B737-200 L3 ATA 70 - 80 Power Plant (JT8D) PDF

POWER PLANT BOEING 737 - 200
Lufthansa LAN Technical Training
GENERAL JT8D -- 7 to 17
71 -- 00
GENERAL
For Training Purposes Only
SCL JGB Jan -- 2004 Page: 1

71 -- 00
HISTORY
General JT8D--7 thru --17 engines are used in the following commercial aircraft:
The JT8D is an axial flow, dual--spool, fully ducted, turbofan engine. Its design -- Boeing 727 and 737
was initiated in April 1960 -- McDonnell Douglas DC--9
Some of the certification milestones are: -- Aerospatiale Super Caravelle
February, 1963 JT8D--1 certified at 14,000 lb. thrust. -- Dassault Mercure, and
April, 1963 JT8D--5 certified at 12,000 lb. thrust -- Saab Viggen
March, 1966 JT8D--7 certified at 14,000 lb. thrust Although this training guide deals only with the JT8D --7 to --17 models, we
May, 1967 JT8D--9 cerúfied at 14,500 lb. thrust should mention that:
September, 1968 JT8D--11 certified at 15,000 lb. thrust The JT8D--209, which was the first of the --200 series, was certified in 1979
April, 1971 JT8D--15 certified at 15,500 lb. thrust and entered service in 1980. As of 1989, only the --200 series JT8Ds were
being manufactured.
February, 1974 JT8D--17 certified at 16,000 lb. thrust
April, 1976 JT8D--17R certified at 17,400 lb. thrust
By the end of 1989, production of JT8D--7 thru --17’s had ended with 11,882
units being produced. The numbers of JT8D engines produced, by dash model,
are:
JT8D--1/1A/1B/5 1,809
JT8D--7/7A/7B 2,612
JT8D--919A 2,832
JT8D--11 128
JT8D--15 2,525
JT8D--15A 338
JT8D--17 1,069
JT8D--17A 245
JT8D--17R 312
JT8D--17AR 12
By the end of 1988, almost all JT8D--1 and --5 models were converted to other
dash models or were no longer in service.

January, 1982 ”A” series was released for JT8D--15 and --17s to improve fuel
burn.
Differences of models can be found in Maintenance Manual, Section 72--00
Description.

71 -- 00
Figure 1 JT8D Turbofan Cut - a - Way View

71 -- 00
DATA SHEET
General
The engine parameters presented on the data sheet, are for standard day,
engine static condition.
Operation
Data sheet shows engine condition in the left hand column -- takeoff, maximum
continuous, etc.
Engine configuration, thrust, etc., are shown across the top. Note flag notes 1
through 15 for data pertaining to engine operation.
Example
Takeoff Thrust 15,500 lb.
Part Power N2 RPM 92.1%
Data Plate EGT 446 degrees °C
Start EGT Limit Ground start 510 degrees
flight start 620 degrees.
Flag Notes:

71 -- 00
Figure 2 Data Sheet P&W JT8D -

71 -- 00
NACELLE
Purpose: Miscellaneous Components:
The nacelle is an aerodynamic structure in which the engine is mounted. Noise reduction by added aconstical panels. The fire detection system
It has the following purposes: provides flight deck warning if high temperatures occur by means of
-- It transmits the thrust force of the engine to the airframe electrical resistance, or gas pressure; single or dual zone.
-- It directs air to the engine inlet so that its fiow is smooth. The engine mounts are located in two places as follows:
-- It has connections between the engine and the airframe for electrical, air, -- Front at two points
fluids, etc. -- Rear at one point
-- It smoothes the engine to reduce drag. The vibration isolators assist in dampening airframe vibration from the engine.
Construction:
The nose bullet attaches to the accessory drive housing on the front of the
engine. It smoothes the airflow into the engine.
The nose bullet is a QEC component. It is also referred to as:
-- Inlet bullet
-- Nose cone
The nose cowl attaches to the front flange on the engine fan case (flange A).
It catches and smoothes the incoming airflow.
The upper cowl door and the lower cowl door, attach to the nacelle apron.
They permit service access to the engine while it is mounted on the aircraft.
The thrust reverser attaches to the rear flange on the exhaust case (flange M).
It helps to decelerate the aircraft after landing by changing the direction of
engine thrust.
Quick Engine Change (QEC) Components:
The inlet cowl is a divergent duct that sets up the air to the engine. It attaches
to flange A. The inlet cowl has panels and doors that:
-- Are a set of panels that aerodynamically smoothes the engine.
-- Open to allow maintenance engine access.
-- Have pins to allow panel removal.

