PrattWhitney Book 2

MD-11
Pratt and Whitney

Powerplant
For Training Purposes Only
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TABLE OF CONTENTS
SYSTEM PAGE
PW4462 ENGINE.....5 ENGINE MAJOR COMPONENTS/BORESCOPE ACCESS...21 ENGINE COWLING/ACCESS PANELS.29 COWL LOAD SHARING...53 ENGINE REMOVAL...81 DRAIN SYSTEM..109 OIL SYSTEM113 FULL AUTHORITY DIGITAL ELECTRONIC THRUST CONTROL.165 ELECTRONIC CONTROL UNIT. 173 AIRFLOW STATIONS 185 SPEED SENSORS 191 ENGINE FUEL SYSTEM.. 233 AIRFLOW SYSTEM.. 261 THRUST REVERSER SYSTEM. 303 ENGINE START SYSTEM... 321 ENGINE IGNITION SYSTEM.. 333 ENGINGE INDICATION SYSTEM.. 349
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THIS PAGE INTENTIONALLY LEFT BLANK
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PRATT AND WHITNEY 4462 ENGINE
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POWER PLANT
This illustration shows the first part of the powerplant sections. The powerplant sections include: 1. The GENERAL section includes the engine hazard areas, engine cowlings, the basic engine modules, borescope access, and the engine mount system. 2. The ENGINE REMOVAL section includes the number 2 engine bellmouth and transition ring removal, the engine pylon electrical, fluid, and pneumatic system connector locations. The number 2 engine support equipment installation and use is also in this section. 3. The ENGINE DRAIN SYSTEM section includes the wing and tail engine positions. The tail engine has the engine drain system through the aircraft drain mast. 4. The OIL SYSTEM section includes the supply and storage, pressure, scavenge, cooling, vent system, and the oil tank service. NOTE: The engine removal is not included in the Ramp and Transit course.
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POWER PLANT
GENERAL ENGINE REMOVAL OIL SYSTEM
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PW4460 ENGINE
The Pratt and Whitney PW4460 is a dual-compressor, axial-flow, high-bypass, turbofan engine that supplies the thrust necessary for the MD-11 aircraft. The engine is also the primary source of power for operation of most of the aircraft systems. Engine-driven hydraulic pumps supply the hydraulic pressures for the aircraft hydraulic systems. Engine-driven generators supply aircraft electrical power. Aircraft pneumatics, air conditioning, heating, pressurization and anti-ice systems use large quantities of air from the engine compressors. The engine is in the 60,000 pound thrust group and includes these technical changes for better performance. 1. A Full Authority Digital Electronic Control for precision control of engine operation. 2. Increased thrust-to-engine weight ratios. 3. A better thrust reverser system for faster aircraft stops. 4. Increased bypass ratios for more thrust. 5. Better quality which extends the serviceable life of the engine.
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PW4460 ENGINE
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AIRFLOW STATIONS AND FLANGES

Station numbers identify specified positions along the engine where important changes in airflow occur. The station numbers also identify an instrument or input position for pressure (P) or temperature (T). For example, P2 is pressure at Station number 2. T2 is temperature at the same station. Flange letters identify positions along the length of the engine. Engine build-up instructions usually refer to flange letters to help you identify the locations for component installation.
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PW4460 ENGINEASSEMBLY
Low Pressure Compressor (LPC) Group The LPC group has a five-stage, low-pressure compressor (N1). The first-stage fan blades supply approximately 80% of the engine thrust output. The five stages compress the air and supply it to the highpressure compressor. A bleed system controls the quantity of air to the high-pressure compressor. This system makes sure the engine operates satisfactorily at low RPM, during accelerations and decelerations. One bearing and a coupling hold the N1 compressor in position. High Pressure Compressor (HPC) Group The HPC group has the high-pressure compressor (N2). The N2 is an eleven-stage compressor which supplies the air for combustion. Variable stator vanes and bleed valves control airflow through the compressor for smooth accelerations and decelerations. The controlled airflow also prevents compressor stalls during engine start and operation. The engine and aircraft related pneumatic systems use bleed air from the eighth, ninth, twelfth, and fifteenth stages of the compressor. Two bearings hold the N2 compressor in position. Diffuser and Combustion Group The combustion chamber is an annular type assembly here fuel and air mix and combustion occurs. Twenty
four fuel injectors supply the correct fuel spray through the range of engine operation. Two igniter plugs supply the electrical energy necessary to start combustion. The combustion assembly keeps flame outs to a minimum and gives low exhaust emissions with no visual smoke. High Pressure Turbine (HPT) Group A two-stage turbine assembly changes the combustion airflow into mechanical energy which turns the N2 compressor. One bearing holds the HPT in position. Low Pressure Turbine (LPT) Group A four-stage turbine assembly uses the exhaust gas energy to turn the N1 compressor. Two bearings hold the LPT in position.
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Main Gearbox Group The main gearbox gets power from the N2 compressor to turn its installed accessories during engine operation. The gearbox accessories include: 1. An Engine Fuel Pump and Metering Unit 2. A Lubrication and Scavenge Pump 3. An Integrated Drive Generator 4. An Engine Control Alternator 5. Hydraulic Pumps (2) 6. An Engine Starter. The starter supplies the power to turn the N2 compressor during engine start.
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ANGLE GEAR BOX

The Angle Gearbox transmits the power from the Engine Rotor to the Main Gearbox. During start operation, it transmits power from the Starter on the Main Gearbox to the Engine Rotor. The Angle Gearbox Assembly is cast aluminum that contains a set of bevel gears. The Gearbox transmits power from the vertical gearbox driveshaft (tower-shaft) to the horizontal gearbox driveshaft (layshaft). The Gears and Bearings are lubricated by Oil Splash and Supplied Oil Pressure through three (3) oil jets.
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ANGLE GEAR BOX
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ENGINE MAIN GEARBOX

The main gearbox is driven by the horizontal driveshaft. This main gearbox drives the major engine components. The major engine components are installed by mount flanges. The main gearbox is located at the bottom of the High Pressure Compressor (HPC). It is mounted with a threepoint system using ball joints for thermal expansion of the HPC case. The major engine component drive gearshafts are plugin units. The oil pad seals are spring-loaded carbon which bears on a polished carbonize surface. The accessory mount pads include a pad cavity drain area and does not include the fuel pump. The engine identification plate is installed to the aft left side of the main gearbox. The components that are installed on the forward and aft side of the main gearbox are: 1. Forward side: a. The fuel pump and metering unit b. The front hydraulic pump c. The de-oiler. 2.Aft side: a. An integrated drive generator b. The permanent magnet alternator c. The oil pump d. The aft hydraulic pump
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ENGINE MAIN GEARBOX
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PW4460 ENGINE MAJOR COMPONENTS (LEFT SIDE)
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BORESCOPE ACCESS PORTS-LEFT SIDE

The primary procedure to inspect the internal engine components is with the use of borescope equipment. The engine has sixteen (16) borescope access ports for the inspection of internal engine components (gaspath). The combustion section borescope port gives a complete visual inspection of the burner section. The burner section includes the burner, fuel injectors, and the first stage turbine nozzle vane assembly. There are eight (8) borescope access ports on the left side of the engine and are identified as: 1. 2. 3. 4. 5. 6. AP1, 4th stage stator AP2, 5th stage stator AP3, 6th stage stator AP5, 10th stage stator AP8, Diffuser case (3 each) AP11, low left turbine vane assembly (optional).
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BORESCOPE ACCESS PORTS-LEFT SIDE
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PW4460 ENGINE MAJOR COMPONENTS (RIGHT SIDE)
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BORESCOPE ACCESS PORTS - RIGHT SIDE

There are eight (8) borescope access ports on the right side of the engine and are identified as: 1. 2. 3. 4. 5. 6. AP4, 8th stage stator AP6, 12th stage stator AP7, 14th stage stator AP8, Diffuser case (3 each) AP9, Combustion case AP10, LPT inlet transition duct.
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BORESCOPE ACCESS PORTS - RIGHT SIDE
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ENGINE COWLING
This illustration shows the wing and the tail engine cowlings for the Pratt and Whitney engines. The tail engine includes the bellmouth and the transition ring assembly. The engine cowlings provide an aerodynamically smooth surface around and into the engine. There are two aerodynamic strakes at the 11 o'clock and the 1 o'clock positions. The strakes cause the airflow around the wing engine inlet cowl to become straight before it flows across the wing leading edge. The number 2 engine inlet adapter (duct) is part of the aircraft structure. A bellmouth and transition ring attaches between the engine on aircraft duct assembly. This assembly becomes a flexible connection that makes allowances for engine movement caused by the aircraft tail structure in-flight. The doors hang from hinges at the aircraft pylons, and latch together at the bottom of the cowl doors. Holdopen rods keep the cowl doors open during maintenance of the engine. The components of the turbine exhaust system are the primary exhaust nozzle and plug. The wing inlet cowl or the bellmouth (tail), the exhaust nozzle and the plug assemblies attach directly to the engine. First, open the engine fan cowl, then the thrust reverser cowl. A hydraulic operated system lets you easily open the thrust reverser doors on all engines. This hydraulically operated system is also available to open the fan cowl doors on the number 2 engine. Close the cowlings in reverse sequence.
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ENGINE COWLING
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NACELLE COWLING (WING ENGINES)
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NACELLE ACCESS PANELS

Large and small panels in special locations give access to some engine parts through the nacelle cowl doors. You can quickly open or easily remove the nacelle access panels. Numbers identify the access doors and panels on a nacelle. The numbers for the access doors and panels on a nacelle are the same as the numbers given to that nacelle. Access to all components is not possible through access panels. You must open the engine fan cowl or thrust reverser door for more access to components. The hydraulic filter access door, the thrust reverser pressure relief door, and the fan cowl pressure relief door are on the right side of the engine nacelle. The access door to the starter and the Integrated Drive Generator is on the left side of the nacelle. The master chip detector has an access door under the oil tank fill door on the left side of the engine. There is also an access door for the cowl door latches. The latch access panel is at the 6:00 position on the right thrust reverser door. The inlet cowl also has access panels. One of the access panels on the inlet cowl is for the ice detector.
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NACELLE ACCESS PANELS
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NACELLE ACCESS PANELS (ENGINE NUMBER 2)

The engine cowl assemblies close around the engine to make a pressurized nacelle. The nacelle doors and panels give access to areas in the cowl for frequent maintenance procedures. The number 2 engine is the tail engine or the aft engine. The cowl assembly has access doors for access to: 1. 2. 3. 4. 5. The Integrated Drive Generator (IDG) The oil tank The thrust reverser latches The master chip detector The hydraulic filters.
The Items that follow attach to the cowl doors: 1. 2. 3. 4. The pressure relief doors The manual handle locking device The manual toggle handle The king latches.
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NACELLE ACCESS PANELS (ENGINE NUMBER 2)
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INLET COWL (ENGINES 1 AND 3)

The inlet cowl attaches to the aft flange of the engine fan area of the engine. Two aerodynamic strakes cause the airflow to become straight before it flows across the wing forward edge. The strakes are approximately at the 11:00 and 1:00 positions. Intake acoustic panels decrease the quantity of noise that the engine makes during operation. The inlet cowl includes an anti-ice system. The anti-ice system uses bleed air from the 15th compressor stage to prevent Ice on the inlet lip. The Inlet cowl has inspection access panels for internal connections and inspections. An interphone jack is on the lower right side of the inlet cowl. The inlet cowl also contains the PT2 and TT2 probe and the engine ice detector. Ambient pressure sensors are on the right and left sides of the inlet cowl. The inlet cowl has hoist points in four locations for removal. The Inlet cowl has two index pins to make installation easier. Two location devices attach to the inlet cowl. One device is for the left fan cowl door, and the other device is for the right fan cowl door. You can install an inlet cover on the number 1 and the number 3 engines.
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INLET COWL (ENGINES 1 AND 3)
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LEFT FAN COWL DOOR (ENGINE 1 AND 3)
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RIGHT FAN COWL DOOR (ENGINE 1 AND 3)

The right fan cowl door contains and gives access to the fan case and engine components on the right side. The fan cowl door also gives protection to the fan case and engine components. The fan cowl door has a smooth surface that extends from the aft end of the Inlet cowl to the forward edge of the thrust reverser cowl door. The fan cowl door attaches to the engine pylon with three hinges. Three tension latches at the bottom of the right fan cowl door lock the door to the left door. The left fan cowl door has three hook-and-eye type latch hooks that connect to the latch fittings on the right fan cowl door. One hold-open rod attaches to the lower inner surface of the fan cowl door. The fan cowl door also has a holdopen rod attach point for a rod attached to the fan case. A pressure relief door is in the center of the right door. The pressure relief door opens at 3 PSID to release unwanted pressure from the fan cowl compartment. The cowl Is made of bonded kevlar or graphite epoxy skins and aluminum honeycomb. Nut plates are In three places on the upper part of the fan cowl door to install the sling attach pads. The sling attach pads make removal and installation easier. A location device attaches to the fan cowl door. The
location device goes into the location device bracket on the engine inlet cowl.
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RIGHT FAN COWL DOOR (ENGINE 1 AND 3)
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FAN COWL DOORS (ENGINES 1 AND 3) LOCATION DEVICE

The left and the right fan cowl doors on the number 1 and 3 engines have a location device. The location device attaches to the fan cowl door. The location device holds the fan cowl door against the inlet cowls. The location device on each side of the engine goes into the inlet cowl bracket. The inlet cowl bracket attaches to the inlet cowl with bolts. The fan cowl doors for the number 2 engine do not have location devices.
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FAN COWL DOORS (ENGINES 1 AND 3) LOCATION DEVICE
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FAN COWL DOOR OPEN POSITION
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FAN COWL DOOR LATCHES AND HINGES (ENGINE1 AND 3)

The left and right fan cowl doors give access to the engine and its components. The door attaches to the pylon with three hinges. The hinge assembly has a stop for the maximum door open position. This stop will not let the door open to more than the maximum angle. The operation of the stop gives protection to the weather seal on the door. The seal does not let water come into the nacelle. Three hook-and-eye type tension latches lock the doors at the bottom. The left fan cowl door has the latch hooks. The right fan cowl door has the latch eye and keeper assembly. Adjust the eye jam nuts to the maintenance manual specification to set the correct tension. The safety latch keeps the assembly together until you release the safety latch with the latch handle release.
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FAN COWL DOOR LATCHES AND HINGES (ENGINE 1 AND 3)
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FAN COWL DOOR LATCHES AND HINGES (ENGINE 2)
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FAN COWL DOORS (ENGINE NUMBER 2)

The left and right fan cowl doors give access to the engine and its components. The doors are made of honey-comb composite core with an aluminum and inconel skin. Stiffeners and panels make attach points and areas of high stress stronger. The fan cowl doors for the number 2 engine are 30 inches (76.2 cm) longer than the doors for the number 1 and 3 engines. The left door on the number 2 engine is 24 inches (60.9 cm) longer than the right door. When the doors are closed, the doors latch together off center. Four hinges attach the door to the pylon. Four hook-andeye type tension latches lock the doors at the bottom. The left fan cowl door has the latch hooks. The right fan cowl door has the latch eye and keeper assembly. Adjust the eye jam nuts to the maintenance manual specifications to set the correct tension. The safety latch keeps the assembly together until you release the assembly with the latch handle release. The two fan cowl doors are not equal in weight. The left door is heavier and weighs 168 pounds (76.4 Kg). The right door weighs 145 pounds (65.9 Kg). Each door has three hoist points to make installation easier. Each door also has a cavity to give clearance for engine components. Pressure relief doors, built into the cowl doors, release unwanted pressure from the nacelle. A continuous air flow goes in through the built-in inlet and goes out through the outlet cooling air duct.
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FAN COWL DOORS (ENGINE NUMBER 2)
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COWL LOADSHARE PERFORMANCE RETENTION (ENGINES 1 AND 3)

At takeoff rotation, aerodynamic loads (caused by the angle of attack of air as it goes into the engine and by high fan air) cause a force that can bend the engine. This force causes the engine cases to move. The case movement causes the fan blades to remove material from their rubstrips. The case movement also causes the turbine blades to remove material in the turbine area because the turbine blades hit the blades' tip seal. The larger clearance, because of removed material, causes reduced engine operation and causes the engine to use more fuel. To increase engine operation, replace or repair the fan compressor rubstrips and turbine seals. The Thrust Reverser (T/R) doors reduce movement caused by aerodynamic loads. The T/R doors can divide the cowl load. The T/R doors make a rigid case that goes around the core engine cases. The adjustment of the T/R doors must be correct to divide the cowl load. The adjustment of the T/R doors include adjustment of the engine, the pylon, and the exhaust nozzle. The adjustments make a rigid structure that is necessary to keep the correct clearances for engine operation. Correct adjustment of the T/R doors makes sure that the T/R closes correctly and that the aerodynamic condition of the structure is satisfactory. The T/R doors align with the engine at the V grooves on the fan and intermediate cases, and at the aft turbine case flange. The aft turbine case flange supplies a flat surface to hold the weight of the T/R doors. The aft turbine case flange also permits different rates of axial thermal expansion for the T/R doors and the engine. In the T/R doors, the top and lower deflection limiters help set limits on how much the door moves on the ground or in flight. The forward top deflection limiters touch the movable part of the deflection limiter that attaches to the pylon. The center and aft top deflection limiters touch the pylon. The lower deflection limiters touch each other on the left and right T/R doors
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COWL LOADSHARE PERFORMANCE RETENTION (ENGINES 1 AND 3)
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RIGHT THRUST REVERSER ASSEMBLY (ENGINES 1 AND 3)

