section

8 Engines &
Powerplant

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 The material covered in this document is based off information obtained from
the original manufacturers Pilot and Maintenance manuals. It is to be used
for simulation purposes only.

Copyright 2012 by Angle of Attack Productions, LLC

All rights reserved

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Table of Contents Table of Illustrations
System Overview 3 Figure 8-1. Engine and Components 6
Engine Fuel System Overview 7 Figure 8-2. Fuel Tanks 8
Primary Engine Indications 12 Figure 8-3. Fuel Pump Package 10
Secondary Engine Indications 14 Figure 8-4. Primary Engine Indication Alerts 12
Engine Oil System Overview 15 Figure 8-5. Secondary Engine Indication Alerts 14
Startup & Ignition Procedures 18 Figure 8-6. Engine Oil System 16
Thurst Reversers 22
Engine Shutdown Procedure 24

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System Overview
The 737NG is powered by two CFM56 type 7B engines
that provide power to propel the aircraft forward and also
to power the following aircraft systems:
Electric
Pneumatic
Hydraulic
The 737 hydraulic, air and electric systems lessons include
comprehensive discussion about the relationship between
the engines and the respective aircraft system, so we wont
be discussing those relationships here.
To create the required forward pushing force, or thrust,
each engine has the following main components:
Fan
Booster -or low pressure compressor
High pressure compressor
Combustion chamber
High pressure turbine
Low pressure turbine
Exhaust
The fan has 24 fan blades that spin together
counterclockwise to increase the speed of the air entering
into the engine. A splitter divides this air into two types:
Primary air flow
Secondary air flow
The primary air flow, which is about 20% of the total air
entering the engine, enters the engine core and goes
through the rest of the components we mentioned
previously. The secondary air flow bypasses the engine
assembly and is rushed out of the engine at a fast speed.
The ratio between secondary and primary air flows is
known as bypass ratio. The CFM56-7B is a high bypass
ratio engine. The higher the bypass ratio, the better
fuel efficiency is achieved and a lower engine noise is
produced.
QUICK TIP: The fan essentially works like a light aircraft
propeller, however, it is designed to perform considerably
better at higher altitudes and airspeeds.
After passing through the fan, the high and low pressure
compressors compress the air to increase its pressure and
temperature. The low pressure compressor has three stages
of compression, whereas the high pressure compressor has

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System Overview (Cont.)
nine stages. After the air has passed through all twelve
stages, its temperature is roughly 450C.
Moving on, the combustion chamber takes this dense,
compressed air from the compressors and also receives fuel
from a series of fuel nozzles. These two elements are joined
to create a fuel/air mixture that is burnt in order to make hot
gases. At this point, the air/fuel mixture temperature will have
increased to roughly 1700C!
Because the hot gases in the combustion chamber carry
so much thermal energy, they move further to the High
Pressure Turbine. This is a single stage turbine that converts
some of that thermal energy into mechanical energy in
order to move the high pressure compressors. The high
pressure turbine is linked to the high pressure compressors
with a shaft.
QUICK TIP: The high pressure shaft also turns an Accessory
Gearbox that holds and operates the airplane and engine
accessories. Some of these are the hydraulic pumps,
sensors, oil filters, etc.
The remaining thermal energy from the hot gases is also
converted into mechanical energy by the low pressure
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turbine. This turbine has four stages and moves the low
pressure compressors, or booster, and also turns the engine
fan. The fan, booster and low pressure turbine are linked
with a shaft, that is mechanically independent from the high
pressure shaft we mentioned earlier.
A surrounding engine cowling protects all of the engine
components. This cowling has an aerodynamically smooth
surface in order to minimize drag. Access doors are
available in order to perform maintenance.
In addition, in the event of a foreign object being ingested
in the engine, this cowling works to contain engine
components if there is a breakup. Flying engine parts
do not bode well for anything on the aircraft, including
passengers.
To put things in simple terms, the secondary and primary
bypass air work in conjunction to create thrust, or fast
moving air, that drives the aircraft forward. This works in a
carefully synchronized mechanical harmony, considering
fuel efficiency and low noise print along the way.
Worth mentioning at this point, there are several controls
and indications associated to the engine system on
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System Overview (Cont.)
the 737NG. We will be discussing these progressively
throughout this lesson, however, the engine indicating
system (EIS) can be grouped into two categories:
Primary engine indications
Secondary engine indications
We dont expect you to know what these are right now,
as well be teaching them throughout this lesson and
continually as we fly the aircraft. Much of what happens with
the engines can be categorized as seeing is believing, so
thats exactly what well do throughout your training.