The exhaust nozzle is a convergent duct that imparts the final velocity to
increase thrust. It attaches to flange M.
The thrust reverser component provides for aircraft deceleration to reduce
landing roll. It also consists of two positions operational only on the ground,
stowed, or deployed.
The following accessory components are found on the engine:

71 -- 00
Figure 3 Nacelle Configuration

71 -- 00
ENGINE COWLINGS
General Engine Cowlings, Left and Right
The engine nacelle is composed of cowl panels to provide a smooth airflow The engine left and right cowl panels join with the nose cowl, fixed fairing and
over the engines and to protect exterior engine components from damage. tailpipe cowl panels.
Six hook latch fasteners attach the left and right cowl panels to the fixed fairing
Components and serve as cowl hinges. Two of these six latches on each cowl panel are
The engine cowlings consist of the following: safety latches which prevent an open cowl from being removed until the latches
A. Fixed fairing are depressed. The safety latches automatically trip into the locked position
when the panels are closed. Hold open rods, installed in each panel, allow the
B. Forward, mid and aft f airings panels to be propped in the open position. Safety pins are provided to lock the
C. Nose cowl rods in either the open or stowed position. Six other hook latch fasteners join
D. Engine cowling, left the left and right cowl panels together at the underside of the engine. A pin
E. Engine cowling, right latch near the forward lower corner of the right cowl panel engages a fitting on
the left cowl panel to provide a positive safety backup.
F. Tailpipe cowling, left
Various ports and panels are provided in the cowls.
G. Tailpipe cowling, right
Left Cowl
Fixed Fairing -- Fuel heater exhaust
The fixed fairing is a two--piece section of cowling which fairs with the side cowl -- Gearbox breather port
panels, nose cowl and strut mid faring. The two parts are bolted together at six -- Accessory drain
points. The assembly is then secured to the engine flange mounted brackets
by six bolts. Access panels in the fairing are for the two engine anti--ice valvs, -- Precooler exhaust
two forward cone bolts and compressor bleed system filter. -- Oil tank service door
-- Constant Speed Drive service door
Forward, Mid and Aft Fairings
-- Start valve manual override hole
The engine to wing fairing, in three sections, acts as a cover between the
engine and wing. The removable aft fairing is cantilevered aft from the wing -- Two pressure relief doors
rear spar, mid fairing is attached to the lower wing skin between spars, Right Cowl
removable forward fairing is attached to mid fairing and top of nose cowl by -- Generator cooling air exhaust
latches. On the mid fairing are three access panels for various system
connections to engine. Below the forward fairing are located all ongine Tailpipe Cowlings Left and Right
electrical disconnects.
The tailpipe left and right cowl panels fair with the engine cowls fixed fairing
and thrust reverser. The cowls are hinged and removed in the same manner
Nose Cowl as engine cowls.
The nose cowl is shaped to provide a smooth airflow over the nacelle and
optimum airflow for the engine. It is attached to the forward engine flange Interchangeability
by 23 bolts. An anti--icing air duct, is located on the rear face of nose cowl, The only sections of the nacelle that are intçrchangeable between the two
which continues into the cowl leading edge as a spray tube. engines are the side and tailpipe cowlings.