All three Pratt and Whitney (P&W) engines on the MD11 aircraft have Thrust Reverser (T/R) doors. The left and right T/R doors make the oval shaped bifurcated ducts. Three hinges attach each half of the door to the aircraft pylon structure. The two halves of the door attach to each other through three latches at the bottom of the engine. The compartment ventilation flow panels give access to the latches. Two more latches give protection to the T/R doors. The front latch is a circumferential strap that goes around the outer V-groove. The fan cowl doors are over the front latch handles. The front latch handles will hit the fan cowl door if the door is not fully closed. The aft circumferential latch, located on the engine core, is the fifth latch. There are two pressure relief doors and a hydraulic filter access door on the right T/R door. The forward and aft hold-open rods hold the T/R doors at a 40 degree angle. The hydraulic door opening actuator opens the doors for access to the inside of the doors and the engine mounted components. The door opening actuator manifold receives the hydraulic pressure from the manual pump to pressurize the actuator. The primary and secondary structures make up the T/R door assembly. The primary structure is made of aluminum and titanium, with aluminum honeycomb panels. The secondary structure and its outer skin are made of composite material. The doors weigh 760 pounds (345.5 kg) each.
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RIGHT THRUST REVERSER ASSEMBLY (ENGINES 1 AND 3)
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THRUST REVERSER V-GROOVE BLADES AND V-GROOVES

The V-blades and V-grooves divide the cowl load between the engine and the nacelle. The outer Vblades on the Thrust Reverser (T/R) doors engage the engine D flange V-grooves. The inner V-blades on the T/R doors engage the engine D1-flange V-grooves. When you close and correctly adjust the T/R doors, the V-blades and V-grooves divide the cowl load. The blades and grooves must be clean and well lubricated.
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THRUST REVERSER V-GROOVE BLADES AND VGROOVES
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THRUST REVERSER FORWARD STRAP

The forward strap assembly and latches make sure that the Thrust Reverser (T/R) doors stay in the grooves in all conditions. The strap also holds the T/R doors closed if the hinges or the main latches have a failure. Four sections make up the strap and latch assembly: the left side strap1 the right side strap, and the upper and lower straps. The upper strap connects to the left and right strap with clevis pins. Fourteen retainers hold the assembly to the T/R doors. The tension latches for the left and right straps engage the latch receivers on the strap. Open the fan cowl door to get access to the forward strap assembly.
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THRUST REVERSER FORWARD STRAP
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AFT CIRCUMFERENTIAL LATCHES

The aft circumferential latches on the wing engines hold the aft end of the Thrust Reverser (T/R) doors closed. The latches hold the T/R doors so that the Tring on the exhaust nozzle touches the doors. The top right and top left T/R doors each have a toggle latch. An adjustable king latch connects the T/R doors at the aft 6:00 position.
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AFT CIRCUMFERENTIAL LATCHES
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THRUST REVERSER MANUAL TOGGLE LATCH (ENGINES 1 AND 3)

Adjust the toggle pins to make sure their fit is satisfactory. The toggle pins must be over center in their receptacles at the nozzle T-ring with the handles closed after the Thrust Reverser (T/R) doors close. The over center position makes a radial force between the reverser mounted strap and the T-ring. This force makes sure that the strap will always stay on the Tring. Loads, caused by the engine cases, then go to the T/R doors. Manual operation of each toggle pin handle is necessary after the T/R doors close. When the doors open the handle releases, and the toggle pin goes to the up position.
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THRUST REVERSER MANUAL TOGGLE LATCH (ENGINES 1 AND 3)
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EXHAUST NOZZLE TENSION STRAP MOUNT FLANGES

A T-ring attaches with bolts to the exhaust nozzle. The movable tension strap attaches to the T-ring. The tension strap divides the load between the Thrust Reverser (T/R) doors. At the same time, the tension strap keeps force on the T-ring. The tension strap has receivers at each end for the toggle pins attached to the T/R doors.
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EXHAUST NOZZLE TENSION STRAP MOUNT FLANGES
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THRUST REVERSER DOORS CLOSURE ASSIST DEVICE

A closure assist device attaches to the left Thrust Reverser (T/R) door. This device absorbs the initial load on the T/R latches as the door closes. This device absorbs the load when it connects to a hook on the right T/R door. A bracket keeps the device out of the area of operation when not in use.
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THRUST REVERSER DOORS CLOSURE ASSIST DEVICE
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FAN COWL DOOR OPENING ACTUATOR (ENGINE NUMBER 2)

The hydraulic opening actuator for the fan cowl door opens the door to give access to the fan area and the engine components. A pressure pump is necessary to open the left or the right fan cowl door. The actuator rod end attaches to the inside of the cowl door. The actuator attaches to the number 2 engine bellmouth. The system lets you open the fan cowl doors from a remote location. Open the doors from the remote location when there is limited space on the maintenance platform. As pressure goes to the actuator, the actuator starts to extend the rod end. As the rod end extends, the cowl door starts to open. The cowl door will open to the maximum extension of the actuator piston. Make sure that the cowl door latches are open. As pressure decreases in the actuator, the actuator retracts the rod end, and the door closes. At this time, the door actuator operator must make sure that there is sufficient clearance for the doors to fully close.
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FAN COWL DOOR OPENING ACTUATOR (ENGINE NUMBER 2)
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LEFT THRUST REVERSER ASSEMBLY (ENGINE NUMBER 2)

All three Pratt and Whitney (P&W) engines on the MD11 aircraft have Thrust Reverser (T/R) doors. The left and right T/R doors make the oval shaped bifurcated ducts. Three hinges attach each T/R door to the aircraft pylon structure. The two T/R doors attach to each other through three latches at the bottom of the engine. The left T/R door on the number 2 engine has two remote latch drives to operate the left toggle latch and the aft circumferential latch.
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LEFT THRUST REVERSER ASSEMBLY (ENGINE NUMBER 2)
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RIGHT THRUST REVERSER ASSEMBLY (ENGINE NUMBER 2)

All three Pratt and Whitney (P&W) engines on the MD-11 aircraft have Thrust Reverser (T/R) doors. The left and right T/R doors make the oval shaped bifurcated ducts. Three hinges attach each T/R door to the aircraft pylon structure. The two T/R doors attach to each other through three latches at the bottom of the engine. The number 2 engine right T/R door has a remote latch drive to operate the toggle latch.
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RIGHT THRUST REVERSER ASSEMBLY (ENGINE NUMBER 2)
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THRUST REVERSER KING LATCH (ENGINE NUMBER 2)

The Thrust Reverser (T/R) king latch holds the T/R doors closed and against the T-ring on the exhaust nozzle. The latch divides the cowl load. The number 2 engine remote mechanism operates the latch. A king latch drive socket on the left T/R door rotates the king latch drive assembly. An index pin makes sure that the latch and the receptacle align correctly.
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THRUST REVERSER KING LATCH (ENGINE NUMBER 2)
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THRUST REVERSER REMOTE LATCH SYSTEM (ENGINE NUMBER 2)

The remote latch system for the Thrust Reverser (T/R) holds the TIR doors closed and against the T-ring on the exhaust nozzle. The latch system divides the cowl load. The number 2 engine remote mechanism operates the upper left and upper right manual toggle latches. Each T/R door has a cable that goes through pulleys from the latch to the handle assembly. You must pull this cable to close the toggle pin latch assembly after the T/R doors close.
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THRUST REVERSER REMOTE LATCH SYSTEM (ENGINE NUMBER 2)
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THRUST REVERSER REMOTE LATCH ACTUATION (ENGINE NUMBER 2)

The number 2 engine remote mechanism operates the upper left and upper right manual toggle latches. Each Thrust Reverser (T/R) door has a cable that goes through pulleys from the latch to the handle assembly. When you pull this cable, a compression spring closes the toggle pin latch assembly after the T/R doors close. A guide tube prevents rub damage to the cable.
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THRUST REVERSER REMOTE LATCH ACTUATION (ENGINE NUMBER 2)
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ENGINE REMOVAL
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WING ENGINE FLUID DISCONNECT PANEL (PW ENGINE)

The wing engine hydraulic fluid disconnect fittings are above the core of the engine (right side). There is a suction line that gives hydraulic fluid to both engine driven pumps. There is a pressure line that lets the pumps supply hydraulic power to the system. There is a case drain line that sends fluid back to the reservoir after it has cooled and lubricated the hydraulic pumps. The main fuel line for the engine and a fuel shroud drain line are connected to the aircraft fuel system. All five (5) lines are connected to the aircraft above a fluid disconnect panel (drain pan). The drain pan has a fitting (nipple) to drain fluid leakage during connection. The drain pan is connected to the wing pylon (right side).
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WING ENGINE FLUID DISCONNECT PANEL (PW ENGINE)
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TAIL ENGINE FLUID DISCONNECT PANEL (PW ENGINE)

The tail engine hydraulic fluid disconnect panel is above the core of the engine (right side). There is a fuel line that gives fuel to the engine. There is a hydraulic pressure line that lets the pumps supply power to the system. There is a case drain line that sends hydraulic fluid back to the reservoir after it has cooled and lubricated the hydraulic pumps. All three (3) lines are connected to the aircraft hydraulic system above a fluid disconnect panel (drain pan). The drain pan has a fitting (nipple) to drain fluid leakage during connection. The drain pan is connected to the tail pylon (right side).
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TAIL ENGINE FLUID DISCONNECT PANEL (PW ENGINE)
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LEFT FORWARD ELECTRICAL CONNECTOR PANELS (ENGINES 1 AND 3)
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RIGHT FORWARD ELECTRICAL CONNECTOR PANELS (ENGINES 1 AND 3)
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OIL SERVICING CONNECTIONS (ENGINE 2)
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LEFT FORWARD ELECTRICAL CONNECTOR PANELS (ENGINE 2)
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RIGHT FORWARD ELECTRICAL CONNECTOR PANELS (ENGINE 2)
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AFT J - BOX ELECTRICAL PANEL (ENGINE 2)
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ENGINE MOUNTING SYSTEM

A Mounting System holds the engines on the aircraft. It also absorbs the thrust loads from the engine during operation. A forward and an aft mount attach the number one (1) and the number three (3) engines to the aircraft pylons. A forward, an aft, and a side mount attach the number two (2) engine to the aircraft. The side mount absorbs any sideways movement of the engine during operation.
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ENGINE MOUNTING SYSTEM
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ENGINE FORWARD MOUNT ASSEMBLY
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ENGINE AFT MOUNT ASSEMBLY

The engine aft mount is attached to the pylon aft mount with bolts. The aft mount is make to control different types of torque loads and thermal expansion. The aft mount is installed on the turbine rear frame at the 6 o'clock position. Support links are attached to each end of the aft mount. The support links are bolted to the turbine rear frame and are held In place by retainers. To prevent damage during installation, two alignment shear pins are installed on the pylon aft mount.
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ENGINE AFT MOUNT ASSEMBLY
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SIDE MOUNT (ENGINE NUMBER 2)

Engine number 2 is the only engine that has a side mount. The side mount helps prevent side to side movement of the engine during operation. The side mount is installed between the engine bellmouth and the aft spar bulkhead. There is one (1) arm that extend from the mount to the engine bellmouth. It has a strut that attaches to the fire seal bulkhead also to prevent movement.
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SIDE MOUNT (ENGINE NUMBER 2)
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BELLMOUTH/TRANSISTION RING (ENGINE 2)
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ENGINES 1 AND 3 DRAIN LINES (LEFT SIDE)
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ENGINES 1 AND 3 DRAIN LINES (RIGHT SIDE)
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ENGINE OIL SYSTEM

The Engine Oil System is a self-contained, high pressure, dry sump system. It lubricates and decreases the temperature of the engine bearings and the accessory gearbox components. The sub-systems include: 1. Supply/Storage 2. Pressure System 3. Cooling System 4. Scavenge System 5. Vent System. SUPPLY/STORAGE A pressurized hot oil tank contains the engine oil supply. Inlet and outlet ports let the oil flow into the pressure system and come back into the oil tank from the scavenge system. A deaerator in the tank removes the air that mixes with the scavenge oil at the engine bearings. A fill port cap is available for gravity oil servicing. There is also a pressure fill port and an overfill port. These ports let you use an oil servicing unit to fill the tank. The tank contains oil quantity sensor that sends signals to the flight compartment to show oil quantity. There is also a sight gauge on the tank for visual inspections of the oil level. PRESSURE SYSTEM The pressure system gets oil from the tank and sends it to those engine components that need lubrication.
A single element, positive displacement, gear-type pump supplies the necessary pressure for the system. A main oil filter and different last chance filters prevent contamination of the system. The main filter contains a bypass valve that will let the oil flow continue if the filter becomes clogged. There is also a pressure relief valve and an oil pressure trim orifice. The pressure relief valve prevents too much pressure in the system. The trim orifice controls the quantity of oil to the bearings. Oil lines connect the oil pump to the different oil jets that supply an oil spray on their related components. COOLING SYSTEM An air/oil heat exchanger and a fuel/oil cooler control the temperatures of the engine oil and fuel. The air/oil heat exchanger uses engine airflow to decrease the temperature of the engine oil. An or internal bypass valve prevents damage to the heat exchanger if oil pressures become too high. The fuel/oil cooler uses engine fuel to decrease the an temperature of the oil. As the oil temperature decreases, it increases the temperature of the fuel. This prevents ice in the fuel that could cause the engine fuel metering unit to malfunction. A fuel/oil cooler bypass valve controls the oil flow through the cooler to prevent fuel temperatures higher than specified limits. The engine fuel/oil cooler also supplies the temperature control for the Integrated Drive Generator (IDG) oil system. The Electronic Engine Control (EEC) continuously monitors fuel
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ENGINE OIL SYSTEM
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ENGINE OIL SYSTEM (continued)

temperature and controls the operation of the heat exchanger and oil cooler. SCAVENGE SYSTEM The scavenge system sends the oil back to the oil tank. Five single element, positive displacement, gear type pumps cause a suction that removes the oil from the engine bearing sumps and the accessory gearbox. Magnetic chip detectors are available to catch metal particles that could flow through the system. Inspection of these detectors helps in the identification of unusual wear or failure of engine/oil system components. VENT SYSTEM In a dry sump system, all of the oil goes back to the oil tank. None is kept in the engine bearing sumps. Engine parasitic air flows into and pressurizes the bearing sumps. This prevents oil leakage from the sumps into the engine airflow that would cause high oil consumption, followed by possible engine failure. Bearing seal assemblies control the parasitic airflow into the sumps. The vent system and the scavenge system remove this air so that the internal sump pressure stays lower than external pressures. This difference in pressure makes sure that air continuously flows into the sumps. A de-oiler in the gearbox removes the oil that mixes with the system airflow. The oil goes to the scavenge system, while the air goes overboard through an overboard vent. There is also a deaerator in the oil tank. It removes the air that mixes with the scavenge oil. This air pressurizes the oil tank. An oil check valve controls this pressure, and prevents damage to the tank. Different components supply the signals necessary for the oil system indications and warnings that are shown in the flight compartment. These components include: 1. 2. 3. 4. 5. The Low Oil Pressure Switch The Oil Pressure Transmitter The Oil Filter Differential Pressure Switch The Oil Temperature Sensor The Oil Quantity Transmitter.
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ENGINE OIL SYSTEM
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ENGINE OIL SYSTEM (continued)
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ENGINE OIL TANK ASSEMBLY

The engine oil tank assembly is the container for the engine's oil supply. The oil tank has a capacity of approximately 10 gallons. The oil tank attaches to the main gearbox on the left side of the engine. The oil tank is a welded tank, made of stainless steel. The oil tank attaches to the rear of the main engine gearbox with 12 bolts. The oil tank also has a heat shield assembly that attaches to the back side of the oil tank with a clamp assembly. The oil tank assembly absorbs some of the heat from the oil and then sends the heat into the air in the core cowl. The oil tank has a cap assembly for manual gravity fill and has a scupper drain for leakage. There is a flapper valve in the filler neck to prevent a decrease of oil if the oil tank cap installation is not correct. The oil tank also has pressure fill and overflow ports for remote servicing. There is a sight gage near the oil cap that gives a visual indication of the oil level. The oil quantity transmitter attaches to the top of the oil tank. The deaerator attaches to the forward end of the oil tank. A sleeve assembly sends the air to the oil check valve. The oil check valve does not let air go from the oil tank cavity to the main gearbox until the air pressure is correct. The air pressure in the oil tank must increase to more than 6 PSID
The oil tank assembly has a master chip detector and drain plug at the bottom forward position of the tank. The engine oil tank is a line replaceable unit.
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ENGINE OIL TANK ASSEMBLY
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OIL TANK SERVICING

There are two procedures for oil tank servicing. One procedure is to remove the oil tank filter cap and fill the tank with engine oil. The filler cap assembly has a twist to open or close handle. A directional arrow and the words open and close are on the cap to help you unlock and remove the cap. There is a scupper drain line attached to the bottom of the servicing area to catch oil leakage. The servicing area also has connections for remote servicing of the oil tank. The two connect points for remote servicing are the pressure fill port and the overflow port. On engines 1 and 3, each of the two ports have a cap assembly on each connection to prevent entry of dirt or foreign particles. The number 2 engine has attached remote service lines that go from the engine oil tank to the aft fuselage bulkhead
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OIL TANK SERVICING
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AFT FUSELAGE COMPARTMENT (AFT BULKHEAD)

The remote oil servicing connections are on the aircraft aft bulkhead. Servicing the number 2 engine oil tank and the Integrated Drive Generator (IDG) occurs from this location.
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AFT FUSELAGE COMPARTMENT (AFT BULKHEAD)
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LUBRICATION AND SCAVENGE PUMP

The lubrication and scavenge pump supplies oil to lubricate the engine main bearings and accessory drive. It also provides scavenge of the oil from the engine bearing compartments, the angle drive, and the main gearboxes. The pump assembly is externally installed on the aft of the gearbox and driven by the main gearbox. It is a positive-displacement, non-pressure regulated gearbox. The lubrication and scavenge pump has one (1) main lubrication pump stage and five (5) scavenge stages. The scavenge stages are from: 1. 2. 3. 4. 5. The number (3) bearing The number (4) bearing The accessory gearbox The number 1,1.5 and 2 bearing The main gearbox scavenge.
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LUBRICATION AND SCAVENGE PUMP
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MAIN OIL FILTER HOUSING ASSEMBLY