The primary engine indications are those of immediate

importance to flight crew, and they are:
Low pressure shaft speed, or N1
Exhaust gas temperature or EGT
Fuel flow
Fuel quantity per tank
Total air temperature
Active thrust mode

The secondary engine indications are not required to be

constantly monitored, however they are still significantly
important. They are:
High pressure shaft speed, or N2
Oil pressure
Oil temperature
Oil quantity
Engine vibration level

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 Exhaust
Low Pressure Turbine
Low Pressure High Pressure Turbine
Fan Compressor Combustor
High Pressure
Compressor
Figure 8-1. 737 Engine and Components

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Engine Fuel System Overview
Engines on the 737 ideally work with JET-A1 or JET-A1 fuel
supplied from the wing tanks and center tank. This fuel is
pressurized and is boosted into the engine system with
booster fuel pumps. Immediately outboard of each engine
strut, there are engine fuel spar valves.
These fuel spar valves permit fuel flow from the engine feed
system towards the engine fuel supply systems. There is one
fuel spar valve on each wing.
The fuel spar valves are controlled with the engine start
levers located below the throttles on the control stand.
There are two start levers, one for each engine. Start levers
are used to start and shutdown the related engine. Each
start lever has the following positions:
CUTOFF: This closes the fuel spar shutoff valve, prevents
fuel from flowing into the engine fuel supply systems and
also de-energizes the engine ignition system. The ignition
system will be discussed further along this lesson.
IDLE: Electrically opens the fuel spar shutoff valve and also
opens another engine mounted fuel shutoff valve. When
the start levers are placed in IDLE, the ignition system is
also energized.
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Moving on, once the fuel has passed through the fuel spar
shutoff valves and is free to flow into the engines, it passes
through four important stages:
Fuel Pump 1st Stage
Fuel/Oil heat exchanging
Fuel Filtering
Fuel Pump 2nd Stage
Both stages of the fuel pumps are used to increase the
fuels metered pressure in order to deliver a constant high-
pressure flow into the engine fuel system. Following the
fuel pumps, its important to know about the fuel/oil heat
exchangers.
In the 737NG, fuel may be as cold as -43C! Naturally,
it takes a lot of energy to bring its temperature up to the
whooping 1700C that is achieved during the engine
combustion process. On the other hand, in order to
lubricate moving parts, engines have oil. This oil gets very
hot during operation, and it must be cooled. The best
solution to this problem is to exchange thermal energy
between hot oil and cold fuel, so that oil becomes cooler
and fuel becomes hotter.
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 TO APU

Figure 8-2. Fuel Tanks

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Eng Fuel System Overview (Cont.)
This occurs in two stages: firstly, the fuel passes through
the Integrated Drive Generator (IDG) oil heat exchanger,
and secondly it passes through the Main Engine Oil heat
exchanger. The IDG will be explained in another lesson.
At this point, just know that the fuel is super cold, and needs
to be warmed up.
Now time for filtering. Any form of fuel contamination is bad,
it makes combustion difficult and subsequently decreases
the engine life. In some cases when the fuel is excessively
contaminated, it may even lead to an immediate engine
failure. To prevent this, fuel is filtered to minimize the
presence of contaminants. If contamination clogs the
filter, a bypass valve opens and fuel does not go through
the filter before it continues towards the engine, ensuring
the fuel fuel flow is not sacrificed. Its better to have
contaminated fuel temporarily than no fuel at all.
Following all the components weve discussed, fuel finally
goes through a Hydro Mechanical Unit. The HMU will not
be covered in this lesson, as it is discussed in the Fuel
System lesson, however, inside the HMU, fuel is metered
and fuel flow is controlled by an Electronic Engine Control
(EEC).
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The EEC uses analog and digital data to calculate the
required engine fuel and controls output to operate the
engine through the fuel supply that the HMU provides. The
mass-flow of fuel that goes from these components into the
fuel nozzles in the engine is measured by a transmitter that
provides fuel flow indication.
Fuel flow and fuel used are displayed as secondary
engine indications in the display units. There is a fuel flow
switch in the center forward panel that has three positions:
RESET: Shows fuel used, resets it to 0 and then displays
fuel flow.
USED: Shows fuel used since last reset then displays fuel
flow.
RATE: Simply displays fuel flow to both engines.
You may be wondering, why is the Electronic Engine
Control so important?
The EEC calculates thrust with ambient pressure, ambient
temperature and N1 speed. It senses the actual N1
compared to commanded N1 and makes the necessary
change in fuel flow. The EEC is also in charge of keeping
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 FROM FUEL
SUPPLY

