200/300 ATA 73
EPCS FAULT DISPLAY

BOEING 757-200/300 ATA 73
EEC FAULT MONITOR
Purpose
The EEC fault monitor receives and stores EEC fault messages.
It can be interrogated during maintenance to recall stored fault messages.
Location
The EEC fault monitor is found in the aircraft electronics bay.
Description and Operation:
One EEC fault monitor for each EEC.
Separate primary channel and secondary channel data buses from the EEC.
Each EEC fault monitor is automatically powered for 5 seconds to receive

EEC fault messages when the aircraft lands.
The system can be manually powered by activating the GRD TEST switch
during ground operation.

BOEING 757-200/300 ATA 73
EEC FAULT MONITOR (CONFIG. 1)

BOEING 757-200/300 ATA 73
EECS/TMS INTERFACE
Major / Subsystem Sequence
The Electronic Engine Control System (EECS) provides the means to set Functions of the TMS include thrust limit computation, autothrottle control,
thrust level and direction via the thrust lever system. and providing thrust associated data to EICAS for display. The TMSP
provides one means to select thrust limit modes and display the computed
Forward thrust, between idle and maximum available rating, is proportional to limits.
forward thrust lever position. Reverse thrust, between idle and maximum
reverse rating, is proportional to reverse thrust lever position. The Automatic Flight Control System (AFCS) mode control panel provides a
means of selecting autothrottle control modes.
Thrust lever position is transmitted to the EEC via a thrust lever resolver as
Thrust Resolver Angle (TRA).
The EECS also provides the information displayed by EICAS for indication of
the thrust setting parameter. The EECS also provides engine performance
and status data to the Thrust Management System (TMS).
This EECS provided information includes the following:

 EPR - actual EPR sensed by the EEC.
 EPR command - EPR is commanded via the TRA. EICAS provides an
arc on the EPR display when EPR and EPR command are not equal.
This occurs during transients or possibly (with deteriorated engines) when a

structural limit (N1, N2 or PB) is reached prior to EPR matching EPR
command sensed by the EEC.
 Maximum EPR - This is an indication of the EPR that would be
commanded if the thrust lever were placed at the full forward position.
The TMS consists of the Thrust Management Computer (TMC) and the
Thrust Mode Select Panel (TMSP).
The TMS is a digital control system with several interfaces including the Air
Data Computers, Flight Management System (FMS), and the autothrottle
system.

BOEING 757-200/300 ATA 73
EECS / TMS INTERFACE

BOEING 757-200/300 ATA 73
73-30 FUEL INDICATING FUEL PRESSURE INDICATION SYSTEM (OPTION)
Overview Purpose
There are two indicating systems:
 Fuel Flow Indication System (73-31) Sense, transmit and display the fuel pump interstage (FP8) fuel pressure.
 Fuel Filter Bypass Warning System (73-34) Consists of:
 Fuel Pump Interstage Pressure Transmitter, EICAS computers and
FUEL FLOW INDICATION SYSTEM EICAS CRT
Purpose Description and Operation:
Sense, transmit and display the rate of metered fuel flow. Consists of: The fuel pressure transmitter outputs an electrical signal to the EICAS
 Engine Fuel flow transmitter, EICAS computers and EICAS CRT computers that is proportional to the pressure of fuel pump interstage (FP8)
pressure.
Description and Operation The pressure is displayed on PERF/APU page for maintenance purposes
only.
The fuel flow transmitter outputs an electrical signal to the EICAS computers
that is proportional to the rate of metered fuel flowing through the transmitter. FUEL FILTER BYPASS WARNING SYSTEM
EICAS indication FF (Ibs/hr or kg/hr) Purpose
 White digital readout Sense, transmit and display fuel filter impending bypass. Consists of:
 White radial and pointer  Fuel pump filter differential pressure switch, EICAS computers and
EICAS CRT
Description and Operation
The differential pressure switch senses the pressure differential across the
fuel pump filter.
If it senses a pressure differential of 5.5 psid it will output a signal to
EICAS.
EICAS indication "S/M" level message
 L (R) ENG FUEL FILTER