The main oil filter removes solid contamination from the engine oil. The main oil filter housing assembly holds the oil filter and the bypass valve. The filter housing has taps for a differential pressure sensor and also has a pressure relief valve. The main oil filter housing assembly attaches to the front of the main engine gearbox on the left side. The oil filter is a 15-micron disposable-fiber type that is in the filter housing. A filter cover attaches to the filter housing with four bolts. You must remove this cover to get access to the main engine oil filter. The filter housing has an oil drain plug to make removal of the filter easier. The filter housing also has two pressure taps (one tap before the filter and one tap after the filter) used by a filter differential pressure switch. This differential pressure switch attaches to the two taps. The filter housing also has a filter bypass valve. The bypass valve opens if the differential pressure across the filter increases to approximately 70 PSID. The bypass valve lets the pressurized oil flow around the filter if it is clogged. The oil then goes to the air/oil heat exchanger. The filter housing also has a pressure relief valve. If the oil pressure increases to 540 PSIG, this valve opens to permit some of the oil to go into the oil tank. The
operation of this pressure relief valve will keep the downstream oil pressure below 540 PSIG.
Oil transfer tubes send the oil to other oil system components. The following items are line replaceable units: 1. The main oil filter housing 2. The main oil filter 3. The main oil filter bypass valve 4. The pressure relief valve.
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MAIN OIL FILTER HOUSING ASSEMBLY
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MAGNETIC CHIP DETECTORS

The magnetic chip detectors catch ferrous metal particles in the scavenge and supply oil if metal particles are in the system. The chip detectors are bayonet-type plugs. The chip detectors go into housings that have self-closing check valves. With the check valves installed, there is no engine oil leakage when you only remove the detector for inspection. There are a total of six magnetic chip detectors on the engine. 1. The master chip detector is in the drain plug boss at the bottom of the engine oil tank assembly. 2. A magnetic chip detector is on the front of the main gearbox on the right side. 3. Four magnetic chip detectors are in the lube and scavenge pump where the scavenge oil comes from the bearing and angle gearbox areas. The four areas included are: a. The number 1, 1.5, and 2 bearing compartment areas b. The angle gearbox area c. The number 4 bearing compartment d. The number 3 bearing compartment. The master chip detector in the bottom of the oil tank catches metal particles in the oil before it goes to the pressure stage of the lubrication and scavenge pump.
The chip detector in the main gearbox catches particles in the scavenge oil before the oil goes to the lubrication and scavenge pump. The chip detectors in the lubrication and scavenge pump remove the metal particles in the oil before the oil goes to the deaerator in the oil tank.
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MAGNETIC CHIP DETECTORS
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AIR/OIL HEAT EXCHANGER

The engine air/oil heat exchanger uses fan air and 2.5 bleed air to keep the main engine oil cool. The cool oil reduces the quantity of heat that the oil can transmit to the fuel in the fuel/oil cooler. The air/oil heat exchanger attaches with bolts to the rear bulkhead of the intermediate case at the 8:00 position. The air/oil heat exchanger has internal tubes through which the oil flows. Fins attached to the tubes transmit the heat from the tube walls to the air that flows between each of the tubes. The air/oil heat exchanger has a bypass valve that opens if the oil pressure is more than 60 PSID. When the bypass valve opens, it lets the oil go around the air/oil heat exchanger. When the oil is cold and the heat exchanger core is clogged, the bypass valve can open. The engine air/oil cooler is a line replaceable unit. NOTE: There is also an air/oil heat exchanger for the Integrated Drive Generator (IDG) oil system. The lDG system is a different unit, attached to the rear bulkhead of the intermediate case at the 4:00 position.
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AIR/OIL HEAT EXCHANGER
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FUEL/OIL COOLER BYPASS VALVE

The fuel/oil cooler bypass valve controls the flow of engine oil through the fuel/oil cooler. The bypassvalve has three main control functions: 1. To cause the engine oil to go around the fuel/oil cooler if the fuel temperature is more than a specified value (EEC CONTROLLED). 2. To cause the engine oil to go around the fuel/oil cooler, through a mechanical valve, if the oil is cold or the cooler core is clogged. 3. To let the oil flow through the fuel/oil cooler and increase the fuel temperature (normal operation of the cooler). The fuel/oil cooler bypass valve attaches to the bottom of the fuel/oil cooler. The fuel/oil cooler bypass valve is a non-modulated valve. The bypass valve can be in the fully open position (bypass position) or the fully closed position (non-bypass position). The bypass valve cannot stay at a position that is between the fully open or fully closed positions. The four conditions are: 1. The EEC sends 28 VDC to the dual-coil solenoid on the fuel/oil cooler bypass valve (channel A or B connector). 2. The solenoid moves to permit servo oil to open the valve and hold the valve in the open position. 3. The engine oil goes around the cooler. Thus the heat from the engine oil does not go to the fuel. 4. To close the valve, the EEC stops the 28 VDC power to the solenoid at the EEC channel A or channel B connector. When the power stops, the servo oil will not keep the valve open. The spring force then closes the valve, and all engine oil goes through the fuel oil cooler. There is an overboard drain port on the fuel oil cooler with a maximum oil leak rate of 30cc/hr or 10 drops per minute. This art shows the fuel/oil cooler in the nonbypass and the full bypass conditions. The fuel/oil cooler bypass valve and its solenoid are line replaceable units. A spring holds the fuel/oil cooler bypass valve in the closed (non-bypass) position when the bypass valve is not in operation. This position is a fail-safe position. In normal operation the EEC controls the bypass valve. Four conditions occur if the fuel temperature at the outlet of the fuel pump filter is 127 degrees centigrade or more.
NOTE: The fuel/oil cooler bypass valve does not send the Integrated Drive Generator (lDG) oil around the fuel cooler. The lDG oil always goes to the fuel/oil cooler core after it flows through the fuel/oil cooler bypass valve.
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FUEL/OIL COOLER BYPASS VALVE
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FUEL/OIL COOLER
The functions of the fuel/oil cooler are: 1. To heat the fuel-pump filter-inlet fuel and to prevent ice within the fuel system, 2. To cool the engine and Integrated Drive Generator System (IDGS) oil, and 3. To prevent an increase in the fuel temperature to more than the limit. The fuel/oil cooler, installed on the high-pressure compressor rear-case, is at the 8:00 position. The fuel/oil cooler is a single housing that contains two oil flow heat exchanger cores, engine oil, and the IDGS oil. The two oil flow heat exchanger cores share a common internal fuel flow passage. The IDGS oil and the fuel flow are continuous flow. The fuel/oil cooler-bypass valve controls the engine oil flow. The valve is an Electronic Engine Control (EEC) controlled, solenoid operated. servo (engine pressure oil) actuated valve. With no power to the solenoid. the engine oil flows through the cooler core. When the EEC energizes the solenoid the engine oil does not go through the cooler core. A pressure relief valve in the IDGS cooler core opens at 50 PSID so that the fuel-pump boost-stage output does not go through the IDGS core. Fuel will only flow through the engine core because IDGS cooler core blockage is possible.
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FUEL/OIL COOLER
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DEOILER ASSEMBLY
The de-oiler for the oil system separates air from the oil before it is return to the oil tank. Air from the Number 1, 1.5, 2 and 3 bearing areas enter the de-oiler through internal holes. Air is bled from the oil tank check valve to the main gearbox and enters the de-oiler. A gear driven impeller removes most of the air from the oil. The oil drains internally to the main gear box and returns to the oil tank by the scavenge pump. The breather pressure bleeds out of the main gearbox through the Overboard Vent Tube. The de-oiler is installed on the forward left side of the main gearbox.
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DEOILER ASSEMBLY
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OIL FILTER DIFFERENTIAL PRESSURE INDICATION

The oil filter differential pressure switch sends a signal to the Engine and Alert Display (EAD) when the differential pressure across the filter is too high. The oil filter differential pressure switch connects to two ports on the oil filter housing on the left side of the engine. These ports are before and after the oil filter. The differences between the ports tells the differential pressure. When the differential pressure of the oil is more than 52 PSID, the filter differential switch closes and causes a level 2 oil filter clogged alert to show on the EAD. The signal goes through the Display Electronic Unit (DEU).
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OIL FILTER DIFFERENTIAL PRESSURE INDICATION
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OIL TEMPERATURE THERMOCOUPLE PROBES

The oil temperature thermocouple probes supply oil temperature data to the flight crew or engine operator. One of the two probes supply the data for the oil temperature indicator. The other probe supplies alert data in specified conditions. The thermocouple probe attaches to and extends into the left forward part of the main gearbox. This probe sends the signal to the temperature indicator on the engine systems display. Maximum continuous oil temperature is 163oC. Oil temperature during the cruise mode is usually 120-125oC. The maximum oil temperature during the cruise mode is 177oC for no more than 20 minutes. The other temperature probe is in the scavenge oil tube that goes from the number 3 bearing compartment to the oil pump. This probe is on the left side of the engine near the lubrication and scavenge pump at approximately the 6:00 position. If the temperature of the oil in this area is much higher than the temperature of the scavenge oil going to the oil tank, an alert shows on the Engine and Alert Display. Usual differential temperature is 16 -18oC. An alert will show when the differential temperature is 44oC.
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OIL TEMPERATURE THERMOCOUPLE PROBES
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OIL QUANTITY TRANSMITTER
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OIL PRESSURE TRANSMITTER/LOW OIL PRESSURE WARNING SWITCH

The oil pressure transmitter and the low oil pressure warning switch let the flight crew monitor the status of the oil system. The transmitter and warning switch tell the operator of possible problems. The oil pressure transmitter and the low oil pressure switch each attach to a support bracket. This support bracket is forward of the de-oiler assembly on the left side of the engine. The primary function of the oil pressure transmitter is to send the oil pressure signal to the oil pressure indicator on the engine systems display. The oil pressure transmitter receives two pressure signals that it uses for operation. The first pressure signal comes from a fuel/oil cooler outlet tap. The second signal comes from a sense line that finds the breather pressure for the number 1, 1.5, and 2 bearings. The oil pressure is: 1. 2. 3. 4. Minimum - 70 PSI Idle - 100 -125 PSI (approximately) Cruise - 200 -250 PSI (approximately) Takeoff - 250 -350 PSI (approximately). The low pressure warning switch closes if the oil pressure decreases below the minimum limit of 70 PSI. The fuel switch must be on and the N2 speed must be more than 62 percent for the warning switch to operate. The switch closes when the engine is at takeoff power and the oil pressure is less than 75 PSI. The low oil pressure switch causes a level 2 low oil pressure alert to show when the switch closes. The low oil pressure switch receives its two pressure signals from the same two sources as the transmitter.
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OIL PRESSURE TRANSMITTER/LOW OIL PRESSURE WARNING SWITCH
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ENGINE BEARING COOLING DIAGRAM

Because some engine components move at high speeds and become hot, it is necessary to supply a source of cooling air to the engine bearing areas. The number 3 bearing compartment is the hottest bearing area of the engine. Compressor bleed air (12th stage) makes the number 3 bearing compartment cool. Before the 12th stage air goes to the number 3 bearing compartment, the number 3 bearing buffer air cooler makes the air cool. The buffer cooler attaches with screws and spacers to a bracket on the fan case at the 2:00 position.
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ENGINE BEARING COOLING DIAGRAM
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SYSTEMS DISPLAY (SECONDARY ENGINE)
Oil Temp -White = in operating range < 163oC. -Amber > 163oC, <177oC or <50oC for 20 minutes. -Red >177oC for >20 minutes
Gulp Rate - after initial gulp QTY. can decrease, but never increase.
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ENGINE OIL SYSTEM CONTROL DIAGRAM
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IDG COOLING SYSTEM COMPONENTS OVERVIEW (PW 4000 SERIES)

The main components of the Integrated Drive Generator (IDG) cooling system are: 1. The IDG air/oil heat exchanger 2. The lDG air/oil heat exchanger valve 3. The fuel/oil cooler and bypass valve 4. The IDG oil cooling/compressor heating air valve solenoid and pressure switch. Each component above is a Line Replaceable Unit (LRU). The components operate as follows: 1. The oil goes through the lDG air/oil heat exchanger and is cooled by the air flow across the cooler tubes. The heat exchanger is installed on the right side of the engine intermediate case rear cavity at the four o'clock position (as viewed from the rear of the engine). 2. The IDG air/oil heat exchanger valve keeps lDG oil temperature between 100oC and 127oC. These valves, also known as butterfly valves, are spring loaded to open when no voltage is sent to the valve. The 28 VDC signal from the Generator Control Unit (GCU) closes the air/oil heat exchanger valve. An external position indicator is on the top of the valve case. The indicator lets you check the position of the butterfly valve without removal of the duct or case. Internally, the air valves connect to a common shaft. The shaft is fuel actuated and electrically controlled. The air/oil heat exchanger and air/oil heat exchanger valve are bolted together. 3. The IDG oil is cooled by the fuel/oil cooler and bypass valve. The IDG oil and engine oil enter the cooler but are not mixed. During some engine conditions (such as high fuel use, high engine oil temperature, or high fuel pressure), the fuel will not go through the IDG fuel/oil cooler section. The oil flow through the fuel/oil cooler is continuous. The fuel/oil cooler and bypass valve is installed on the left side of the engine at the eight o'clock position (as viewed from the rear of the engine). 4. The IDG oil cooling/compressor heating air valve solenoid has two solenoids in one housing. The left solenoid controls the PS3 air used for pressure switch operation. The right solenoid is for the other engine systems. The pressure switch is an electrical link between the GCU and the air/oil heat exchanger valve. If
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IDG COOLING SYSTEM COMPONENTS OVERVIEW (PW 4000 SERIES) continued

pressure is present, 28 VDC from the GCU goes to the air/oil heat exchanger valve, if pressure is not present, the 28 VDC stops at the switch and the air valves open. It is important that the air valves open when there is no voltage sent to the valve. The left solenoid interfaces with the IDG cooling system. The Electronic Engine Controller/Full Authority Digital Electronic Controller (EEC/FADEC) command goes to the left solenoid to hold or release pressure and operate the switch. This system changes the operation of the IDG cooling system as necessary for engine operation.
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INTEGRATED DRIVE GENERATOR (IDG) - OIL COOLING COMPONENTS - RIGHT SIDE (PW4000 SERIES ENGINE)
IDG oil cooling components on the right side are: 1. The IDG Air/Oil Heat Exchanger and Valve 2. The IDG Oil Cooling Compressor Heating Air Valve Solenoid 3. The Pressure Switch.
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INTEGRATED DRIVE GENERATOR (IDG) - OIL COOLING COMPONENTS - RIGHT SIDE (PW4000 SERIES ENGINE)
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INTEGRATED DRIVE GENERATOR OIL COOLING COMPONENTS - LEFT SIDE (PW4000 SERIES ENGINE)
The lDG oil cooling components on the left side of the engine are: 1. The Integrated Drive Generator 2. The fuel/oil cooler and bypass valve 3. The PS3 filter.
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INTEGRATED DRIVE GENERATOR OIL COOLING COMPONENTS - LEFT SIDE (PW4000 SERIES ENGINE)
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INTERMEDIATE CASE AFT

The Intermediate Case supports the Thrust Bearings for both the Low Pressure Compressor (LPC) and High Pressure Compressor (HPC) rotors. The components attached to the aft side of the case include: 1. A Forward Engine Mount Pad (12:00) 2. Two (2) Forward engine mount thrust brackets (10:30 and 1:30) 3. A Number three (3) bearing buffer oil cooler (2:30) 4. An Electronic Engine Control (EEC) Speed N1 transducer (5:00) 5. An Angle Gearbox (6:00) 6. A 2.5 bleed valve actuator (7:00).
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INTERMEDIATE CASE AFT
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POWER PLANT
FADEC INTRODUCTION ENGINE ANALYSIS FUEL SYSTEM BLEED-AIR SYSTEM COOLING SYSTEMS CONTROL SYSTEM THRUST REVERSER SYSTEM START SYSTEM IGNITION SYSTEM INDICATION SYSTEM
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FULL AUTHORITY DIGITAL ELECTRONIC THRUST CONTROL

Full Authority Digital Electronic Control (FADEC) The FADEC system schedules the correct fuel flow to the engine during operation. The FADEC unit sends electrical signals to the engine fuel metering unit which controls the quantity of fuel to the engine. The FADEC system is made to continue to operate satisfactorily if malfunctions occur. The FADEC system uses Thrust Resolver Angle (TRA) as the primary input for a specified thrust level. The Flight Control Computers (FCC's) and the Air Data Computers (ADC's) send data to the FADEC unit which automatically adjusts engine thrust to the necessary level. FADEC also: 1. Controls engine acceleration to idle speed during start. 2. Controls accelerations and decelerations during operation. 3. Automatically controls maximum-takeoff, maximum continuous, and maximum climb thrust levels. 4. Sets minimum idle speed during decent. 5. Controls forward and reverse thrust as a function of throttle position. 6. Controls airflow through the compressors. 7. 8. Keeps N1 RPM, N2 RPM, internal pressures, and maximum thrust in limits. Gives the pilot the selection of a different mode of operation from the flight compartment.
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FULL AUTHORITY DIGITAL ELECTRONIC THRUST CONTROL
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FULL AUTHORITY DIGITAL ELECTRONIC CONTROL BLOCK DIAGRAM

The Electronic Engine Control (EEC) gets data from many other aircraft systems controllers. The EEC uses this data to give satisfactory engine performance during different flight conditions. The EEC also gives data to other controllers for system control, maintenance data, and flight station displays. The EEC sends signals to components in the engine. These signals control the anti-surge valves and the variable stator vanes. The functions of the EEC are: 1. To make the engine oil cool 2. To make the nacelle cool 3. To keep the fuel warm. Sensors and transmitters also give inputs to the EEC. The EEC uses these inputs to schedule the fuel flow for the fuel metering unit. The EEC also uses these inputs to keep data about malfunctions.
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FULL AUTHORITY DIGITAL ELECTRONIC CONTROL BLOCK DIAGRAM
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ENGINE CONTROLS (THROTTLES)