71 -- 00
Figure 4 Engine Cowlings

71 -- 00
Design Specifications: Configuration:
The JT8D is an axial--flow, dual--spool, low bypass ratio, fully ducted turbofan The JT8D has:
and its exact specifications depend upon the dash model. -- A full length annular duct
Take--off Thrust: -- A six stage front (LPC) compressor, including two fan stages
-- Pounds of thrust, to 84 °F (28.9 °C): -- A seven stage rear (HPC) compressor
* JT8D--7,--7A,--7B: 14,000 -- A combustor with nine combustion chambers
* JT8D--9,--9A: 14,500 -- A single stage front compressor drive turbine
* JT8D--11: 15,000 -- A three stage rear cornpressor drive turbine
* JT8D--15,--15A: 15,500 -- Seven main bearings.
* JT8D--17,--17A: 16,000 Because the JT8D was in production for 25 years, and it is used in different
-- Pounds of thrust, to 77 °F (25 °C): aircraft models:
* JT8D--17R,--17AR: 16,400 -- A number of JT8D ”dash models” are in service.
17,400 reserve T.O. thrust --There have been many changes to engine design features and cornponents.
Bypass Ratio: Approximately 1 to 1 Note: Difrerences are often found in the configurations of the JT8D engines in
Total Airflow: 315 to 331 lb/sec service. Differences between the engines are listed in the Introduction of the
Maintenance Manual, Section 72--00.
Compressor Pressure Ratio:
-- LPC:4.2 to 4.4 Illustrations:
-- HPC: 3.8 to 4 You rnay see some illustrations in this chapter that are different from the
-- Overall: 15.8 to 17.5 engines that you work on. That is because there are rnany different parts
and assemblies in the (large number of) JT8D engines in service. So the
Dry Weight: 3,205 to 3,500 lb.
illustrations usually show typical parts such as those that are in:
Dimensions: -- The later JT8D engines or
(See illustration) -- Most of the engines that are in service.

71 -- 00
Figure 5 Dimensions
71 -- 00
POSITION REFERENCES
Purpose:
The use of standard directional references makes it easy to say where
components and parts of the engine are located.
General:
Look at the engine from the rear to identify:
-- The left and right sides
-- The clock (angular) positions.
Clock Positions:
The top of the engine is referred to as the 12:00 (twelve o;clock) position.
The bottom of the engine is the 6:00 (six o clock) position.

71 -- 00
Figure 6 Position Refferences

71 -- 00
OVERVIEW
Gaspath:
Primary air is the part of the intake air that flows through the compressor; The front compressor drive turbine (also called the LPT):
combustor, and turbine. Its energy level is increased by the compressor -- Has three stages
and combustor, and much of its energy is used by the turbine.
-- Rotational speed = N1
Secondary air (bypass air) is the part of the intake air that goes through the full
-- Drives the LPC, to which it is connected by a inner shaft.
length annular duct. It is accelerated (and compressed) by the fan.
The exhaust section:
Both the primary and secondary air pass through the two fan stages. Primary
air is the fan discharge air that flows through the engine core, and secondary -- Receives LPT discharge air
air is the fan discharge air that flows around the core. The secondary air mixes -- Receives secondary air from outer duct
with the primary air (exhaust gases) in the exhaust nozzle. -- Has an optional lobed mixer to mix primary and secondary air.
Major Engine Sections: Seven main bearings support the two major rotating assemblies, which are:
The JT8D has a full length annular fan duct. -- LPC/LPT (front compressor, drive turbine and N1shaft.
The front compressor (also called the LPC): -- HPC/HPT (rear compressor, drive turbine and N2 shaft.
-- Has six stages (two fan stages, four primary stages)
-- Rotational speed = N1 speed
-- Is driven by the front compressor drive turbine and is connected to it by a
drive shaft (inner).
The rear compressor (also called the HPC):
-- Has seven stages
-- Rotational speed = N2 speed
-- Is driven by the rear compressor drive turbine and is connected to it by a
drive shaft (outer).
The combustor has:
-- Nine fuel nozzles
-- Nine can--annular combustion chambers
Note: ”Can--annular” denotes the configurahon of the burner cans.
They he within an annulus (ring).
The rear compressor drive turbine (also called the HPT):

-- Has a single stage
-- Rotational speed = N2
-- Drives the HPC, to which it is connected by a outer shaft.