FMV HPSOV
TO FUEL
NOZZLES

FMV
EHSV

IDG OIL
COOLER

SERVO FUEL EHSV

FUEL FILTER
HEATER
DIFFERENTIAL
PRESSURE
SWITCH

FUEL FILTER HMU TO ENGINE AIR

MAIN OIL/FUEL
HEAT EXCHANGER FUEL PUMP SYSTEM

FUEL PUMP PACKAGE

Figure 8-3. Fuel Pump Package

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Eng Fuel System Overview (Cont.)
N2 and Fuel Flow readings within limits. Notes

The EEC may operate in three modes:

Normal mode
Soft Alternate Mode
Hard Alternate mode

You may also be wondering, does the exact same engine

provide power to all variants of the 737NG?

The answer is yes! However, each individual aircraft

type like the 737-600 or 737-800 have specific thrust
configurations and a maximum thrust setting that is outlined
and configured with an engine identification plug that
specifies each thrust rating for each individual variant of
the 737NG.

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Primary Engine Indications
Low pressure shaft speed, or N1 is an indication of the fan
rotational rpm speed. It is expressed as a percentage of
a maximum rpm, in other words, the power that the engine
is producing. The N1 instrument has reference bugs and
red lines to display operating limits. N1 is readout in white 105.1 105.3
color under normal conditions and red color when the N1
operating limit has been exceeded. The EEC computes
the maximum rated thrust for the engine during all phases 124
of flight and shows it as an orange color bug. The active ENG FAIL
flight phase is shown immediately above both engine N1
instruments.

Exhaust Gas Temperature, or EGT, is an indication of the

temperature of the gases that are escaping the turbines
into the engine exhaust. It is of prime importance to monitor
EGT, just like with N1. The EGT instrument also has a red line
that displays the maximum takeoff EGT limit, an orange line
that displays the maximum continuous EGT limit and finally
a lower red line to display the EGT limit during startup. This
last line disappears once the engine has started and is
stable.
Figure 8-4. Primary Engine Indication Alerts

Curiously, the EGT gauge also has an engine failure (ENG

FAIL) alert that is displayed in amber when the engine is
running below its normal idle thrust and the engine start

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Primary Engine Indications (Cont.)
lever is in the IDLE position. This alert stays unless the Notes
engine recovers, or the start lever is moved to the CUTOFF
position (in other words, fuel is isolated from that engine) or
unless the engine fire warning switch is pulled.

Aside from N1 and EGT, the total air temperature is

displayed in degrees above the N1 indicators.

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Secondary Engine Indications
Similarly to N1, the high pressure shaft speed or N2 is
in indication of high pressure rotational rpm speed. It
is expressed as a percentage of a maximum rpm. N2
indicators have a red line to indicate operating limit, and 60.0 60.0
the N2 indications turn red when this operating limit has
been exceeded. N2

There are also Engine Vibration Indicators that display

current engine vibration levels in white. The instrument has a
high vibration limit, marked by an amber line. When engine 2
OIL
3
PRESS
vibration exceeds this limit, the indicator color scheme is
reversed to draw the pilots attention.
OIL
160 TEMP 161

Other secondary engine indications are the Oil Pressure,

Oil Temperature and Oil Quantity. Lets discuss the engine LO 3 OIL QTY % 88

oil system on the 737NG.