Fuel Switches The engine fuel switches are on the throttle pedestal in the flight compartment. They, supply electrical power directly to their related engine Fuel Metering Units (FMU). This opens or closes an internal High Pressure Fuel Shutoff Valve (HPSOV). When the HPSOV opens, it lets fuel flow to the engine combustion assembly. An indication of an HPSOV "open" condition shows on the Engine and Alert Display (EAD) in the flight compartment. A red light in each fuel switch comes on if an engine fire condition occurs. This gives a warning to move the switch to the "off" position which stops the flow of fuel from the FMU. If the fire condition continues, the light stays on. Throttle Levers The throttle/thrust reverser levers are also on the pedestal. They set the engine forward and reverse thrust levels necessary for operation. Each throttle mechanically connects to two electrically isolated resolvers. The resolvers send electrical signals to the Electronic Engine Control (EEC). The EEC uses these signals to schedule the correct fuel flow for different throttle positions. A mechanical interlock prevents thrust reverser operation until the throttle lever is at the reverse thrust position. Two reverse idle blockers prevent reverse thrust operation of the wing engines until their reversers open to a specified point. This makes sure we have symmetrical reverse thrust force on the left and right side of the aircraft. The engine thrust indicator, on the EAD, shows an indication of throttle position.
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ENGINE CONTROLS (THROTTLES)
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TRA DEGREES VERSUS TLA DEGREES

The throttle resolvers electrically send the Throttle Resolver Angle (TRA), in degrees of movement, to the Electronic Engine Controller (EEC). The throttle resolvers are in the pedestal. The throttle resolvers are mechanically linked to each throttle lever. The EEC uses the TRA inputs from the resolvers to put the fuel metering valve in position. The EEC also uses the TRA to make thrust reverser interlock commands. The full range of the TRA is 0 to 90 degrees. The idle stop for the Throttle Lever Angles (TLA) is at 0 degrees (TRA 38.0 degrees). Forward and reverse throttle movement Increases angular TLA degrees. The maximum reverse stop is at 84.0 degrees (TRA 7.7 degrees). The normal forward stop is at a TLA of 50.0 degrees (TRA 80.9 degrees). The mechanical interlock stop for the thrust reverser is at the TLA angle of 20.3 degrees (TRA 33.0 degrees). The full TLA range is 55 degrees in the forward direction and 84 degrees in the reverse thrust direction. The EEC can put a TRA value in memory when it finds a fault. The EEC can use this value if the input values disagree.
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TRA DEGREES VERSUS TLA DEGREES
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ENGINE FUEL AND INDICATION BLOCK DIAGRAM

The engine fuel system receives fuel from the aircraft fuel tanks. The fuel is pressurized by the fuel pump and sent to the engine fuel/oil cooler. A bypass valve controls the flow through the fuel/oil cooler to maintain the proper fuel temperature. The pressurized fuel is then sent to the Fuel Metering Unit (FMU). The FMU meters the fuel for combustion and regulated servo fuel (muscles pressure). The metered fuel is divided by the fuel distribution valve to the fuel tubes and fuel injectors. The engine fuel indication system provides flight compartment display of fuel flow rate and filter status on the Engine and Alert Display (EAD). The Electronic Engine Control (EEC) is a full authority digital electronic control unit which controls fuel schedule for all engine operations.
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ENGINE FUEL AND CONTROL SYSTEM

The Engine Control System electronically monitors and controls engine operation. The results of these controls are a very high level of engine performance, and safe operation. Permanent Magnet Alternator (PMA) The PMA supplies the electrical power that operates the Electronic Engine Control (EEC) during engine operation. The aircraft electrical system supplies the power during engine start. It also supplies the electrical power for maintenance tests of the EEC when the engine is not in operation. Electronic Engine Control (EEC) The EEC is a two-channel, digital electronic computer that automatically adjusts fuel flow to control engine performance. Each channel (A and B) can independently control engine operation. Usually one channel is in control from engine start to engine shutdown. If that channel cannot get the necessary data, or if the data it gets is incorrect, the other channel automatically starts to control the engine. Engine sensors and other aircraft computers send the necessary data to each channel of the EEC. The EEC compares and uses this data for precision engine control. The EEC also monitors and controls the performance of related engine systems. These systems include: 1. 2. 3. 4. Compressor Bleed Control (CBC) Variable Stator Vanes (VSV) Fuel Metering High Pressure Turbine Clearance Control (HPTCC) 5. Low Pressure Turbine Clearance Control (LPTCC) 6. Core Compartment Cooling 7. Thrust Balance Vent/Compressor Clearance Control (TBV/CCC) 8.Turbine Vane and Blade Cooling (TVBC)
Full Authority Digital Electronic Control (FADEC) Panel The panel contains three select-alternate switches that let you set an alternate mode of operation for their related EEC. A SELECT-ALTN light in each switch comes on if an EEC finds that it cannot satisfactorily control its engine. The Engine and Alert Display also shows FADEC system malfunctions.
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ENGINE FUEL AND CONTROL SYSTEM
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ELECTRONIC ENGINE CONTROL CONNECTORS

The Electronic Engine Control (EEC) is a dual channel control that has a split housing design. The two transducers (vibrating cylinder types) are: 1. P5 (Pt5) (0-30 PSIA) 2. P2 (Pt2) (0-30 PSIA). The handle is on the top and in the back of the module. The channel B module has four electrical connectors on the left side. The channel B module also has pressure ports with and a pressure relief valve on bottom right. The four connectors are: 1. J1AF(Air Frame) 2. J2 FCU (Fuel Control Unit) FMU (Fuel Metering Unit) 3. J3 ENG (engine) 4. J4 PWR (power
The control assembly has two modules. Each module controls one channel that lets the module operate independently of the other channel.
Channel A and B modules have: 1. Two multi-layer printed circuit boards 2. A power supply/output module 3 .A processor/input module. The channel A module has five electrical connectors, four on the left side and one on the right side. The channel A module also has pressure ports and a handle. The five connectors are: 1. J5 AF (Air Frame) 2. J6 FCU (Fuel Control Unit) FMU (Fuel Metering Unit) 3. J7 ENG (engine) 4. J8 PWR (power) 5. J9 DEP (Data Entry Modifier Plug) (also used by channel B).
NOTE: J9 DEP (Data Entry Modifier Plug) attaches to the housing for the channel A module, but the channel B module also uses the J9 DEP. The two transducers (vibrating cylinder type) are: 1. PB (Pb) (0-450 PSIA) 2. PA (Pamb) (0-30 PSIA). The pressure relief valve (two way relief approximately .5 PSID) is on the bottom right.
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ELECTRONIC ENGINE CONTROL CONNECTORS (continued)

A mating connector connects the two modules to supply cross-talk, channel switching, and fault isolation logic. This connector also connects the modules so that each of the modules can use data from the other module. This connection supplies cross-link data, cross-wiring, and hard wired discretes between two channels.
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DATA ENTRY PLUG

The data entry plug connects to the J9 connector in the Electronic Engine Control (EEC) channel A housing. This plug attaches to the fan case with a lanyard and stays with the engine at all times. The data entry plug sends this data to the EEC: 1. Engine thrust rating data 2. Engine Pressure Ratio (EPR) modification data, identified as class number 3. Engine performance data 4. Variable stator vane schedule 5. 2.9 bleed valve thermocouple selection. The data goes to channel A and then goes (cross-wired and cross-talked) into channel B through the inter-channel data link. The data entry plug and the engine data plate tell the plug part number and class number. Low pressure compressor speed (N1) becomes the primary engine control input at engine start with the data entry plug not connected.
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DATA ENTRY PLUG
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PERMANENT MAGNET ALTERNATOR

The Permanent Magnet Alternator (PMA) supplies electrical power and the high pressure compressor speed (N2) signal to channels A and B of the Electronic Engine Control (EEC) unit. The main accessory drive gearbox operates the PMA. The PMA is in the upper middle rear section of the gearbox. The PMA has a rotor and a stator. Fan air makes the stator and electrical output leads cool. One connector on the PMA sends electrical power and the N2 signal to channel A of the EEC. The connector also sends an N2 indication to the flight compartment. The other connector sends electrical power and the N2 signal to channel B of the EEC. At 5 to 8 percent N2 speed, the PMA electrical power operates and supplies the necessary electrical power to the EEC. The PMA is a Line Replaceable Unit (LRU), but you must remove the starter unit before you can remove the PMA.
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PERMANENT MAGNET ALTERNATOR
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Station numbers identify specified positions along the engine where important changes in airflow occur. The station numbers also identify an instrument or input position for pressure (P) or temperature (T). For example, P2 is pressure at Station number 2. T2 is temperature at the same station. Flange letters identify positions along the length of the engine. Engine build-up Instructions usually refer to flange letters to help you identify the locations for component installation.
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PT2/TT2 PROBE (ENGINES 1 AND 3)

The Inlet cowl PT2/TT2 probe supplies the Electronic Engine Control (EEC) with the engine inlet pressure and temperature. This signal is one of the primary inputs in thrust requirement calculations for Engine Pressure Ratio (EPR). The PT2/TT2 probe attaches to the inlet cowl inner barrel at the 12:30 position. The pressure probe (PT2) is a total pressure probe that sends a pneumatic signal to channel A and channel B of the EEC. A spacer assembly divides the electrical connect leads. The pressure line attaches to the PT2 probe fitting. An o-ring seal is behind the pressure probe fitting. Aircraft electrical power supplies heat to the pressure and temperature probe through the right electrical connector. When the aircraft is in flight, the probe heat is always on. The temperature probe (TT2) is a dual element resistance type probe. The electrical output to EEC channel A goes through the right electrical connector. The electrical output to EEC channel B goes through the left connector. The PT2/TT2 probe attaches to the inlet cowl with four bolts and washers. The PT2/TT2 probe is a line replaceable unit.
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PT2/TT2 PROBE (ENGINES 1 AND 3)
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INLET COWL PT2/TT2 PROBE (ENGINE NUMBER 2)

The Inlet cowl PT2/TT2 probe supplies the Electronic Engine Control (EEC) with the engine inlet pressure and temperature. This signal is one of the primary inputs in thrust requirement calculations for Engine Pressure Ratio (EPR). The PT2/TT2 probe attaches to the bellmouth Inner barrel at the 12:30 position. The pressure probe (PT2) is a total pressure probe that sends a pneumatic signal to channel A and channel B of the EEC. Aircraft electrical power supplies heat to the pressure and temperature probe through the right electrical connector. When the aircraft is in flight, the probe heat is always on. The temperature probe (TT2) is a dual element resistance type probe. The electrical output to EEC channel A goes through the right electrical connector. The electrical output to EEC channel B goes through the left connector. The PT2/TT2 probe attaches to the bellmouth with four bolts and washers, a gasket, and a ground wire (jumper wire). The PT2/TT2 probe Is a line replaceable unit.
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INLET COWL PT2/TT2 PROBE (ENGINE NUMBER 2)
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EEC SPEED TRANSDUCER (N1)

The low pressure compressor (N1) speed transducer supplies the N1 speed to channel A and channel B of the Electronic Engine Control (EEC). The N1 speed transducer attaches to the rear of the intermediate case. There are two coils in the speed transducer. The transducer has a magnetic tip that gets input about (senses) N1 rotation speed as a frequency signal. The EEC changes the frequency signal to a percent of the rotation speed to show on the engine and alerts display. Engines with Supplemental Control Units (SCUs) use the 2.5 pneumatic sensor and temperature sensor connections on the N1 speed transducer. The speed transducer is a line replaceable unit.
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EEC SPEED TRANSDUCER (N1)
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N2 INDICATION
The N2 indication gives the engine operator a visual display of engine N2 compressor speed. The N2 engine speed shows on the Engine and Alert Display (EAD) while the engine operates and the N2 compressor turns. The N2 indication does not show when electrical power stops, as during engine shutdown with N2 compressor speed less than Engine Electronic Control (EEC) alternator speed. The N2 indication signal goes from the EEC alternator on the engine to the two channels of the EEC. A different N2 speed signal goes to the Display Electronic Unit (DEU) and shows on the EAD. The EEC N2 alternator is a line replaceable unit.
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N2 INDICATION
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EEC THERMOCOUPLE PROBE (TT3)

The thermocouple probe finds the temperature of the air as it goes out of the high pressure compressor. The Electronic Engine Control (EEC) channels A and B use this data for the heat-soaked engine start logic. The dual element thermocouple is on the right side of the compressor diffuser case. A wire harness connects to the different sized alumel and chromel studs.
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EEC THERMOCOUPLE PROBE (TT3)
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EXHAUST GAS TEMPERATURE THERMOCOUPLE PROBE (Tt4.95)

The Exhaust Gas Temperature (EGT) thermocouple probe (Tt4.95) sends temperature data from station 4.95 to the Electronic Engine Control (EEC). This temperature data goes to channel A and to channel B. There are four EGT thermocouple probes on each engine. The EGT thermocouple probes attach and extend into the turbine exhaust case at the 1:00, 4:00, 6:30, and 10:00 positions. The four probes supply temperature signals to thermocouple junction box. The junction box finds average temperature from the signals and sends average temperature signal to the two channels of EEC. The EGT thermocouples are line replaceable units. the the the the
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EXHAUST GAS TEMPERATURE THERMOCOUPLE PROBE (Tt4.95)
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EXHAUST GAS PRESSURE PROBE (PT4.95)

The exhaust gas pressure probe PT4.95 gives the Electronic Engine Control (EEC) exhaust gas pressure inputs from station 4.95. The data goes to channel A and channel B of the EEC. The probe's pressure data is one of the primary inputs in thrust requirement calculations for Engine Pressure Ratio (EPR). There are two PT4.95 pressure probes on each engine. The PT4.95 pressure probes attach to the turbine exhaust case at the 10:00 and 4:00 positions. The probes extend into the gas path at the two positions and send the average pressure measured to the EEC. The PT4.95 probes are line replaceable units.
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EXHAUST GAS PRESSURE PROBE (PT4.95)
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EEC INTERFACE BLOCK DIAGRAM

The Electronic Engine Control (EEC) unit is the primary interface between the engine and the aircraft. The engine mounted components get signals from the EEC and send position data back to the engine: 1. The High Pressure Compressor (HPC) secondary flow control system. 2. The stator vane actuator 3. The engine air/oil heat exchanger 4. The 2.5 bleed system 5. The turbine vane and blade cooling system 6. The turbine case cooling system 7. The 2.9 bleed system 8. The fuel metering unit. The engine mounted sensors give this operation data only to channel A of the EEC: 1. The station 4.95 pressure 2. The station 2 pressure. The engine mounted sensors give this engine operation data only to channel B of the EEC: 1. The ambient pressure 2. The burner pressure. engine The engine mounted sensors give this engine operation data to channels A and B of the EEC: 1. 2. 3. 4. The low pressure compressor speed (N1) The total pressure from station 2 The total temperature from station 3 The total temperature from station 4.95 (Exhaust Gas Temperature (EGT) 5. The oil system temperature 6. The engine fuel temperature 7. The number 3 bearing oil temperature. A cross-talk link sends all the signals sent to one channel to the other channel.
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EEC INTERFACE BLOCK DIAGRAM
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THRUST MANAGEMENT ALTERNATE MODE

The engine control system schedules fuel for combustion. The Fuel Metering Unit (FMU) controls the fuel with signals from the Electronic Engine Control (EEC). Each channel has two control modes for steady-state power setting: 1. The Engine Pressure Ratio (EPR) is the primary control mode 2. The low pressure compressor speed (N1) is the alternate control mode. When the control mode changes to the N1 control mode, the N1 mode becomes the alternate mode. If the Full Authority Digital Electronic Control (FADEC) cannot control the engine in the EPR mode, the FADEC will automatically go back to the N1 mode. You can also use a flight deck switch to set the N1 mode. The N1 mode controls N1 speed in the reverse mode. The maximum reverse speed is 87 percent of N1 speed. In the N1 mode, the EPR flight deck display is blank. In the N1 mode, the FADEC schedules fuel flow as a function of thrust lever position (Throttle Resolver Angle (TRA). The N1 mode schedule operates independently of the ambient conditions. (There is a small mach number (Mn) and altitude bias at takeoff). Control in the N1 mode is almost the same as control in a hydromechanical control system. The thrust lever in
the full forward position can cause an over-boost of the engine. The N1 speed, the high pressure compressor speed (N2), and burner pressure (Pb) limiting loops give protection to the engine. The N1 mode is not a rated mode. TRA in proportion to thrust will change over the flight envelope.
The intersection of the N1 schedule and the selected idle speed calculates the forward idle TRA range.
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THRUST MANAGEMENT ALTERNATE MODE
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ENGINE TRIM (FCC-1) LOGIC DIAGRAM

GENERAL The engine trim operation is a limited authority system that removes thrust differences that occur as a result of throttle lever stagger. The trim system removes the difference in the synchro positions when it calculates an adjustment for the engine trim signal. OPERATION The Engine Thrust Trim System (ETTS) starts when two of three engine commands are more than a fixed thrust threshold. The system will stay engaged while two or more engines stay above this threshold, if all necessary signals for correct operation are available. The ETTS operates in one of four modes: the Master mode, the Target mode, the Trim Active mode, and the Clamp mode. MASTER MODE The Master mode is the usual mode of operation after takeoff. The inputs from all engines mix to make a single middle value. This middle value signal now goes to each Full Authority Digital Electronic Controller (FADEC) for the trim signal. The output signal of the SELECT MID VALUE box becomes the engine trim command. TARGET MODE In the Target mode, all three engines have a set thrust limit for takeoff. The Flight Management Computer sets the limit for the current thrust level. The ETTS goes into the Target mode when the output of gate 1 is high. The necessary inputs for this operation come from gates 2, 3, 4, and 5. Gate 2 gets input when two engines are in operation. Gate 3 gets input from the Flight Management System (FMS) during one of the three command modes. The gate 4 output is high when the FMS is in the Go Around mode and the nose wheel has not been compressed more than 20 seconds. ENGINE TRIM ACTIVE MODE The ETTS engage logic controls the ETTS control status. The input to gate 9 is from gates 5 and 10 to permit operation of the trim system when two engines are in operation. CLAMP MODE When the Auto Throttle System (ATS) goes into a Clamp mode, the trim system goes to an inactive mode. The trim system will stay inactive until the system goes back to one of the other modes of operation.
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ENGINE TRIM (FCC-1) LOGIC DIAGRAM
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FADEC GROUND TEST POWER SCHEMATIC