71 -- 00
Figure 7 Gaspath and Major Design Features

71 -- 00
ENGINE STATIONS
Description and Purpose:
Certain locations in the gaspath are referred to as stations. Each station has a
number for easy (and standardized) identification.
Station numbers are used to identify the important points in the gaspath for
definitions and descriptions of engine:
-- Performance
-- Configuration and design.
Some of the engine station numbers are attached to pressure abbreviations to
form short names for the pressures at those locations. Short names are formed
for temperatures in the same way. For example:
-- Ps4 is static pressure at station 4. Is the HPC discharge static pressure.
-- Tt7 is total temperature at station 7. Is the turbine discharge temperature.
Station Number Definitions:

1 Nacelle inlet
2 Engine (fan) inlet
2.5 Fan discharge (exit through the annular duct
3 LPC discharge; 6th stage air
4 HPC discharge; 13th stage air
5 HPT inlet
6 HPT discharge; inter--turbine inlet
7 LPT discharge
8 Engine discharge
9 Exhaust nozzle outlet.

71 -- 00
Figure 8 Engine Stations

71 -- 00
FLANGES
Purpose:
The flanges are raised edges or rims that are at right angles to the cases or
ducts. They have three functions:
-- To be mating surfaces for attaching engine sections together.
-- To increase the stiffness of structural parts, such as cases.
-- To be used as attachment points for engine components.
Flange Names:
Each flange is identifled by a letter. The letters are assigned in sequence,
starting ”A” for the flange at the front of the engine.
One flange has a number added to its identifying letter name to indicate that
it is a nonmating flange. That is, it is not used to join cases or ducts.Cases,
Ducts, and Flanges:
The front and rear flange letters are given for each case and duct:
A -- B Fan inlet case (titanium)
B -- C Fan front case (steel)
C -- D Fan rear case (steel)
D -- E Fan exit case (aluminum)
E -- F Fan discharge front outer duct (aluminum)
F -- G Compressor intermediate case (steel)
G -- H Fan discharge rear outer duct (aluminurn)
H -- J Fan discharge diffuser outer duct (aluminurn)
J -- K Fan discharge combustion/turbine outer duct (aluminum)
K -- M Fan--discharge exhaust outer duct (steel or titanium).
NOTE: FLANGE J1 IS FOR STIFFNESS AND BRACKET MOUNTING.
IT IS NOT A MATING SURFACE FOR TWO DUCT SECTIONS.

71 -- 00
Figure 9 Engine Flanges

71 -- 00
LEFT SIDE VIEW
Components and Ports
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________

71 -- 00
LEFT ENG
A/I VALVE
FUEL
FLOWMETER
(CSD OIL COOLER)
Figure 10 Left Side View

71 -- 00
RIGHT SIDE VIEW
Components and Ports
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________
* _______________

71 -- 00
Figure 11 Right Side View

71 -- 00
FRONT VIEW
General
Air entering the engine passes through the 19 inlet guide vanes.
The guide vanes have a shroud at mid--span.
The engine anti--icing air passes through the hollow inlet guide vanes into
the nose dome area and is discharged back to the engine.
On the central hub, behind the nose dome, is the drive pad for N1 tachometer
generator and connection for Pt2 pressure sense line for engine pressure ratio
system. The wires from N1 drive pad and Pt2 pressure line together with 3 oil
system lines (supply, scavenge and breather for No. 1 bearing) pass through
the 6 o’clock position inlet guide vane.
At the bottom of the inlet are located Tt2 temperature sensor, at 5 o’clock
position, for fuel control unit and Pt2 pressure sensor, at 7 o’clock position,
for pressure ratio bleed control.
Under the engine is located the accessories drive case. Mounted on the front
of the drive case are oil tank, fuel pump, fuel filter and fuel control unit.
Forward of the drive case, in the center is the fuel heater.
Above the oil tank is located the oil cooler.