BOEING 757-200/300 ATA 73
FUEL SYSTEM INDICATION BASIC SCHEMATIC

BOEING 757-200/300 ATA 73
FUEL FLOW INDICATING SYSTEM
Purpose
Measure and display the rate of fuel flow to each engine. There are two magnets on the rotor. One magnet generates an
electromagnetic "start" pulse in the stator coil for each revolution of the rotor.
Location A second magnet generates a similar "stop" pulse in the circumferential coil
when it passes an exciter blade on the turbine.
The fuel flow transmitter is mounted on the engine lower right side
(approx 5 o'clock) forward of fuel distribution valve. The position of the exciter blade varies with flow rate, because it is connected
to the turbine. The time between start and stop pulses is thus a function of
Physical Description/Features flow rate.
The fuel flow transmitter is motorless utilizing angular momentum to measure The time interval between "start" and "stop" pulses is measured by both
mass flow rate. There is minimal pressure drop across the transmitter and no EICAS computers and converted to fuel flow rate.
external power source is required.
The resulting fuel flow (FF) is displayed both digitally and round dial on the
The transmitter consists of an outer shell for protection and a main housing lower EICAS display unit.
through which the fuel passes, A stationary swirl generator directs fuel over
angled fins imparting angular momentum to fuel. Double spring fingers near
the swirl generator direct fuel flow at low flow rates improving accuracy.
During high flow rates the fingers move outward, A free spinning rotor with
multiple axial flow channels, a turbine of similar construction to the rotor that
is prevented from rotating by a restraining sprinq, and electromagnetic
induction coils produce start and stop signals.
Operation
The skewed vane swirl generator imparts a reasonably constant angular

velocity to the fuel entering the transmitter throughout the flow range of 400
PPH to 27 000 PPH.
Fuel turns the rotor, which generates a "start" pulse when a magnet on the
rotor passes the stator coil, and a "stop" pulse when a second magnet
passes the exciter blade on the turbine.
The turbine is prevented from spinning by a restraining spring, but will rotate
against spring an amount directly proportional to fuel flow rate.

BOEING 757-200/300 ATA 73
FUEL FLOW INDICATING SYSTEM

BOEING 757-200/300 ATA 73

Ata 73 (PW2000)

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BOEING 757-200/300 ATA 73

Type Theoretical Training ENGINE FUEL AND CONTROL (PW 2000)

73. ENGINE FUEL AND CONTROL (PW 2000)

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 1

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 2

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 3

73-00 ENGINE FUEL AND CONTROL

Engine fuel and control is comprised of the

The fuel distribution portion of the system consists of

Thrust management is accomplished by a full authority electronic engine

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 4

ENGINE FUEL SYSTEM OVERVIEW

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 5

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 6

ENGINE FUEL SYSTEM OPERATION

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 7

73-11 FUEL DISTRIBUTION SYSTEM

General Component Location

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 8

ENGINE FUEL SYSTEM

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 9

Check applicable ENG VALVE and SPAR VALVE panel lights.

Fuel Filter (MAIN)

The fuel filter can be changed by unbolting the cover assembly.

Fuel Control Filter (FCU)

Be prepared to catch fuel in container with minimum capacity of 5 U.S.

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 10

FUEL DISTRIBUTION SYSTEM FILTERS (FUEL CONTROL)

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 11

THIS PAGE IS INTENTIONALLY LEFT BLANK

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 12

FUEL DISTRIBUTION SYSTEM FILTERS (FUEL PUMP)

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 13

FUEL PUMP FLOW

The filter incorporates a bypass feature to ensure against fuel starvation

The ground signal enables an EICAS status/maintenance message and

 L (R) ENG FUEL FILT (S/M)

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 14

FUEL PUMP FLOW

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 15

FUEL PUMP FUEL FILTER & DIFFERENTIAL PRESSURE SWITCH

Seven nuts and anti-rotation bolt (located at 7 o'clock) must be removed

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 16

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 17

FUEL AND OIL TEMPERATURE SENSORS

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 18

FUEL AND OIL TEMPERATURE SENSORS

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 19

FUEL CONTROL UNIT

The model JFC104 is a combination electromechanical and hydromechanical

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 20

FUEL CONTROL UNIT

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 21

FCU MAINTENANCE PRACTICES

Fuel Control Filter

Fuel Control Unit

The fuel pump/fuel control coupling clamp is a redundant clamping system

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 22

FUEL CONTROL UNIT MAINTENANCE

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 23

FUEL CONTROL UNIT OPERATION

ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 24

FUEL CONTROL UNIT BLOCK DIAGRAM