The Maintenance Technician sets the Ground Test Mode of operation with the engines off. The Ground Test Switch is on the Maintenance Panel. There is one (1) switch for each engine. Push the Ground Test Switch and 28VDC goes to the Electronic Engine Control (EEC) for the start of the test procedure. The EEC prevents the Ground Test Mode during the Normal and Reversionary Modes. The Multifunction Control Display Unit (MCDU) located on the Pedestal monitors data from the EEC. The data is as follows: 1. 2. 3. 4. 5. 6. Parameter Data Sensor Data Rating Data Maintenance Data Fault Data Monitored Data.
The Full Authority Digital Electronic Control (FADEC) Ground Power Test starts from the Ground Test Switch. This switch supplies 2SVDC to the EEC channels A and B. Do the Ground Test through the MCDU and the Centralized Fault Display System (CFDS). The Engine Start Switch supplies the same 28VDC power to a separate set of discrete switches.
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FADEC GROUND TEST POWER SCHEMATIC (Z4 Prior to Ship 563)
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FADEC GROUND TEST POWER SCHEMATIC (Z4 Ship 563 & Subs)
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FADEC GROUND TEST POWER SCHEMATIC
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ENGINE FUEL SYSTEM

The Engine Fuel System gets its fuel from the aircraft fuel supply. System components send the fuel to the engine combustor at the necessary pressures and flow rates. The system also supplies fuel to hydraulically operate related engine control system components. Fuel Pump A two stage, engine driven fuel pump increases the pressure of the fuel from the aircraft. A fuel filter with bypass prevents system contamination that could cause damage to the main-stage of the fuel pump. The Engine and Alert Display supplies a warning of a clogged condition. Fuel/Oil Cooler The cooler uses hot oil to increase the temperature of the fuel. This prevents ice in the fuel that could cause fuel metering unit malfunctions. At the same time, the fuel decreases the temperature of the oil. The Electronic Engine Control (EEC) monitors the fuel temperature. If the temperature is too high, the EEC opens a cooler bypass valve that causes the hot oil to flow around the cooler. The Integrated Drive Generator also uses the fuel/oil cooler for temperature control of its oil system. The distribution valve pressurizes and sends metered fuel to the fuel injectors. It contains a fuel filter with bypass to catch contamination that could cause clogged fuel injectors. Manifolds and Injectors Eight fuel manifolds supply fuel to 24 fuel Injectors. Each manifold connects to three injectors. The injectors supply the correct fuel spray necessary for combustion during engine start and operation. Fuel Metering Unit (FMU) The FMU supplies the correct quantity of fuel to the combustion assembly through the full range of engine operation. It also makes sure that a positive fuel shutoff occurs, at the FMU, during engine shutdown. The EEC electronically controls the operation of the FMU. Fuel Flow Transmitter The transmitter supplies the electrical signals necessary for fuel flow indication in the flight compartment. The Engine and Alert Display shows the fuel flow for each engine. Fuel Distribution Valve
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ENGINE FUEL SYSTEM
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The engine fuel system receives fuel from the aircraft fuel tanks. The fuel is pressurized by the fuel pump and sent to the engine fuel/oil cooler. A bypass valve controls the flow through the fuel/oil cooler to maintain the proper fuel temperature. The pressurized fuel is then sent to the Fuel Metering Unit (FMU). The FMU meters the fuel for combustion and regulated servo fuel (muscles pressure). The metered fuel is divided by the fuel distribution valve to the fuel tubes and fuel injectors. The engine fuel indication system provides flight compartment display of fuel flow rate and filter status on the Engine and Alert Display (EAD). The Electronic Engine Control (EEC) is a full authority digital electronic control unit which controls fuel schedule for all engine operations.
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FUEL PUMP
The engine fuel pump supplies pressurized inter-stage fuel to the fuel/oil cooler. The fuel pump also supplies pressurized main stage fuel to the Fuel Metering Unit (FMU). The fuel pump has two (2) stages, a centrifugal type boost stage and a positive displacement gear-type main stage. Both stages are driven by a common shaft from the main gearbox. The output of the main stage goes to the FMU. The FMU meters fuel for combustion and servo fuel pressure. The fuel that is not used returns to the fuel pump and is sent through the fuel bypass valve. At high engine speeds, the fuel bypass the Integrated Drive Generator (IDG) cooling section of the fuel/oil. The fuel pump Is mounted to the flange keyhole slots by six (6) bolts on the gearbox right-front face. The fuelpump external-spline is lubricated by engine oil from the main gearbox. The fuel pump includes an integral fuel-strainer housing. An internal 40 micron fuel filter is installed at the inlet of the high-pressure gear-stage. The engine fuel-pump assembly-components are: 1. 2. 3. 4. 5. The fuel pump The fuel bypass valve The fuel temperature sensor The fuel-filter differential-pressure switch The main-stage pressure-outlet.
The fuel-filter differential-pressure switch closes at a 5.5 PSID pressure increase and opens at a 3.5 PSID pressure decrease. A filter bypass valve is set to open at a 9.0 PSID pressure increase. The main-stage pressure relief valve opens at approximately 1400 PSID. The maximum shaft-seal permitted leakage is 60 CC per hour. The fuel pump can be removed from the main gearbox with the FMU attached.
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FUEL PUMP
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FUEL PUMP FILTER

The fuel pump filter prevents system contamination that could cause damage to the stage pump. The filter is located in the lower right side of the fuel pump assembly. It is a 40 micron disposable paper element. A filter bypass valve opens at 9 PSID, if the filter becomes clogged. A fuel pump differential pressure switch is mounted on the fuel pump to provide indication of an impending bypass. To remove the fuel pump filter: 1. Drain the fuel from the filter cap drain plug 2. Remove the bolts and filter cover to gain access to the filter 3. Remove and replace the filter cover seal 4. Inspect the fuel filter for contamination.
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FUEL PUMP FILTER
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FUEL PUMP FILTER DIFFERENTIAL PRESSURE SWITCH
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FUEL PUMP/FUEL METERING UNIT

During engine start, the fuel pump increases the fuel pressure it sends to the Fuel Metering Unit (FMU). The FMU keeps a minimum pressure of approximately 300 PSIG to control the engine system actuators. The fuel pump holds the FMU with five mount studs. Two seals prevent fuel leakage when fuel goes from one component to the other. The FMU is a hydro-mechanical unit controlled by the Engine Electronic Control (EEC). You can turn fuel on and off from the flight station with the FMU. At approximately 116.4 percent N1 speed or approximately 109 percent N2 speed, an EEC input to the fuel flow cut-back solenoid in the FMU reduces the fuel flow to the minimum flow. The fuel flow cutback solenoid is not a line replaceable unit. The EEC controls the dual coil torque motor to move the fuel metering valve. A dual independently winding resolver sends the position of the fuel metering valve to the EEC. This connection occurs at the left connector (J1) for channel B and at the right connector (J2) for channel A. A fuel line connects to the adapter and sends fuel to the fuel flow transmitter. The upper internal transfer port sends unwanted fuel back to the pump inlet. The lower internal port sends the pump output to the FMU. The FMU has an integral fuel filter. The 40-micron, wash type filter is not a line replaceable unit.
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FUEL PUMP/FUEL METERING UNIT
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ENGINE 1 FUEL CONTROL SCHEMATIC

The source of power for the Engine 1 fuel control is the Battery Bus. The bus supplies 28VDC through a 5ampere circuit breaker to the Engine 1 Fuel Switch. Power goes to: 1. The Engine 1 Fuel Valve Open Relay if the switch is set ON 2. The Engine 1 Fuel Valve Close Relay if the switch is set OFF. The energized relay sends power to open and close the Fuel Shutoff Valve. The fuel switch also sends power to operate the P2T2 Probe Heater Relay for Engine 1.
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ENGINE 1 FUEL CONTROL SCHEMATIC
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THRUST MANAGEMENT OVERSPEED PROTECTION

PURPOSE The Electronic Engine Control (EEC) unit provides Full Authority Digital Electronic Control (FADEC). The thrust management overspeed protection logic circuit prevents N1 rotor and N2 rotor overspeed, because of a fuel metering unit failure. OVERSPEED PROTECTION The two channels of the electronic engine control unit contain the hardware and the software overspeed detection logic circuit. The overspeed hardware and software detection circuit limit for: 1. N1 speed is approximately 116.4% 2. N2 speed is approximately 109.0%. If N1 speed or N2 speed exceeds the limit, the overspeed solenoid in the fuel metering unit energizes and fuel flow reduces to the minimum fuel flow stop. The minimum fuel flow stop is 450 pounds per hour (204.5 kilogram). The electronic engine control automatically tests the hardware and software overspeed circuit during each engine shutdown (spool down) on the ground. The electronic engine control uses different speed values (lower trip speed) to do the test. The metering valve feedback signal must indicate the valve position is in minimum flow stop or an overspeed system fault records in the fault memory.
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THRUST MANAGEMENT OVERSPEED PROTECTION
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FUEL/OIL COOLER
The functions of the fuel/oil cooler are: 1. To heat the fuel pump filter inlet fuel and to prevent ice within the fuel system, 2. To cool the engine and Integrated Drive Generator System (IDGS) oil, and 3. To prevent an increase In the fuel temperature to more than the limit. The fuel/oil cooler, installed on the high pressure compressor rear case, is at the 8:00 position. The fuel/oil cooler is a single housing that contains two oil flow heat exchanger cores, engine oil, and the IDGS oil. The two oil flow heat exchanger cores share a common internal fuel flow passage. The lDGS oil and the fuel flow are continuous flow. The fuel/oil cooler bypass valve controls the engine oil flow. The valve is an Electronic Engine Control (EEC) controlled, solenoid operated, servo (engine pressure oil) actuated valve. With no power to the solenoid, the engine oil flows through the cooler core. When the EEC energizes the solenoid, the engine oil does not go through the cooler core. A pressure relief valve in the IDGS cooler core opens at 50 PSID so that the fuel pump boost stage output does not go through the IDGS core. Fuel will only flow through the engine core because IDGS cooler core blockage is possible.
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FUEL/OIL COOLER
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FUEL FLOW TRANSMITTER

The fuel flow transmitter measures the fuel flow rate, transmits, and displays the rate of metered fuel to the flight compartment. The transmitter is on the right side of the engine. The fuel distribution valve supports the transmitter. The installation of the assembly includes: 1. 2. 3. 4. 5. A support tube A transfer tube A seal-plate Two 0-ring seals Eight bolts and washers.
The inlet side of the fuel flow transmitter has: 1. 2. 3. 4. 5. A seal-plate An adapter An 0-ring seal Four bolts/washers An electrical connector.
NOTE: During the installation of the fuel flow transmitter, install the parts with the aligning index pin positioned in the holes. The thrust reverser doors must be open to get access to the fuel flow transmitter.
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FUEL FLOW TRANSMITTER
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FUEL DISTRIBUTION VALVE

The fuel distribution valve divides metered fuel flow to supply each of the eight (8) fuel tubes. Each tube assembly supplies fuel to three (3) fuel injectors. The fuel distribution valve is mounted at the 4:00 o'clock position on the high speed compressor rear case. The valve includes a 200 micro-metal screen to filter the fuel of any contaminants. A filter bypass valve opens at 20 2 PSID. The fuel metering is spring loaded closed against the shutoff seal to prevent fuel leaks. During engine start, the single fuel metering valve opens at 20 + 2 PSI then it lets fuel flow through the fuel injectors for combustion. The fuel metering valve position will vary with fuel flow. During engine shutdown, the fuel metering valve opens and lets fuel drain from six (6) of the eight (8) fuel tubes. Two (2) fuel tubes remain full. This provides faster engine starts by minimizing fuel tube fill time. To get access to the fuel distribution strainer, the fuel flow transmitter adapter must be removed. This requires removal of the support bracket. The filter can be removed using a length of lockwire (bend) on the pull tabs.
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FUEL DISTRIBUTION VALVE
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FUEL INJECTORS AND MANIFOLDS

PURPOSE The fuel injector manifolds supply metered fuel from the distribution valve to the fuel injectors. The injectors atomize the fuel for combustion. LOCATION There are twenty four fuel injectors and eight manifolds on the diffuser case. Each fuel injector manifold connects to three fuel injectors. DESCRIPTION The fuel injector manifolds have different diameter openings. This configuration permits equal fuel distribution to the injectors. The single orifice injector uses high stage compressor discharge air to atomize the fuel for combustion. The flow rate of each injector is 15 to 1000 pounds per hour (6.80 to 453.59 kilograms per hour) with a 70 degree spray cone angle. The fuel injector and the support assembly are also a heat shield. To remove the fuel injector manifolds, you must mark the location of each manifold for installation. The manifolds are not interchangeable.
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FUEL INJECTORS AND MANIFOLDS
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FUEL PUMP COMPONENTS

The fuel temperature sensor (probe) supplies the Electronic Engine Control (EEC) channels with the fuel temperature at the filter outlet. The probe installs on the top, right side of the fuel pump housing. The dual element alumel-chromel thermocouple gives input signals to the EEC to control the fuel temperature. A fuel pump filter differential pressure switch is on the top, right side of the fuel pump fuel filter housing. The switch will give input, signals, transmit, and display the fuel filter by-pass signal to the aircraft system.
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FUEL PUMP COMPONENTS
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FUEL PRESSURE TRANSMITTER

The fuel-pump interstage pressure transmitter is an electrical module installed near the fuel pump. The transmitter will adjust and align to give a direct display of fuel pressure, in pounds per square inch, in any desired range. There are two (2) adjustments on the fuel pump interstage pressure transmitter 1. A calibration bench adjustment to change the total range of display 2. A calibration of the transmitter to zero. The fuel pressure transmitter receives fuel pressure at the pump boost stage discharge area. The transmitter transmits and displays the fuel pump interstage pressure to the aircraft system. The installation of the assembly includes; 1. Transmitter union 2. Two (2) screws, washers. and nuts (aft flange) 3. Two (2) screws and washers (fwd flange) 4. Wire-harness support bracket (nut-plates) 5. Electrical connector. NOTE: Engine fuel is a fire hazard. Immediately remove any spilled fuel. Make sure that equipment to extinguish a fire is available in the area.
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FUEL PRESSURE TRANSMITTER
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ENGINE AIRFLOW
The engine supplies all the air necessary for the operation of its air related systems and those of the aircraft. The correct airflow through these systems makes sure that the engine always operates at a satisfactory performance level. The types of engine airflow are the primary flow, secondary (Bypass) flow, and the parasitic flow. Primary Flow Primary air is the air that the engine uses for operation and forward thrust. External air comes into the engine inlet where the compressors move it rearwards and prepare it for combustion. The turbine wheels remove a large quantity of energy from the air to turn the compressors. The remaining energy flows out the engine exhaust and supplies approximately 20% of the total engine thrust. Related aircraft and engine systems also use primary air from the eighth, ninth, twelfth and fifteen stages of the engine compressor. Secondary Airflow Secondary (Bypass) air is fan discharge air that flows around the core engine. This airflow supplies approximately 80% of the total engine forward thrust and 100% of reverse thrust. It also supplies the cool air that is necessary for some systems. Parasitic Airflow Parasitic air is not used for engine thrust. It comes from primary and secondary air flows and supplies the air necessary for: 1. 2. 3. 4. 5. Bearing Seal Pressurization Internal and External Engine Cooling Turbine Clearance Control Anti-Ice Aircraft Pneumatic Systems.
Some of the parasitic air mixes back into the engine airflow but only after the systems remove most of the energy. Although parasitic air decreases maximum engine performance, it is necessary for the satisfactory operation of engine and aircraft pneumatic systems.
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ENGINE AIRFLOW
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CORE COMPARTMENT COOLING

The Core Compartment Cooling System uses fan discharge air to remove heat from the nacelle compartments and engine components. Control valves and air manifolds supply cool fan air to specified components and locations. The air then bleeds overboard, from the compartments, through the thrust reverser cowl doors. Pressure relief doors, in the cowl doors, prevent too much pressure. The Electronic Engine Control automatically controls the airflow for core compartment cooling.
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CORE COMPARTMENT COOLING
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COOLING AIR LINES (RIGHT SIDE)

The cooling air lines are on the right side of the engine to point cool air to the engine components and areas of the engine that get hot. The cool air goes into the main manifold, located on the right side of the high-pressure compressor case. From the main manifold, the air goes through other lines to make the system components cool. The air makes these components cool: 1. 2. 3. 4. 5. 6. 7. The hydraulic filter pack The starter control valve. The Permanent Magnet Alternator (PMA) The starter The ignition exciters The igniter leads The secondary flow control valve position switch.
The air that goes to the engine components flows around the engine compartment until the compartment releases the air overboard.
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COOLING AIR LINES (RIGHT SIDE)
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THRUST REVERSER COWL (RIGHT SIDE)

The nacelle compartment cooling air manifold uses fan discharge air to remove heat from the nacelle compartment. The air then vents overboard through the thrust reverser lower section. A cooling air shutoff valve is installed between the manifold duct and the fan discharge duct. The nacelle compartment cooling air manifold duct is installed on the upper section of the thrust reverser cowl inner structure. The Electronic Engine Control (EEC) opens and closes the cooling air valve. A pneumatic air pressure line (muscle pressure) connects to the valve to move the butterfly valve when the EEC sends a signal to the valve solenoid.
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THRUST REVERSER COWL (RIGHT SIDE)
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COOLING AIR LINES - LEFT SIDE