71 -- 00
Figure 12 Front View

71 -- 00
ENGINE MOUNTS
General
The engines are attached to the mounts by three cone bolts, two forward
and one aft. The forward mounting, with thrust links, takes all thrust loads,
plus vertical and side loads, Whilst the rear mounting takes only the vertical
and side loads. Thermal expansion is accomodated by all three mounts.
Location
The engine mounts are located at forward and aft section at the top of the
engine.
Component
The forward attachment fittings consist of a steel forging suspended from
fittings attached to wing structure and the aft attachment fittings is suspended
from the outboard track of the inboard flap.
The vibration isolation, located in forward and aft mount support fittings consist
of a resilient material permanently enclosed in a metal case.
As engine vibrates, the resilient material deforms slightly, thereby dampening
the vibration created by the engine. Three cone bolts are used to attach the
engine to the vibration isolators. The two forward cone bolts are identical.
Thread protectors should be placed on cone bolts whenever the engine is
being removed.
Maintenance
Aditional component are used as Secondary Support Assembly, they are a
steel cable or a crushable spacer
The Steel Cable acting only as aditional support if the aft cone bolt is broken.
The honeycomb energy absorber is bonded to the end plate at the lower end
and to the top of the housing at the upper end. The sides of the honeycomb
energy absorber are not bonded to the sides of the housing. There is a small
clearance on both sides of the housing, and this permit detect the abnormal Crushable Secondary Support Detail
vibration and used as secondary support.
Both are showed on the nex figure.

71 -- 00
CRUSHABLE
SECONDARY
SUPPORT
ASSY
STEEL CABLE
SECONDARY
SUPPORT
ASSY
Figure 13 Engine Mounts

71 -- 00
ACCESSORY DRIVE
General
The engine accessory drive case supports and drives various accessories
required for the operation of the powerplant. The drive case is driven by a
”tower shaft” from the high pressure compressor and is located under the
engine.
Accessory Drive Components
A. Engine controls cross shaft, concentric thrust crank (inner) and start
crank (outer) directs input from left to right side of engine.
B. N2 tachometer drive pad, right side, turns counterclockwise.
C. Hydraulic pump drive pad, right aft face, turns clockwise below drive pad
is seal drain connection.
D. Constant Speed Drive and generator drive pad, center aft face, turns
clockwise. The drive pad is in the cavity which is equipped with a drain
plug and standpipe/overflow line with plug.
E. Oil supply line for No. 2 and No. 3 bearings, above the CSD drive pad.
F. Starter drive pad, left aft face, turns clockwise, below drive pad is seal
drain connection.
G. Oil filter, left side, with provision for a differential pressure switch.
H. Oil pump, combination pressure and scavenge, bottom of drive.
I. Oil pressure regulator and sense line from oil cooler outlet, left aft side.
J. Breather connection, left side, connects bearing No. 4, 4 1/2, 5 and 6
cavities to enter the accessory drive case.
K. Overboard breather port fitting, left side, mates with hole in left cowling.
L. Engine oil tank, left front face, with three lines integral with the tank, oil
supply to pump, oil return to tank and tank vent to drive case.
M. Fuel pump pad, right front face, turns clockwise, below drive pad is seal
drain connection.
N. Gearbox drain plug and magnetic chip detector, right side.