4.5 VIB 0.4

Figure 8-5. Secondary Engine Indication Alerts

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Engine Oil System Overview
From small piston-powered aircraft to large turbofan jets,
all aircraft use engine oil to lubricate and clean moving
parts inside the engine, and absorb some of the thermal
energy that is released when the engine is running. Engine
oil is almost as important as fuel. Without it, engines would
overheat because of the intense metal-to-metal contact.
The 737NG oil system is divided into three main areas:
Oil storage
Oil distribution
Oil indication
The oil storage system is in charge of making sure the oil is
continuously supplied to both engines. There is an oil tank
in the oil storage system that holds engine oil and allows
oil level checks to be done.
The engine oil tanks can each hold roughly 20 liters of oil.
The oil distribution system is in charge or sending and
receiving oil from the internal engine components. When
oil is supplied, it is filtered to prevent contamination. After
filtering, oil is also sent to the fuel/oil heat exchangers we
discussed before, in order to make the oil temperature
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slightly cooler as it heats the fuel.
Similarly to the fuel filtering system, oil also passes through
a filter, which may end up clogging with contamination.
When this occurs, oil bypasses the filter and the OIL FILTER
BYPASS alert appears in the upper display unit.
The oil indication system provides cockpit indications that
monitor Oil Temperature, Oil Pressure and Oil Quantity.
These appear under the secondary engine indicators.
Oil quantity indicators measure usable engine oil and
display it as a percentage of the total quantity. When the
oil quantity is 18 liters or higher, a full quantity indication is
provided in the display units. A low quantity (LO) message
appears when oil quantity decreases below 4 liters during
at least 35 seconds. Also, the related quantity indicators
color inverts to alert the pilots of the oil shortage.
Oil pressure indicators, obviously, measure and display oil
pressure in psi (pounds per square inch). The oil pressure
indicators have three color bands:
White: Normal operating range,
Amber: Caution range continuous operation in this
range should be limited. The amber band is not
displayed when N2 speeds are below 65%.
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 OIL TANK

ANTI LEAK
VALVE

MAIN OIL/FUEL 60.0

HEAT EXCHANGER

N2

OIL
32 PRESS
32

OIL
91 TEMP 91

88 OIL QTY % 88

0.3 VIB

FUEL HEATER
OIL FILTER

UPPER/LOWER
DISPLAY UNITS

Figure 8-6. Engine Oil System

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Eng Oil System Overview (Cont.)
Red: Operating limit.

The oil temperature indicators show engine oil temperature

in degrees Celsius. It is measured using two sensors at
different points that average out the readings and deliver
one oil temperature indication. Oil temperature indicators
also have color bands that have the same color meanings
as the oil pressure indicators.

QUICK TIP: If oil temperature stays in the amber color

band for more than 45 minutes, the engine must be
shutdown, provided all other solutions have not been
successful.

To sum up, so far weve had a look at how the CFM56-

7B engines on the B737 work, how they are fed fuel,
how oil is cycled through them, and what kind of cockpit
indications are associated throughout. All of our discussion
has assumed that the engines are on and running normally,
however, it is time to discuss how someone ignites and
starts up these two giant turbofans.

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Startup & Ignition Procedures
Starting up an engine safely, properly, quickly and efficiently GND
has always proven to be a challenge for most pilots, even OFF
single-engine piston powered aircraft can sometimes CONT
have very tricky startup procedures. It is important to know
FLT
the reason why special considerations have to be taken
in order to achieve safe and good startups, as well as
First, lets assume that everything else needed at this
maximize engine life.
point for engine start is complete. That means that the air
system is setup correctly, we have the power needed, fuel
Us pilots like to constantly simplify things, so instead
needed, and so forth.
of going into excessive detail about components, we
are going to look at the next few sections in a more
To get the related engine started, the pilot turns the
procedurally focused way. We will only be discussing
engine start switch to the GND position. By doing this,
normal startup procedures, as abnormal procedures are
the electronic engine control (EEC) and the APU receive
comprehensively discussed and evaluated elsewhere in our
engine start signals, and a start valve opens. When this
737NGX training.
valve opens, a START VALVE OPEN alert illuminates
and power is supplied to the engine starter. The engine
Essentially, there are two different types of normal startups:
starter turns the engine N2 high pressure shaft through the
On ground, and In-flight. In the previous chapters we saw
Accessory Gear Box we mentioned earlier.
that a series of compressors and turbines move shafts inside
the engine, and that the low pressure shaft (or, N1) turned
The engine starter manages to turn the N2 shaft by
the engine fan. Now, how do the compressors and turbines
converting highly pressurized air into mechanical energy.
move in first place to achieve this desired fan movement?
This high pressure compressed air is pneumatic power that
is usable when the start valve opens. This air is provided by
To do this, there are a couple engine start switches one
an engine start cart on the ground, an APU, or air pressure
for each engine, that have the following positions:

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Startup & Ign. Procedures (Cont.)
from another engine, assuming it is already running.
As N2 revolutions per minute increases, all engine
instruments must be monitored, however special attention
has to be given to:
N1
N2
EGT
Fuel Flow
Oil Pressure
When N2 reaches 25% and the N1 has begun rotating,
the pilots move the engine start lever from the CUTOFF
position to the IDLE position. This action opens the fuel
spar shutoff valve and allows fuel to start flowing into
the engine fuel system towards the fuel nozzles in the
combustion chamber of the related engine. Fuel ignition
is also started when the start lever is placed in the IDLE
position.
QUICK TIP: If for any reason the engine doesnt seem to
reach 25% N2, the engine start lever may still be moved
to the IDLE position provided N2 is at least 20% and the
N2 acceleration is lesser than 1% during 5 seconds. This
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condition is known as Maximum Motoring.
When the engine has started and N2 reaches 56%, the
engine start switches automatically move to the OFF
position and the START VALVE OPEN light extinguishes.
The ignition system supplies sparks to light the fuel in the
combustion chambers. There are two ignition systems per
engine, a right ignition system powered by the AC STBY
bus and a left igniter powered by the related AC transfer
bus. Only one igniter is necessary in order to perform an
engine start, but this redundancy makes the start more
efficient.
There is an ignition selector switch that may select either
IGN L, IGN R or IGN BOTH. AC buses are comprehensively
discussed in the 737NG electric system lesson.
From here, normal startup takes care of itself and the pilots
monitor for normal indications. Anything abnormal and quick
shutdown can be performed, placing the engine start lever
in CUTOFF, and turning the ignition to off.
But, because were only discussing a normal start, youll
see a final drop in N2 on the secondary indications, the
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Startup & Ign. Procedures (Cont.)
ignition switch will automatically switch to the OFF position,
which can be heard, and the engine should be running
smooth and steady.
The normal startup procedure on ground is fairly
straightforward, however as we mentioned before, we will
not take into account the possibility of having hot starts,
wet starts and other types of abnormal conditions. The
EEC has protection mechanisms where the engine start
sequence is either detained or delayed when an abnormal
start condition is detected.
Weve seen how engines are started on ground; lets have
a look at how they are started in-flight in case an in-flight
shutdown is imminent.
Earlier on ground, highly pressurized air provided
pneumatic power that was later converted to mechanical
energy in order to turn the N2 shaft through the accessory
gearbox. This high pressure air is called bleed air, and
we will be discussing it in detail in the Air Systems lesson,
however, we must know that during a ground start, bleed air
is obtained from the APU. When the APU is inoperative, an
external power unit may alternatively supply high pressure
compressed air.
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But, those arent exactly available in the air. The APU would
be at times, but not in all cases.
There are two types of in-flight starts:
Windmill start
Crossbleed (XBLEED) start
In-flight starts may only be performed within a specific
altitude and airspeed flight envelope. For the most part,
in-flight starts may only be performed at or below 27000ft
pressure altitude. 2
In a windmill start, the N1 fan behaves like a windmill and
spins as the aircraft moves through the air. The 24 fan
blades on the 737NG are very aerodynamic! This method
does not use bleed pneumatic power therefore it doesnt
use the engine starter. Instead it takes advantage of the
air that is rushed into the windmilling engine to turn the
compressors and get the engine re-started. In this case, the
engine start switches must be placed in the FLT position,
where both spark igniters operate continuously.
QUICK TIP: Oil quantity indications may be as low as
zero during a windmilling start because of the lack of
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Startup & Ign. Procedures (Cont.)
compressed air to allow the oil to return easily to the oil safe taxi speed, therefore the pilots engage the so called
tanks. Thrust Reversers.