Cooling air lines transmit cool fan air to some of the components on the left side of the engine. The cooling air lines connect to the intermediate case on the left side of the engine. The cooling air lines keep these components cool: 1. The position switch for the secondary flow control valve 2. The cooling shroud for the oil quantity transmitter. Fan air from the intermediate case flows through this line continuously when the engine operates. The air keeps the switch and the oil quantity transmitter cool.
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COOLING AIR LINES - LEFT SIDE
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THRUST REVERSER COWL (LEFT SIDE)

The nacelle compartment cooling air manifold uses fan discharge air to remove heat from the nacelle compartment. The air then vents overboard through the thrust reverser lower section. A cooling air shutoff valve is installed between the manifold duct and the fan discharge duct. The nacelle compartment cooling air manifold duct is installed on the upper section of the thrust reverser cowl inner structure. The Electronic Engine Control (EEC) opens and closes the cooling air valve. A pneumatic air pressure line (muscle pressure) connects to the valve to move the butterfly valve when the EEC sends a signal to the valve solenoid.
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THRUST REVERSER COWL (LEFT SIDE)
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TURBINE COOLING AIR SYSTEM DIAGRAM

This illustration shows turbine cooling air system operation. To increase engine efficiency at cruise altitudes the electronic engine control causes the turbine vane and the turbine vane and blade cooling air valves to close. This reduces the flow of 12th stage cooling air to the second stage High Pressure Turbine (HPT) vanes and blades. The electronic engine control controls the operation of the turbine vane cooling air and turbine vane and blade cooling air solenoid valves. The electronic engine control energizes all three of the solenoid valves for these conditions: 1. The altitude is >15,000 ft (4,572 meters) 2. The N2 actual speed is >7,000 RPM and <9,200 RPM. Channel A operates the solenoids for the turbine vane and blade cooling air valves and channel B operates the solenoid for the turbine vane cooling air valve. When the solenoid valves energize, filtered PS3 muscle pressure air (approximately 150 psi (1034 kPa)) closes the turbine vane and turbine vane and blade cooling air valves.
The Turbine Vane Cooling Air (TVCA) and the Turbine Vane and Blade Cooling Air (TVBCA) valves each have a spring to hold them in the open position. When the valves are open, 12th stage air flows through the valves and ducts to cool the 2nd stage high pressure turbine components. Part of the 12th stage turbine vane cooling air goes through each of the valves and ducts and then into the hollow 2nd stage high pressure turbine vanes. Holes in the vanes let the cooling air go into the gas path. The turbine blade cooling air is the 12th stage air that comes from the two turbine vane and blade cooling air valves and mixes with 15th stage air from around the number 3 bearing compartment. This mixture cools the 1st and 2nd stage high pressure turbine rotors and then goes into the hollow 2nd stage turbine vanes. Holes in the blades let the cooling air go into the gas path.
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TURBINE COOLING AIR SYSTEM DIAGRAM
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TURBINE VANE AND BLADE COOLING AIR SYSTEM

This illustration shows the Turbine Vane and Blade Cooling Air (TVBCA) system installation. The system increases engine performance and helps extend the service life of the high pressure turbine components. A spring in the turbine vane and blade cooling air valves and the Turbine Vane Cooling Air (TVCA) valve holds each valve in their usual open position. The electronic engine control causes PS3 muscle air pressure to close these valves at high altitude (cruise).
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TURBINE CASE COOLING (TCC) SYSTEM

PURPOSE The Turbine Case Cooling (TCC) system uses fan discharge air to increase turbine performance at high altitude, low power engine operation. DESCRIPTION An actuator and two shutoff valves control the airflow to the outside surfaces of the High Pressure Turbine (HPT) and Low Pressure Turbine (LPT) cases. The high pressure turbine and low pressure turbine air manifolds are around the high pressure turbine case and the low pressure turbine case. The cooling inlet duct is on the right side of the low pressure turbine case. The high pressure turbine and low pressure turbine manifolds are hollow tubes with holes on the inside diameter. These holes are made to spray fan discharge air on the turbine cases. The manifolds are two assemblies; replaceable in segments. The high pressure turbine and low pressure turbine air shutoff valves are together on the turbine case, with the cooling inlet duct. The low pressure turbine air shutoff valve is a 3.75 inch diameter butterfly valve. This valve mechanically links in tandem with the high pressure turbine air shutoff valve. The high pressure turbine air shutoff valve is a 4.5 inch diameter butterfly valve. The air valve actuator controls the low pressure and high pressure turbine shutoff valves position through the air shutoff valve control cable. OPERATION The fan cool air causes the diameter of the cases to become smaller. This decreases the clearance between the turbine blade tips and the case air seals. The smaller clearances increase turbine performance, and cause the engine to use less fuel. The Electronic Engine Control (EEC) automatically controls system operation.
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TURBINE CASE COOLING (TCC) SYSTEM
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TURBINE CASE COOLING (TCC) DIAGRAM

Fan air, during climb and cruise operation, makes the High Pressure Turbine (HPT) and the Low Pressure Turbine (LPT) cases cool. The Electronic Engine Control (EEC) moves the valves with 28 VDC to the Torque Motor Driver. VALVE CLOSE The TCC air valves are spring loaded to the closed position; if the actuator has a malfunction, the turbine blade will not rub on the case. The malfunctions are: 1. An electrical failure to the actuator 2. Loss of fuel pressure to the actuator. The EEC will command the TCC air shutoff valves (HPT and LPT) to close during the start sequence and low power operation. The EEC gets input about these conditions from the N2 speed and the altitude. Cool air decreases during takeoff so the turbine blades will not rub as the HPT rotor grows due to thermal expansion. VALVE OPEN The EEC will send a signal to the TCC air valve actuator to open the TCC air shutoff valves. One of the two Torque Motor (T/M) coils will energize to let fuel pressure Two Linear Variable Differential Transducers (LVDTs) send a feedback signal of actuator position to each channel in the EEC. from the fuel metering unit operate the actuator. This operation causes the TCC air valve control cable to pull the TCC air shutoff valves (HPT and LPT) open. Because of the geometry of the shutoff valve linkages, the LPT valve will open first, followed by the HPT valve as cable movement continues.
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AUTOMATIC TURBINE ROTOR CLEARANCE CONTROL RIGGING

A cable adjustment is necessary when you replace the valves, the actuator, or the cable. Use almost the same procedures to adjust the Automatic Turbine Rotor Clearance Control (ATRCC) air valve control cable as the ATRCC air valve actuator. The ATRCC air valve actuator moves the ARTCC air shutoff valves through the air valve control cable. Install a bolt (8-32 x 1.5 inches long) in the threaded hole at the rear of the actuator. Then turn the bolt clockwise until the rigging hole in the piston shaft aligns with the rigging hole in the actuator housing. Install the rig pin (PWA 85465) in the actuator rigging hole and make sure that the rigging pin is fully engaged. Adjust the ATRCC air shutoff valves for the High Pressure Turbine (HPT) and Low Pressure Turbine (LPT) in the open position. Pin the linkages for the two shutoff valves and the ATRCC air valve actuator. With the rig pins in position on the air shutoff valves and the actuator, adjust the control cable rod end jam nut (adjuster) with the LPT valve lever arm. NOTE: During the rigging check, make sure there is no clearance between the HPT linkage idler arm and HPT valve lever arm. The ATRCC air valve control cable is a flexible, prelubricated, push-pull cable in a hard sheath. Install the cable with a load at the aft end. The cable is adjustable at the aft end for rigging. NOTE: After the adjustment is complete, be sure to remove the rig pins and the jackscrew before engine operation.
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AUTOMATIC TURBINE ROTOR CLEARANCE CONTROL RIGGING
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ENGINE COMPRESSOR CONTROL SYSTEM

The Compressor airflow control system controls Compressor performance through the range of engine operation. Sub-systems include: 1. The 2.5 Bleed System 2. The 2.9 Bleed System 3. The Variable Stator Vane System. 2.5 Bleed System A 2.5 bleed valve and actuator controls the quantity of air into the high pressure compressor. At Low Engine RPM, the low pressure compressor supplies more air than is necessary for operation. The 2.5 bleed valve bleeds this unwanted fourth stage air into the fan discharge secondary airflow. The valve closes when engine RPM is sufficient to let the full flow of fan air go into the N2 compressor. 2.9 Bleed System A solenoid control valve and two bleed valves control the high pressure compressor performance during engine start, decelerations, and shutdown. The valves bleed ninth stage air from the engine compressor. This gives smoother accelerations to idle during start, and prevents possible compressor surges or stalls during operation. Variable Stator Vane System (VSV) Variable Stator vanes, at the inlet, fifth, sixth, and seventh stages of compression, control the airflow through the high pressure compressor. The vanes change the direction of the airflow to the most satisfactory angle for compressor performance. This prevents stalls and unsatisfactory operation during accelerations and decelerations.
The Electronic Engine Control monitors and controls operation of the Engine Compressor Control Systems.
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ENGINE COMPRESSOR CONTROL SYSTEM
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COMPRESSOR (2.5) BLEED VALVE SYSTEM

The 2.5 bleed valve system makes the compressor more stable at start, during transient operation, and during reverse thrust operation. Components of the 2.5 bleed valve system are: 1. 2. 3. 4. 5. The Electronic Engine Control (EEC) The 2.5 bleed valve actuator The 2.5 bleed valve The fuel pump The fuel metering valve. The compressor bleed valve system modulates to let 4th stage air into the fan air stream. At engine start, the valve is fully open. At approximately 70 percent N2 speed, the valve starts to close and is in the fully closed position at 84 percent N2. During reverse thrust operation, the valve fully opens but the number 2 engine stays fully closed. When the EEC finds a compressor surge on any engine, it opens the valve. If electrical power to the two EEC channels stops, the valve fully opens.
A bellcrank connects the 2.5 bleed valve to the 2.5 bleed actuator. A dual coil torque motor in the actuator hydraulically moves the modulated bleed actuator. The torque motor controls pressure supplied by the fuel metering valve. The EEC controls the torque motor and the bleed valve position as a function of: 1. 2. 3. 4. 5. 6. The Throttle Resolver Angle (TRA) The low pressure compressor rotor speed (N1) The high pressure compressor rotor speed (N2) The compressor-inlet air temperature (Tt2) The mach number The altitude.
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COMPRESSOR (2.5) BLEED VALVE SYSTEM
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2.5 BLEED VALVE ACTUATOR ASSEMBLY

The actuator is at the 7:00 position on the rear of the fan exit case. The 2.5 bleed valve actuator assembly uses the fuel pressure from the Fuel Metering Unit (FMU) to move the inter-compressor bleed ring. The actuator assembly has a pilot valve, an actuator piston, a torque motor, and a dual rotary variable transducer. A fixed orifice, located in the actuator piston, causes fuel to flow through the actuator to make the actuator cool. The actuator assembly has three pods: a supply port, a return port, and an overboard drain port for the rod seal. A pilot valve sends supply and return pressure to the actuator piston to move the actuator rod to the correct position. A rotary variable transducer sends the rod position signal to the Electronic Engine Control (EEC). When power to the two channels of the EEC stops, the actuator moves the bleed ring to the fully open position.
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2.5 BLEED VALVE ACTUATOR ASSEMBLY
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2.5 BLEED VALVE ACTUATOR RIGGING
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VARIABLE STATOR VANE CONTROL

The variable stator vane actuator uses the bellcrank, the unison rings, and the adjuster links to set; 1. The inlet guide vanes 2. The 5th, 6th, and 7th stage variable vanes. The bellcrank, the unison rings, and the adjuster links attach to the High Pressure Compressor (HPC) front case on the right side (4:30 position). The variable stator vane actuator is a modulated hydraulically operated actuator. Fuel pressure supplies the force. The Electronic Engine Controller (EEC) supplies the control to the torque motor to control the servo pressure (Pf). Pf comes from the Fuel Metering Unit (FMU). During engine start, the FMU supplies fuel pressure to the variable stator vane actuator so it can put the variable stator vanes in the correct positions. A dual Linear Variable Differential Transducer (LVDT) tells the EEC the actuator position. The actuator has a piston with rod end threads and a rod end bearing that connects to the bellcrank. Adjustment procedures (rigging) use this piston. An overboard drain permits a maximum of 30 cc/hr or 100 drops per minute leakage. The variable stator vane actuator is a line replaceable unit. Do the necessary adjustment procedures with the variable stator vanes in the full open position when the actuator is in the fully extended position.
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VARIABLE STATOR VANE CONTROL
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VARIABLE STATOR VANE SYSTEM COMPONENTS
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VARIABLE STATOR VANES BELLCRANK & ADJUSTER LINKS
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2.9 START (STABILITY BLEED VALVES

The 2.9 start and stability bleed valves control the airflow from the station 2.9 (9th stage) bleed ports into the fan through an Engine Buildup Unit (EBU) bleed duct. The 2.9 stability bleed valve (left side) is on the High Pressure Compressor (HPC) rear case at the 10:00 position. The 2.9 start bleed valve (right side) is on the HPC rear case at the 1:00 position. Pneumatic air pressure and spring force operate valves in the two available positions, open and closed. Compressor Discharge (Ps3) air pressure pneumatically closes the valves. When air pressure is less than the spring force and is not sufficient to close the valves, the valves open. The start and stability bleed valve solenoid controls the Ps3 air pressure. The air pressure must be 10 PSI to control the spring force to close the valves. The temperature sensor for the 2.9 bleed valve sends an electrical signal to the Electronic Engine Control (EEC). The EEC uses the signal to find the 2.9 bleed valve position. The sensor is a single chromel/alumel thermocouple. When the valve opens or closes, the temperature in the valve housing changes. The EEC receives data about the temperature changes and finds the valve position.
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2.9 START (STABILITY BLEED VALVES
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2.9 BLEED SYSTEM

The 2.9 bleed system makes the compressor more stable at start and during transient operation. The Electronic Engine Control (EEC) controls the High Pressure Compressor (HPC) 9th stage (2.9) bleed valve (left side) as a function of the corrected N2 speed, the altitude, and the time. The EEC controls the HPC 2.9 bleed valve (right side) as a function of the corrected N2 speed. The EEC receives data about a change in temperature in the airflow of each bleed valve. The left bleed valve temperature goes to EEC channel A. The right bleed valve temperature goes to EEC channel B. If the bleed valve is not in the correct position, an ENG x FADEC MAINT message shows on the Engine and Alert Display (EAD). At engine start, the valves are open. Each valve closes at 2 percent less than the N2 idle speed. When the engine speed decreases to less than 81 percent N2 speed, if the altitude is between 16,000 and 20,000 feet, the left valve opens. The left valve stays open until the engine increases or for 180 seconds. The left valve also opens when the EEC finds a surge in the HPC.
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2.9 BLEED SYSTEM
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THRUST REVERSER SYSTEM

The thrust reverser system has position indication references for the operator on the Engine and Alert Display (EAD). The EAD has two display messages that show on the EAD in the center of the Engine Pressure Ratio (EPR) indicator. The two messages are U/L in amber (Reverser Unlocked), and REV in green (Reverse Thrust). U/L shows when the reverser is not in the fully stowed and locked position, or when the reverser is in translation. REV shows when the reverser is in the fully deployed position. These indications show on the flight deck EAD. Some conditions have an effect on the thrust reverser indications. 1. When one half of the reverser moves from the fully stowed position, by command or by system failure, the stow position micro-switches close. One of the four micro-switches completes a circuit to the Display Electronic Unit (DEU), and U/L shows in the flight deck. 2. When the thrust reversers are in the fully deployed position, the left and right deploy position micro switches close. U/L goes out of view on the EAD, and REV comes into view. 3. When one reverser half starts to move from the fully deployed position, the deploy position microswitch for that side opens. REV goes out of view on the EAD, and U/L comes into view. 4. When the two halves of the reverser are in the fully stowed position, the stow position micro-switches open. U/L goes out of view on the EAD. 5. The Hydraulic Control Unit (HCU) has a pressure switch that gets input from the hydraulic pressure of the thrust reverser. When the switch closes (because of pressure), U/L comes into view on the EAD. The pressure switch finds a failed valve or an isolation valve that has a leak. UIL does not show when the two halves of the reverser are in the fully deployed position.
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THRUST REVERSER SYSTEM
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THRUST REVERSER ACTUATION SYSTEM

Hydraulic Control Unit The Hydraulic Control Unit controls the flow of hydraulic fluid to open (deploy) and close (stow) the thrust reverser. A manual ground lock-out lever is available on the unit to prevent the flow of hydraulic fluid to the reverser components. This prevents accidental reverser operation during ground maintenance. The thrust reverser lever sends the necessary electrical signals to the control unit for operation. Actuators Six hydraulic linear-actuators, three on each reverser half, open and close the thrust reverser. Two Linear Variable Differential Transducers (LVDT) send reverser position signals to the Electronic Engine Control (EEC). The EEC uses these signals to schedule reverse thrust power. The actuators also have deploy and stow switches. These switches cause the indications that show reverser position to come into view in the flight compartment. Flexible Cables Flexible cables connect the actuators together on each reverser half. The cables make sure that synchronized operation occurs between the actuators. Release levers and hand wind units are also available to let you manually operate the reverser halves during maintenance.
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THRUST REVERSER HYDRAULIC CONTROL UNIT