71 -- 00
Figure 14 Accessory Drive

71 -- 00
ENGINE ACCESSORY DRAINS
General
Various components are driven by shafts from the accessory drive case.
On these shafts are seals preventing various fluids from leaking between
the component and the accessory case. Should a seal deteriorate leakage
will occur and the fluid discharged overboard through the drain system.
Location
The lines from the various shaft seals and oil tank scupper are connected to
a common drain located on forward bottom side of accessory drive case.
This drain mates with a drain mast in the left cowling.
Components
Shaft seal drains are from the following:
A. Constant Speed Drive and generator -- engine type oil.
B. Hydraulic pump -- hydraulic fluid or engine type oil.
C. Starter -- engine type oil.
D. Fuel pump -- fuel.
E. Oil tank scupper drain -- engine type oil.
Any fluid present in the drain outlet, calls for investigation as to its source,
it could indicate leakage past the seal.

71 -- 00
Figure 15 Engine Drains

71 -- 00
NOTES :

PERFORMANCES JT8D -- 7 to 17
72 -- 00
PERFORMANCE DATA

72 -- 00
PERFORMANCE DATA
Engine‘s Purpose: -- Only a fourth of the prirnary air is burned. Most of the prirnary air is used
The primary purpose of the engine is to supply propulsive power to the aircraft. for engine cooling and some of it is used for other purposes. Thus, 40 lb.
of air is burned every second.
The engine also supplies pneumatic power, heat, and accessory drive for
electrical and hydraulic power. At takeoff power condition, the pressure ratio for the JT8D overall compressor
it 16 to 17:1.
Why Some Knowledge of Performance is Useful
Maintenance and troubleshooting can be done more effectivty if you have
some knowledge of:
-- The operational characteristics of the engine
-- The type of loads, temperatures and pressures that occur in an engine
This knowledge can also be useful to people who:
-- Operate JT8D engines
-- Require a familiarization with the JT8D engine.
Performance Topics:
Engine performance is a large subject which includes to much technical
information. But, for the purposes stated above, it is sufficient to discuss
just a few topics They are:
-- How thrust is produced in the JT8D engine
-- Typical JT8D data (such as pressures, temperatures, and RPM) at
different engine operating conditions.
-- How thrust performance is rated
The charts that follow do not include every type of engine performance data.
A knowledge of this data can help you to understand the types of stresses that
occur in the engine.
NOTE: IN THE DISCUSSION BELOW, THE DATA ARE VERY
APPROXIMATE BECAUSE THERE ARE DIFFERENT JT8D
MODELS (WITH DIFFERENT MODIFICATIONS) AND OPERATING
CONDITIONS. THE PURPOSE OF THIS DISCUSSION IS TO GIVE

YOU A GENERAL IDEA OF A TYPICAL JT8D ENGINE.
At takeoff power, the airflow through a JT8D engine is about 320 lb/sec. Half of
the air goes through the core, and the other half goes through the fan duct.
-- Almost all of the secondary air contributes to engine thrust. A very srnall
amount of it is used for other purposes.

72 -- 00
Figure 1 Performance Data

72 -- 00
ENGINE THRUST
Purpose -- Add together all positive forces on the internal engine surfaces; these are the
The primary purpose of the engine is to supply the required thrust force to forces that push those surfaces forward.
propel the aircraft. -- Add together all negative forces on the internal engine surfaces; these are
the forces that push those surfaces rearward.
Overview:
-- The net thrust is equal to:
There are several ways to describe how a turbofan engine produces thrust:
(Total forward forces) minus (Total rearward forces).
-- Explain the scientific, technical, and mathematical principles.
-- Describe the forces that occur in the engine and are transmitted through
its structure to the aircraft.
We will give a short and simple summary of the principles.
Basic Principles of thrust:
A jet engine (gas turbine) does not create a thrust force by pushing exhaust
gases against atmospheric air. A jet engine is a reaction engine that increases
the energy of the gases that go through it to produce thrust.
A jet engine produces a thrust force due to Sir Isaac Newton’s Second and
Third Laws of Motion.
-- Second Law:
* Force = Mass x Acceleration (F=Ma). A force is produced when a mass
of air is accelerated (has its velocity increased). This also means that
a force is produced when the momentum of the air is increased.
(the momentum of something is defined as its mass multiplied by its
velocity).
-- Third Law:
* For every force or action, there is an equal and opposite reaction.
A jet engine increases the momentuin of the air that goes through it. This can
be stated by the following equation, which is another way to write Newton’s
Second Law:
-- Force = (Momentum of exhaust gases) minus (Momentum of the incoming