When the aircraft is out of the flight envelope for a windmill

start, or when the engine has been shutdown for more than
one hour, a XBLEED start must be performed. This method
does use the engine starter, therefore the engine start
switch must be placed in the GND position.

Neither form of in-flight starting has electronic engine

control protection mechanisms.

During the rest of the flight, operating the engines is pretty

straight forward. For the most part, the autothrust system
handles the thrust that each engine produces to match
the required flight speed that is programmed into the Flight
Management Computers. This of course varies according
to many weather parameters, company fuel burn policies
and the respective flight phase.

When the aircraft is bound to touchdown during the

landing phase, the engines are placed into IDLE thrust,
however, there is still some sort of forward pushing moment
that the engines generate, which is in the order of 20-30%
N1. This is not favorable to slow the airplane down to a

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Thurst Reversers
The thrust reversers essentially change the direction of
engine exhaust air to help decrease airspeed after a
landing or during a rejected takeoff. Usage of thrust
reversers is also beneficial to the gear and brakes, as lesser
wheel braking action is required to stop the aircraft in the
same distance.
Each engine has one thrust reverser with two halves, or
sleeves. Reverser sleeves move together with the help of
hydraulic power. As the sleeves move aft, a blocker door
changes the direction of air flow and produces the reverse
thrust.
Each reverser sleeve opens to about 45 from the stowed
position.
Thrust reversers are operated hydraulically. Hydraulic
system A pressure operates the engine number (1) thrust
reverser and hydraulic system B pressure operates the
engine number (2) thrust reverser. If either hydraulic system
fails, the standby hydraulic system powers thrust reverser
deployment. When the standby system is used, thrust
reverser deployment takes considerably longer time and
asymmetric reverse thrust may be observed.
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The first sign of asymmetric reverse thrust is an aircraft
tendency to yaw and turn into the direction where there is
higher reverse thrust. For example, if the right engine reverse
thrust system is working normally and the left engine reverse
thrust system is working at a lower capacity, the aircraft
will tend to yaw and turn towards the right. Under normal
conditions, synchronization shafts make sure that both
reversers are actuated simultaneously.
Thrust reversers are operated with the thrust reverser lever,
located immediately forward of the engine normal thrust
levers. The reverse thrust levers have to be lifted aft to
deploy reverse thrust.
The reverse thrust levers have three detents:
Detent (1): Idle reverse thrust
Detent (2): Normal operating reverse thrust
Detent (3): Maximum reverse thrust
Only two detents, maximum and idle, are selectable in your
PMDG737NGX, as opposed to its real world counterpart
that has the normal detent in addition.
When the reverser sleeves move from their stowed position,
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Thurst Reversers (Cont.)
a cockpit amber REV alert illuminates. When the reverser uncommanded motion or incomplete stowage, an auto
fully reaches its deployed position, the REV alert turns re-stow system compares actual reverser position versus the
green and the reverse thrust lever can be pulled aft of the commanded position and stows both thrust reversers back
idle reverse thrust detent. In this condition, normal operating to their fully closed position.
reverse thrust is provided and is sufficiently powerful to
bring the aircraft to a stop.

When added reverse thrust is needed for short, hot or wet

runways, the reverse thrust lever may be moved fully aft to
the maximum reverse position.

There is also a REVERSER light in the aft overhead panel

that illuminates when the reverser has been commanded
to stow. This light extinguishes roughly 10 seconds after
stowage. If the light does not extinguish for 12 seconds or
more, a malfunction will have taken place and a MASTER
CAUTION will present itself.

In either reverse thrust setting, it is not recommendable

to allow the aircraft to decelerate below 60kts with the
reversers deployed because of the risk of foreign objects
injecting themselves into the engine cowling and damaging
components.

To provided system protection, in the case of thrust reverser

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Engine Shutdown Procedure
Shutdown procedures on the 737NG engines are as Notes
simple as pulling the engine start lever from the IDLE to the
CUTOFF position. This will close the fuel spar shutoff valve,
de energize the engine starter and isolate fuel from the
related engine. The engine indicator instruments must be
monitored for a normal reduction in all engine parameters.

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