The Hydraulic Control Unit (HCU) controls the flow of hydraulic fluid to move the thrust reverser to the deploy (open) or the stow (close) position. The HCU is in the engine pylon for engines 1 and 3 and on the aircraft aft bulkhead number 4 banjo on the lower left side. The components of the HCU are: 1. A pressure switch to get system pressurization data downstream of the isolation valve 2. A direction control valve to send hydraulic fluid to the actuator during the deploy and stow modes of the thrust reverser operation 3. An isolation valve that mechanically locks in the closed position during maintenance 4. Three single coil solenoid valves to control operation of the isolation and direction control valves. The three positions of the HCU are: 1. The stow position 2. The deploy position 3. The manual-inhibiting level position.
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THRUST REVERSER HYDRAULIC CONTROL UNIT
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THRUST REVERSER SLEEVE UPPER ACTUATOR

There are two upper actuators on each engine. These actuators are non-locking type actuators. The actuators move the thrust reverser cowls (sleeves) and send data to the Electronic Engine Control (EEC). One upper actuator attaches to the reverser sleeve on the right side of each engine. The other upper actuator attaches to the reverser sleeve on the left side. The actuators attach to the engine, at the gimbal assembly, with pins. The actuators attach to the reverser sleeve, at the adjustable rod end, with a bolt. Hydraulic supply lines attach to the deploy and stow adapters on the head end of each actuator. Each upper actuator has a deploy switch that causes REV (reverse) to show on the Engine and Alert Display (EAD). The adjustment of the deploy switch must be correct for this operation. The deploy switch is a line replaceable unit. A Linear Variable Differential Transducer (LVDT) on each upper actuator sends extension data to the EEC. The EEC uses this data to know when to release the interlocks on engines 1 and 3 and when reverse thrust is safe. You must adjust the adjustable rod end when you install the actuator. You must also adjust the deploy switch when you install it. The thrust reverser replaceable unit. upper actuator is a line
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THRUST REVERSER SLEEVE UPPER ACTUATOR
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THRUST REVERSER SCHEMATIC ENGINES (1 AND 3)

The thrust reverser system controls the thrust reverser cowling to slow the aircraft during the landing phase. The thrust reverser system has these components: 1. The left deploy switch 2. The left stow switch 3. The right deploy switch 4. The right stow switch 5. The Hydraulic Control Unit (HCU) 6. The Electronic Engine Control (EEC) 7. The Flight Control Computers (FCC) 1 and 2 8. The right ground sense relay 9. The throttle switches 10. The reversing control relay 11. The Thrust Reverser (T/R) auto restow relay 12. The Display Electronic Units (DEU) 1, 2, and AUX 13. The thrust reverser interlock solenoid relay 14. The reverser override switch. The modes of operation for the thrust reverser system are: 1. Deploy 2. Stow 3. Autostow. DEPLOY To put the thrust reversers in the deploy mode, the are throttle levers at the forward idle stop. The pilot must then move the
thrust levers to the throttle interlock position. The throttle interlock is a physical stop that prevents more lever movement until the reverser is safely in the deployed position. The aircraft hydraulic power starts the thrust reverser system. The deploy/stow switches in the pedestal and the deploy and stow microswitches on the actuator supply necessary signals for the hydraulic control unit. The hydraulic control unit supplies pressure to send hydraulic pressure to the reversers in the deploy or stow positions. The hydraulic control unit contains: 1. The Stow and Deploy Solenoid Valves (SSV and DSV) 2. An Isolation Valve (IV) 3. The Directional Control Valve (DCV) 4. The Isolation Solenoid Valve (ISV) 5. A pressure sensor switch. To put the thrust reverser in the deploy position, the ground sense relay must show that the aircraft is on the ground. At this time, the switches in the pedestal must close. When these conditions occur, the thrust reverser cowling will translate. The two switches that operate at this time are:
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THRUST REVERSER SCHEMATIC ENGINES (1 AND 3) continued

1. 2. The isolation switch which controls the isolation solenoid valve and the stow solenoid valve in the hydraulic control unit The deploy direction switch which controls the deploy solenoid valve in the hydraulic control unit. STOW The movement of the reverser thrust lever back to the forward idle stop puts the reverser in the stowed position and puts the two pedestal switches back to their initial positions. The isolation solenoid valve stays energized until the two stow position microswitches on the center actuator close. The deploy solenoid valve de-energizes and the stow solenoid valve energizes. The directional control valve moves to the stow position and the high pressure hydraulic fluid stops. These conditions cause the reverser to go to the stow position. When the reversers move away from the fully deployed position, the deploy position micro-switches open. The reverser goes to the fully stowed position and the spring-loaded lock assembly resets itself to the locked position. The reset condition of the lock opens the stow position micro-switches. AUTOSTOW Autostow can pressurize the actuator to the stow position when there is an incorrect deploy signal. One of the switches on the pedestal controls the isolation solenoid valve. This switch goes through the stow position micro-switches of the center actuator. The isolation solenoid valve energizes when the reverse thrust lever movement closes the pedestal switch.
The isolation switch and the deploy direction switch change position by the movement of the thrust reverser lever. When the switches change position, the isolation solenoid valve and deploy solenoid valve energize and the stow solenoid valve de-energizes. The high pressure hydraulic fluid moves the directional control valve to the deploy position when the isolation solenoid valve energizes. When the reversers are in the deploy position, the high pressure fluid goes to the head end (deploy) and the rod end (stow) of the actuator. The head end of the actuator is larger than the rod end to move the thrust reverser in the deploy direction. The hydraulic pressure in the actuators make the locks release. An amber U/L indication shows when the reverser is away from the fully stowed and locked position or when the reverser is in translation. The green REV shows when the reverser is in the fully deployed position. These indications show on the Engine and Alert Display (EAD).
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THRUST REVERSER SCHEMATIC ENGINES (1 AND 3) continued

The stow position micro-switch of one of the center actuators closes the pedestal switch because of an incorrect reverser deploy position. Then the isolation solenoid valve energizes which lets the hydraulic fluid flow to the hydraulic control unit. The deploy solenoid valve does not energize and stays in the stow position. REVERSER OVERRIDE SWITCH The thrust reverser override switches for the numbers 1 and 3 engines are on the flight compartment maintenance panel. When you push either one of the switches, an amber override light comes on. The thrust reverser override switches supply a ground signal to their respective override lights and their corresponding thrust reverser interlock solenoids. The thrust reverser interlock solenoids are in the throttle module (pedestal). These interlock solenoids energize and release a reverser idle blocker. You can check the throttle resolver angle or movement in the reverse lever range for defects.
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THRUST REVERSER SCHEMATIC (ENGINE NUMBER 2)

The Isolation Switch and the Deploy Direction Switch change position by the movement of the thrust reverser lever. When the switches change position, the ISV and DSV energize and the SSV de-energizes. The high pressure hydraulic fluid moves the DCV to the deploy position when the ISV energizes. When the reversers go to the deploy position, the high pressure hydraulic fluid goes to the head end (deploy) and the rod end (stow) of the actuator. The head end of the actuator Is larger than the rod end to move the thrust reverser in the deploy direction. The hydraulic pressure within the locking actuators make the locks release. The indications sent to the DEU are U/L and REV. The amber U/L shows when the reverser is away from the fully stowed and locked position or when the reverser is in translation. The green REV shows when the reverser is in the fully deployed position. These indications show on the Engine and Alert Display (EAD). two stow position micro-switches on the center actuator close. The DSV de-energizes and the SSV energizes. The DSV moves to the stow position and the high pressure hydraulic fluid stops. These conditions cause the reverser to go to the stow position. When the reversers move away from the fully deployed position, the deploy position micro-switches open. The reverser goes to the fully stowed position and the spring-loaded lock assembly resets itself to the locked position. The reset condition of the lock opens the stow position micro-switches.
AUTOSTOW Autostow can pressurize the actuator to the stow position when there is an incorrect deploy signal. One of the switches on the pedestal controls the ISV. This switch goes through the stow position microswitches of the center actuator. The ISV energizes when the pedestal switch closes by the reverse thrust lever movement. The stow position micro-switch of each center actuator closes the pedestal switch because of an incorrect reverser deploy position. Then the ISV energizes which lets the hydraulic fluids flow to the HCU. The DSV does not energize and stays in the stow position.
STOW The movement of the reverser thrust lever back to the forward idle stop puts the reverser in the stowed position. This movement puts the two pedestal switches back to their initial positions. The ISV stays energized until the
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THRUST REVERSER SCHEMATIC (ENGINE NUMBER 2)
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THRUST REVERSER OVERRIDE (WING ENGINES)

The illustration shows the thrust reverser override switches in the flight deck of an MD-11 aircraft. PURPOSE Thrust reverser override switches let you do maintenance checks of the throttle resolvers during their range of reverse thrust movement. Operation of the engine or reverser is not necessary to do this procedure. LOCATION The thrust reverser override switches for the number 1 and number 3 engines are on the flight compartment maintenance panel. OPERATION When pushed, an amber light comes on and the thrust reverser override switch sends 28 Volts of Direct Current (DC) to the number 1 and number 3 Interlock solenoid in the throttle module. This releases the interlock and permits unrestricted movement of the thrust reverser throttle in the reverse range. You can check the reverse throttle resolver angle during the full reverse lever movement.
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THRUST REVERSER OVERRIDE (WING ENGINES)
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ENGINE START SYSTEM

The start system uses pneumatic pressure to supply the mechanical energy necessary to turn the core engine compressor (N2) to a speed at which the engine can operate satisfactorily. Start switches Starter Control Valve The engine start switches are on the pedestal in the flight compartment. They send aircraft battery power to their related starter control valves. They also supply the initial electrical power to the engine control units during start. An amber light in each switch comes on when its starter control valve opens. This shows satisfactory operation of the valve. After you pull the switch during engine start, an electrical circuit in the MSC holds it in the start position. The switches also cause the start indications to come into view on the Engine and Alert display. Miscellaneous Systems Controller (MSC) Starter The MSC controls the start sequence through digital logic. It automatically releases the start switch to "OFF" when N2 speed (RPM) increases more than a specified value. This closes the starter control valve and stops the operation of the starter. If the MSC does not operate, you can manually hold the start switch in the "start" position until engine start occurs. An air turbine starter attaches to each engine accessory gearbox. The starter supplies the mechanical power necessary to turn the engine compressor during start. An output clutch assembly disengages the starter from the engine at a specified speed. This prevents starter damage when the engine speed increases more than the starter speed. The starter contains an oil supply for the lubrication of its internal gears and bearings. A butterfly type control valve on each engine controls the airflow to the engine starter. Electrical power controls the operation of the valve, while pneumatic pressure opens and closes it. An electrical switch, on the valve, supplies the signal for operation of the amber light in its related start switch. If the valve does not operate satisfactorily during ground start, it is possible to manually open or close it. A mechanical pointer is also available that gives you a visual indication of the position of the valve. After the engines start, the MSC removes the electrical power from the start switches. This prevents starter operation if you accidentally pulled the start switch during engine operation.
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ENGINE START SYSTEM
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STARTER DUCT ASSEMBLY

The Starter Duct Assembly connects to the aircraft pneumatic manifold. The air flows through the pneumatic manifold to the starter control valve. There are three (3) ducts in the starter duct assembly. They are the upper, center and lower duct. The maximum duct air pressure during normal engine operation is 51 pounds per square inch gauge (PSIG).
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STARTER DUCT ASSEMBLY
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STARTER SYSTEM COMPONENTS (ENGINE I AND 3)

PURPOSE This drawing shows the start system components installation on the PW4460 engine. DESCRIPTION The starter system components include: 1. 2. 3. 4. The starter The starter shutoff valve The starter pressure switch A manual override.
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STARTER SYSTEM COMPONENTS (ENGINE I AND 3)
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STARTER CONTROL VALVE

PURPOSE The starter control valve controls the flow of air to the engine starter. The valve has electrical control and pneumatic operation. DESCRIPTION The valve body contains a butterfly plate and a filter element. The butterfly plate attaches to a shaft that extends through the valve body and connects to the torsion-spring assembly. The butterfly plate is springloaded to the closed position. The starter valve filter cleans the air before it enters the actuator. The actuator contains two diaphragms and a solenoid valve. The actuator uses air pressure to force the valve open against the torsion-spring (tension). The butterfly shaft connects to the actuator with control linkage and a control arm. A manual override drive assembly also rotates with the butterfly shaft. OPERATION The valve opens when the solenoid energizes. Air pressure goes through an orifice and to the solenoid. The ball check valve moves down and supplies air pressure to the top of the diaphragm. Air pressure pushes on the diaphragm against the force of the torsion spring, which causes the mechanical linkage to rotate the butterfly plate to the open position. The valve closes when the solenoid de-energizes and vents the air pressure out through the solenoid body. The torsion-spring closes the butterfly plate.
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STARTER CONTROL VALVE
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STARTER VALVE REMOTE OVERRIDE (ENGINE NUMBER 2)

The number 2 engine starter valve has an override system to open the valve when it fails to open in the usual method. The remote override is made up of a handle, a flexible cable, and a special mount assembly that is installed on the starter valve. The handle to operate the remote override is installed on the fire-shield bulkhead. The handle has three (3) positions. The three (3) are the open, closed, and stowed positions. When not in use, the handle is put in the stowed position. A lock pin is installed in the handle to hold the remote override in the stowed position. The cable length must be a minimum of 3.5 inches (at the cable guide end), when the cable is in the open position. * THE MAINTENANCE MANUAL PROCEDURES MUST BE FOLLOWED TO MAKE SURE THAT THE RIG IS CORRECT.
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STARTER VALVE REMOTE OVERRIDE (ENGINE NUMBER 2)
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ENGINE STARTER COOLING TUBE

The engine starter cooling tube sends cool air from the main cooling air manifold to the starter. The engine starter cooling tube attaches to a bracket assembly on the gearbox around the starter from the 1:00 to 11:00 position. Small holes in the starter cooling tube point the air to the center of the starter. The cool air then goes overboard from the engine compartment.
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ENGINE STARTER COOLING TUBE
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ENGINE IGNITION SYSTEM

The engine ignition system supplies the electrical spark necessary to start ignition of the fuel/air mixture in the combustion assembly. Each engine uses two high energy ignition systems (Systems A and B). The systems can operate independently or together. One system is sufficient to start the engine. Operation of the two systems together makes sure that ignition is possible during all flight conditions. IGNITION SWITCHES The ignition control switches are on the Full Authority Digital Electronic Control (FADEC) panel. Two ignition switches let you use system A or B. You can also use the two systems at the same time. The switches supply electrical power through the engine fuel switches and the Miscellaneous Systems Controller (MSC) to the engine for ignition. The MSC also supplies electrical power to each engine start switch. A blue MANUAL indication on each switch shows that manual operation is necessary to stop ignition. This indication shows if a failure of the auto-ignition system in the MSC occurs. An ignition OFF light shows that the switches are not set for ignition. An ignition OVERRIDE switch is available to supply ignition if the MSC does not operate. The ignition OVERRIDE switch supplies electrical power directly to Systems A and B on all engines. The ignition OVERRIDE switch also supplies power to the switches for air starts. MISCELLANEOUS SYSTEMS CONTROLLER (MSC) The MSC controls engine ignition through digital logic. The MSC automatically starts and stops ignition when ignition switch position and N2 speed inputs are correct. An auto-ignition circuit in the MSC supplies automatic ignition during: 1. 2. 3. 4. 5. Take-off Climb-out Approach Landing Icing conditions (only with Engine Anti-ice ON).
If an auto-ignition failure occurs with System A or B energized, power continuously goes to that system. IGNITION EXCITERS AND SPARK IGNITERS Two capacitor discharge-type ignition exciters on each engine change aircraft electrical power to a high voltage for spark igniter operation. The spark igniters supply the spark necessary to start combustion.
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IGNITION EXCITERS
The ignition exciters change the aircraft electrical power to the voltage necessary to make a high energy spark at the igniter plug. There are two ignition exciters on each engine. The ignition exciters attach to a bracket on the right side of the main engine gearbox. Each exciter attaches on a shock mount. The upper exciter sends electricity to the 4:00 position igniter plug. The lower exciter sends electricity to the 5:00 position igniter plug. The usual input voltage to the ignition exciters is 115 Volts AC at 400 cycles. The maximum input current is 2.0 amperes. The stored energy of the exciters is 4 joules. The exciters generate a spark rate of 1 to 2 sparks each second. Two sparks each second is the maximum rate. The capacitor discharge-type ignition exciters have a continuous duty cycle. Fan air keeps the exciters cool. Each exciter has a hermetically sealed, stainless steel inner case. The outer case has a cooling jacket. The ignition exciters are line replaceable units.
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IGNITION EXCITERS
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The engine ignition system supplies high energy sparks to ignite the fuel/air mixture. The main components of the ignition system are: 1. The ignition exciters (2) 2. The igniter plugs (2) 3. The exciter to igniter plug cables 4. The ignition switches 5. The Miscellaneous Systems Controller (MSC) There are two different ignition systems for each engine on the MD-11. The systems are system A and system B. You can set system A or system B at the Full Authority Digital Electronic Control (FADEC) panel on the forward overhead panel in the flight compartment. The selection of an Ignition system is the first step to prepare for engine operation. The ignition select switches supply electrical power through the engine fuel switches and the MSC to the engine start and ignition circuits. Without a set source of ignition, the start system will not operate. The starter will not motor the engine. A blue MANUAL indication on each switch shows that manual operation is necessary when problems occur with the MSC. An ignition OFF light shows that the switches are not set for ignition. There is an ignition override (OVRD) select switch that supplies ignition and does not use the main control circuit of the MSC. This switch supplies electrical power directly to system A and system B on all engines continuously. This function is for emergency conditions (during flight in heavy turbulence, or precipitation, or if failures occur in the two ignition systems). The override switch also supplies power to the start switches to let you use the starter.
The MSC controls the engine ignition through digital logic. The MSC starts and automatically stops ignition when the ignition switch position and the N2 engine speed inputs are correct. An auto-ignition type circuit in the MSC supplies automatic ignition during takeoff, landing, climb, approach, and when the pilot sets engine anti-ice. With any engine antiice switch in the ON position, ignition will occur for 60 seconds on all three engines.
The two capacitor discharge-type ignition exciters on each engine change aircraft electrical power to a high voltage for igniter operation. The igniters supply the spark necessary to start combustion.
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IGNITER PLUG CABLE