air)
-- The engine applies a rearward force to the air which is equal to the increase
in momentum. Due to the Third Law, the engine is pushed forward by a equal
reactive force.
The explanation above can also be applied in a practical way, we can calculate
the thrust produced by an engine as follows:

72 -- 00
Figure 2 Engine Thrust

72 -- 00
ENGINE POWER SETTING CONCEPT
Purpose
The rating of a gas turbine engine is:
-- The manufacturer‘s guarantee of new engine performance, i e: takeoff
rating, maximum continuous rating, etc.
-- A concept for setting engine power.
In general, there are two rating concepts which are utilized for setting engine
power. One concept is that of rating an engine to a constant compressor
speed, and the other is that of rating an engine to a constant exhaust gas
temperature. The bassic Pratt & Whitney engine rating concept is that of rating
an engine to a constant exhaust gas temperature (flat rating).
In discussing the flat rating concept, the following principles should be kept in
mind:
-- Ambient air temperature and air density vary inversely.
-- Airflow through the engine compressor is a function of compressor speed
and air density.
-- Compressor speed is a function of compressor airflow and the energy
available to the compressor’s turbine.
Therefore, when the exhaust gas temperature is maintained at a constant
value (constant energy level to the turbine), compressor speed becomes a
function of ambient air temperature for a given pressure altitude.
The flat rating concept shown on the facing page, below the flat rating
temperature (Tt2) point, the engine is producing maximum rated thrust at
reduced values of fuel flow, EGT, and compressor speeds. The reduced EGT
results in a decreased rate of turbine deterioration resulting in an increased hot
section life with no penalty in thrust.
Above the flat rating temperature point a constant EGT is maintained.
This results in a prolonged hot section life and at the same time provides
the thrust to satisfy aircraft certification requirements.

72 -- 00
Figure 3 Flat Rating Concept

72 -- 00
COMPRESSOR PERFORMANCE
Purpose:
Compressor performance is utilized to define compressor operating
characteristics. Compressor maps are principally the tools of those who
design compressors, but they can also be used to show certain operational
effects that are of interest to maintenance personnel.
Compressor maps are graphs illustrating compressor performance, and are
plotted on the parameter axes of compressor pressure ratio vs corrected
airflow, for a given compressor speed.
This plotting identifies the compressor surge line.
The steady state operating line (established by diffuser, combustor and turbine
geometry) is then determined and plotted on the map. The distance between
the compressor surge line and the steady state operatmg line determines
the surge margin.
Explanation of Surge:
The causes of compressor surge (which is a more correct term than “stall” )
are too complex to describe here. The effect of surge is as follows:
Surge is a sudden decrease of airflow through the compressor. This will
decrease of airflow is caused by inability of the compressor to produce the
proper pressure rise to maintain the mass of airflow through it. As a result
the airflow will break down or reverse its direction.
COMPRESSOR MAPS
Compressor performance, graphically illustrated by compressor maps, is used
to define compressor operatmg charactenstics.
Compressor maps, used to identify the compressor surge line, are plotted on
the parameter axes of compressor pressure ratio Vs. corrected airflow (for a
given compressor speed).
The steady state operating line (established by diffuser, combustor, and turbine
geometry) is then determined and plotted on the map. The distance between
the compressor surge line and tile steady--state operating line determines
the surge margin.
Compressor maps are used by compressor designers and, because they
indicate various operational effects, by maintenance personnel.