The two igniter energy from the The igniter plug engine between plugs. plug cables transfer the electrical ignition exciters to the igniter plugs. cables are on the right side of the the ignition exciters and the igniter
The Igniter plug cables are a coaxial-type cable. Fan air keeps the cables cool. There are cool air discharge holes near the ignition exciter connectors. Cool air shields are on all sides of the igniter plug connectors to turn the air on the end of the igniters. The igniter plug cables have ceramic insulated terminals with rubber bushings and washers. The igniter plug cable is a line replaceable unit.
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IGNITER PLUG CABLE
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IGNITER PLUG INSTALLATION

Install the igniter plug with a key washer into the igniter boss. There are two igniter plugs on each engine. The Igniter plugs supply the spark necessary for engine ignition. The igniter plugs attach to the diffuser case at the 4:00 and 5:00 positions. The igniter plug and its key washer attach to the igniter boss. The igniter boss and spacers then attach to the diffuser case. Use the spacers to get the correct clearance for the best igniter plug operation. When you remove the igniter boss from the diffuser case, you must measure to find the necessary clearance. Usually when you remove or replace the igniter plugs, it will not be necessary to measure the clearance. You must remove the cool air heat shield that attaches to the igniter cable to get access to the igniter plug.
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IGNITER PLUG INSTALLATION
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ENGINE 1 IGNITION SCHEMATIC

The source of power for engine 1 ignition control is the Battery Bus. The bus supplies 28VDC through 5 ampere circuit breakers to the Miscellaneous Systems Controller (MSC) and the Engine Ignition Override On (ENG IGN OVRD ON) Switch. The sources of power for ignition exciters (A and B) are the Left and Right Emergency (EMER) Buses. The buses supply 115VAC through 5 ampere circuit breakers to the MSC. The MSC sends voltages and control signals to the system components during: 1. Engine start 2. Flight or ground conditions as necessary for safe operation. Engines 2 and 3 ignition control is the same as engine 1. These system controls are used to operate all three engines: 1. The ENG IGN OVRD ON switch 2. The two (2) ENG IGN OVRD relays 3. The ENG IGN A and B switches. Each engine has individual controls for: 1. START 2. Ignition Alternate (ALTN) 3. FUEL ON/OFF.
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ENGINE 1 IGNITION SCHEMATIC
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IGNITION SELECTION LOGIC DIAGRAM

The miscellaneous systems controller controls the ignition for the engines. The usual condition for the ignition system is auto ignition. Auto ignition comes on when: 1. The engine anti-ice system is on for an engine or 2. An engine is on and the throttle is at more than 59 degrees on the ground or 3. The aircraft is in the air and the slats are out or the gear is down and locked or 4. The Throttle Resolver Angle (TRA) is not valid or 5. The program pin is not valid or 6. The sensor data for the gear, the slats, or the anti ice system is not valid. These conditions will reset (ignition A or B) when: 1. The low pressure compressor speed (N2) signals for all the engines are valid and 2. The low pressure compressor speed (N2) is more than 50 percent for General Electric and more than 54 percent for Pratt & Whitney engines and 3. The aircraft is on the ground and 4. The program configuration pin is valid and 5. All of the engine fuel switches are off.
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IGNITION SELECTION LOGIC DIAGRAM
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IGNITION TRANSFER
Ignition transfer is available between ignition systems "A" and "B" on each of the wing engines. Two Ignition transfer switches are on the flight compartment maintenance panel. These switches let you energize ignition system "B" with emergency electrical power usually used for system "A". This decreases maintenance time for scheduled flights if ignition system "A" does not operate.
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IGNITION TRANSFER
FLIGHT COMPARTMENT MAINTENANCE PANEL

IGNITION EXCITER BOX A
IGNITER PLUG A
LE
SYS. A
LEFT EMERGENCY BUS
MSC
IGN XFER SW. (1 & 3 ENGS)
IGNITION EXCITER BOX B

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IGNITER PLUG B
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ENGINE INDICATION
This illustration shows the normal and unusual engine indications on the engine and alert display. The engine and alert display usually shows on display unit number 3. You can see the engine and alert display until five of the six display units fail (primary flight display has the highest priority). The engine and alert display shows primary engine parameters to include EPR, N1, EGT, N2, and FF (fuel flow) for the Pratt and Whitney engines. The engine parameters show as a radial-round dial gauge. The Flight Management System (FMS) rating (thrust limit) and the Total Air Temperature (TAT) show at the top of the display. The essential items checklist, the alerts, and the alert reminders can show in the lower sections of the display. The Engine Pressure Ratio (EPR) gauge display on the engine and alert display shows the engine thrust output for the flight crew and input to to the aircraft systems. The primary thrust Indicator in the flight compartment is the engine pressure ratio for the Pratt and Whitney engines. The engine pressure ratio is the ratio of the engine inlet-pressure (P2) and the low pressure turbine exhaust pressure (P4.95). The electronic engine control (not shown) calculates the engine pressure ratio and sends output signals to the Display Electronics Units (DEU's) for display. The N1 gauge display shows the speed of the engine low pressure shaft in percentage. The usual engine speed is from 0 to 111.4%. The dial has a redline at the end of the dial arc to show the maximum N1 speed. The display also has a digital speed read out in the lower center part of the display. If the N1 speed exceeds the redline limit (111.4%), the display turns red. A red box shows around the digital numbers in the dial. When the N1 goes below the redline limit: 1. The display turns to white 2. An amber number shows at the upper right side of the display, just below the top end of the dial arc. The amber number shows the highest amount of N1 speed past the redline limit. NOTE: When this number shows on the actual display it does not have a box around it. The flight management system rating (thrust limit) shows as a magenta V, set along the outside of the N1 scale. The throttle position shows as a white T moving along the same scale. When the throttles move to the thrust limit, the T fits inside the V. The thrust reverser status shows inside the EPR gauge. A green REV shows a reverser fully deployed in reverse thrust. An amber U/L shows for the reverser unlocked (in transit).
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ENGINE INDICATION
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ENGINE INDICATION (continued)

The Exhaust Gas Temperature (EGT) gauge display shows the temperature of the low pressure turbine exhaust (T4.95). The usual exhaust gas temperature is from ambient to approximately 650o C. The dial arc has a start limit redline (535o C), an amber limit line (6250 C), and a maximum limit redline. The display also has a digital temperature readout in the center part of the display. If the exhaust gas temperature exceeds the amber limit for more than 5 minutes, the digital display turns amber. An amber box (not shown) shows around the digital numbers at the center of the dial. When the exhaust gas temperature goes below the amber limit: 1. The gauge display turns to white 2. An amber number shows at the upper right side of the display, just below the top end of the arc. The amber number shows the highest amount of exhaust gas temperature past the amber limit. During engine start, the start limit redline shows on the EGT dial when the ignition switch (not shown) is on. The start limit redline shows during an in-flight engine start when the ignition override switch (not shown) is on. The start redline goes away when the engine gets to minimum idle. If the exhaust gas temperature exceeds the maximum redline (535oC), record the value in the aircraft log book. A cyan lightning stroke shows in the center of the gauge display when the engine ignition logic in the miscellaneous systems controller is on. The N2 gauge display shows the speed of the engine high pressure shaft in percentage. This display is almost the same as the N1 display but has these differences: 1. The N2 redline is 105.6% 2. When you pull out on the engine start switch, a cyan line shows on the dial arc. This shows the minimum N2 speed to turn on the engine fuel. The line goes away when the engine gets to minimum idle, or after you turn the engine fuel switch off. NOTE: The Display Electronic Units continuously monitor N1, N2, and EGT values for each engine to detect and record out of limits operations. You can see the engine exceedance values on the display electronic units' fault review pages (not shown).
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ENGINE INDICATION
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EPR INDICATION
1. EPR indication is computed in the EEC. Pt 4.95 divided by Pt 2 = EPR 2. Limits (approximate): Idle = 1.01 Max thrust = 1.42 3. Display: T (white) = commanded position V (magenta) = EMS rating Dial (white) = actual Digital (white) = actual U/L (amber) = T/R unlocked REV (green) = T/R deployed
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EPR INDICATION
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N1 INDICATION
The N1 indication gives the engine operator a visual display of engine N1 compressor speed. The N1 engine speed shows on the Engine and Alert Display (EAD) while the engine operates and the N1 compressor turns. The N1 indication does not show when electrical power stops, as during engine shutdown with N2 compressor speed less than 7 percent. The N1 Indication signal goes from the Engine Electronic Control (EEC) N1 speed transducer on the engine to the two channels of the EEC. From the EEC, the signal goes to the Display Electronic Unit (DEU) and shows on the EAD. The EEC N1 speed transducer is a line replaceable unit.
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N1 INDICATION
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EGT INDICATION
1. EGT is computed in the EEC. 2. EGT limits: Start (red) = 5350C Caution (amber) = 625oC. Digital amber number at top of gage dial. Red line = 650oC 3. Display: Gage dial (white) = actual Digital (white) = actual Start red line = Comes on when fuel is on Amber line = Amber number at top end of gage dial; goes away when EGT decreases. Red line= Digital number is red with a red box at bottom of gage dial. Dial and pointer are red. The same number remains displayed in amber at the top of the gage dial after the EGT decreases. The gage turns white. Ignition on (cyan lightning bolt)
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EGT INDICATION
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N2 INDICATION
The N2 indication gives the engine operator a visual display of engine N2 compressor speed. The N2 engine speed shows on the Engine and Alert Display (EAD) while the engine operates and the N2 compressor turns. The N2 indication does not show when electrical power stops, as during engine shutdown with N2 compressor speed less than Engine Electronic Control (EEC) alternator speed. The N2 indication signal goes from the EEC alternator on the engine to the two channels of the EEC. A different N2 speed signal goes to the Display Electronic Unit (DEU) and shows on the EAD. The EEC N2 alternator is a line replaceable unit.
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N2 INDICATION
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FUEL FLOW INDICATION

The fuel flow indication gives the engine operator a visual, digital display of the rate of fuel sent to each engine. The fuel flow indication rate shows on the Engine and Alert Display (EAD). The fuel flow indication signal goes from an engine mounted fuel flow transmitter to an aircraft mounted fuel flow electronic unit. The flow rate signal goes from the fuel flow electronic unit to the Display Electronics Unit (DEU) and shows on the EAD. The fuel flow transmitter and the fuel flow electronic unit are line replaceable units.
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FUEL FLOW INDICATION
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ENGINE FAILURE DETECTION SCHEMATIC

The MD-11cockpit has two ENGINE FAIL lights. The ENGINE FAIL lights attach to the glareshield. One ENGINE FAIL light is in the Captain's line of sight. The other ENGINE FAIL light is in the First Officer's line of sight. The ENGINE FAIL lights can come on during two different conditions. The first condition is the annunciator lights test. The second condition is a detected engine failure. ENGINE FAIL CIRCUIT TEST To do a test of the lights: I. The aircraft must be on the ground 2. The flight crew must set the push button for the annunciator lights test. Logic in each Display Electronics Unit (DEU) will use a signal from the annunciator lights test (a low) and the aircraft on the ground signal (a high) to output signals from gates 1 and 2. The output from gate 2 goes to the Annunciator Control Unit (ACU). The annunciator control unit will supply the ground that is necessary for the light to come on. ENGINE FAIL CIRCUIT OPERATION To set an engine failure condition, gate 4 must be set high. To set gate 4 high:
1. The Computed Air Speed (CAS) must be valid and 2. A manual change of the abort takeoff decision speed (CREW EDITED V1) must be more than zero (V1 > 0 DET) and 3. The aircraft speed (V) must be between 80 knots and the calculated V1 speed (This condition sets gate 3 and the bottom of gate 4 high.) 4. The low pressure compressor (N1) speed for one of the three engines in operation is more than 11percent of the other two engines. (This condition sets the top of gate 4 high.) The ENGINE FAIL light will not come on when the flight crew sets the reverse thrust. The same relay that controls the thrust reverser will open the signal to the annunciator control unit. Power from the throttle switches and ground signals from the Flight Control Computers (FCCs) will energize the reverser control relays for the ENGINE FAIL lights.
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ENGINE FAILURE DETECTION SCHEMATIC
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ENGINE INDICATING SYSTEM

Nacelle Temperature Indication The nacelle temperature indications let you monitor the temperatures in the area between the engine and the nacelle cowling. A temperature sensor, on each engine, sends temperature signals to the Miscellaneous Systems Controller (MSC). The MSC changes the sensor analog signals to digital signals for the flight compartment display. The Secondary Engine Page of the Systems Display shows nacelle temperatures for each engine. Engine Vibration Indications The engine vibration indications let you monitor the vibration of the engine compressor and turbine assemblies. Vibration sensors, on each engine, send electrical signals to a vibration signal conditioner. The signal conditioner changes the signals so that the Electronic Instrument System can use them for flight compartment display. The Secondary Engine Page of the Systems Display shows the vibration indications for each engine.
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ENGINE VIBRATION INDICATION

This engine vibration Indication system uses two vibration accelerometers to give the engine operator a visual display of the engines' condition (compressor and turbine balance). Each engine shows' its vibration level on the Engine and Alert Display (EAD). A vibration accelerometer attached to the engine fan case, and a second accelerometer, installed in the number 1 bearing support area monitors engine vibration. The output signal from the accelerometer on the fan case goes to the engine vibration signal conditioner. This signal is the A channel signal. The output signal from the accelerometer in the number 1 bearing area also goes to the engine vibration signal conditioner. This signal is the B channel signal. The signal conditioner changes the signals and sends the results to the Display Electronic Unit (DEU) to show on the EAD. This data also goes to the Centralized Fault Display Interface Unit (CFDIU) and the Auxiliary Data Acquisition System (ADAS). The two indications on the EAD are: 1. EVM COMP 2. EVM TURB. The vibration accelerometer attached to the A-flange of the fan case, and the signal conditioner are line replaceable units. The accelerometer that is in the number 1 bearing support area is not a line replaceable unit.
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ENGINE VIBRATION INDICATION
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CORE COMPARTMENT TEMPERATURE SENSOR

The core compartment temperature sensor gets input about the air temperature in the nacelle core compartment. The sensor attaches to a bracket on the front face of the accessory gearbox, below the hydraulic pump. The electrical signal from the sensor goes to the miscellaneous systems controller and the Display Electronics Unit (DEU). The nacelle temperature usually shows in white on the secondary engine page. When the engine core compartment temperature is 200oC or more, the nacelle temperature display on the secondary engine page becomes amber.
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CORE COMPARTMENT TEMPERATURE SENSOR
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ELECTRICAL RACK
The Electrical Rack is found in the Avionics Compartment, forward right side of the Main Avionics Rack. SHELF 4 has the three Inertial Reference System (IRS) Batteries (BATs). These are used for protection of the IRS from voltage changes in the primary AC power supply. The Electrical Rack also includes: 1. The Static Inverter and Transformer-Rectifiers on SHELF 1 2. The optional Engine Vibration Signal Conditioner, Data Management Unit, and Quick Access Recorder (QAR) on SHELF 2 3. The optional Fuel Flow Electronics Unit and Ancillary Tape Reproducer on SHELF 3 4. The Proximity Switch Electronic Unit and the (Left and Right) windshield Anti-Ice Units on SHELF 3.
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ELECTRICAL RACK
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CFDS LRU MAINTENANCE (1 OF 2)

The Centralized Fault Display System (CFDS) Line Replaceable Unit (LRU) MAINTENANCE pages show on the multifunction control display unit screen. Push the CFDS initial menu key, <LRU MAINTENANCE (not shown), and page 1 of 7 pages will show. Push the line select key adjacent to any LRU to see the LRU maintenance menu (not shown). Push the page key to move to the subsequent page.
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DISPLAY 1
DISPLAY 2
DISPLAY 3
DISPLAY 4
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DEU-1 FAULT REVIEW ENGINE EXCEEDENCES REPORTED EXCEED DATA

The DEU-1 FAULT REVIEW with ENGINE EXCEEDENCES screen shows that an engine exceedence has occurred. The LEG key permits the operator to see the faults that have occurred during a flight leg. The line select keys that show LEG will show the DEU-1 FAULT REVIEW with EXCEEDENCE data reports. If there is more than one page of faults, an arrow will come into view in the upper right corner of the screen to show that there are more faults. The RETURN key function will show the DEU-1 FAULT REVIEW with ENGINE EXCEEDENCES screen.
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DEU-1 FAULT REVIEW ENGINE EXCEEDENCES REPORTED EXCEED DATA
DISPLAY 1
DISPLAY 2
DISPLAY 3
DISPLAY 4
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MD-11

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PRATT AND WHITNEY 4462 ENGINE

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AIRFLOW STATIONS AND FLANGES

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AIRFLOW STATIONS AND FLANGES

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ANGLE GEAR BOX

ANGLE GEAR BOX

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ENGINE MAIN GEARBOX

ENGINE MAIN GEARBOX

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PW4460 ENGINE MAJOR COMPONENTS (LEFT SIDE)

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BORESCOPE ACCESS PORTS-LEFT SIDE

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BORESCOPE ACCESS PORTS-LEFT SIDE

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PW4460 ENGINE MAJOR COMPONENTS (RIGHT SIDE)

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BORESCOPE ACCESS PORTS - RIGHT SIDE

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BORESCOPE ACCESS PORTS - RIGHT SIDE

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NACELLE COWLING (WING ENGINES)

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NACELLE ACCESS PANELS

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NACELLE ACCESS PANELS

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NACELLE ACCESS PANELS (ENGINE NUMBER 2)

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NACELLE ACCESS PANELS (ENGINE NUMBER 2)

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INLET COWL (ENGINES 1 AND 3)

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INLET COWL (ENGINES 1 AND 3)

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LEFT FAN COWL DOOR (ENGINE 1 AND 3)

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RIGHT FAN COWL DOOR (ENGINE 1 AND 3)