72 -- 00
Figure 4 Compressor Map Development

72 -- 00
REAR COMPRESSOR MAP:
The rear compressor axis consists of:
-- Compressor pressure ratio (Pt4/Pt3)
-- Corrected airflow
The rear compressor plotted applications consists of:
-- Constant compressor speed lines
-- Surge line
Operating lines:
-- Steady state operating line
. The steady operating line is determined from engine testing and is a
function of the diffuser, combustor, and turbine geometry.
-- ACCEL line
. During rapid acceleration the operating line moves towards the surge
line. This movement is caused by a rise in burner pressure due to the
increase in fuel flow which causes a back pressure at tile HPC exit.
This can be compared to the increase in back pressure when the
outflow valve is closed in the compressor test rig.
-- DECEL line
. During rapid deceleration, the operating line moves away from the
surge line. This movement is caused by a drop in burner pressure due
to the reduction in fuel flow which reduces the back pressure on the
HPC. This can be compared to the reduction in back pressure when
the outflow valve is opened in the compressor test.

72 -- 00
Figure 5 Rear Compressor Map

72 -- 00
FRONT COMPRESSOR MAP
The front compressor axis consists of:
-- Compressor pressure ratio (Pt3/Pt2)
-- Corrected airflow
The front compressor plotted applications consist of:
-- Constant compressor speed lines
-- Surge line
-- Operating lines
. Steady state operating line
The steady state operating line determined from engine testing
and function of the díffuser, combustor, turbine geometry.
. ACCEL line
During rapid acceleration, tile operating line first moves toward the surge
line because of an increase in burner pressure. Then it moves away from
the surge line as the HPC speeds up. The rotational speed (N2) of the
HPC increases more rapidly than the HPC speed (N1) because the
HPC has less inertia. When N2 increases, the airflow through the HPC
increases. This reduces the back pressure on the HPC.
. DECEL line
During rapid deceleration the operating line moves toward the surge line.
This movement is caused by an increase in back pressure on the HPC.
This occurs because the HPC slow down faster than the LPC, so it
cannot accept all of the airflow from the LPC. This is a stronger effect
than the reduction in burner pressure.

72 -- 00
Figure 6 Front Compressor Map

72 -- 00
NOTES :

ENGINE JT8D -- 7 to 17
72 -- 00
ENGINE

72 -- 00
BUILD GROUPS
Description and Purpose:
A build group is the largest assembly of engine parts that can be conveniently
removed or installed as a unit. This permits:
(1) easy disassembly of the engine for repair;
(2) easy assembly for build--up.
NOTE: A BUILD GROUP IS SOMETIMES REFERRED TO AS
A MODULE, MODULAR COMPONENT, OR ASSEMBLY.
Build Group Concept to the JT8D:
The JT8D engine was designed before the build group concept was fully
developed. Thus the build group concept does not apply as well to the JT8D
as it does to the newer Pratt & Whitney engine models.
The JT8D engine is made up of 12 build groups and:
-- Two sections whose assembly is completed when they are attached to
the engine. (These can be referred to as ”build group sections”.)
-- Some assembly parts which are used to connect some of the build groups
together.
The word ”section” is used in two different ways:
-- There are six major engine sections: air inlet, compressor, combustion,
turbine and exhaust, accessory drives, and fan discharge.
-- There are two build group sections.
Because the JT8D has a full length fan duct:
-- It is not practical for the engine to be fully modular. (Some parts of the
duct must he removed to permit access to the cases.)
-- The name ”fan discharge section” has two diiferent definitions:
As a major engine section, it includes all parts of the fan duct downstream from
the fan exit guide vanes.
As a build group section, it is just one part of the fan duct.

72 -- 00
Figure 1 Build Groups

72 -- 00
MAJOR ENGINE BUILD GROUPS:
The major JT8D build groups are usted, and the first two elements of their ATA
numbers are given. Two of the build groups are build group sections.
-- Front accessory drive group 72--21--00
-- Fan inlet group 72--23--00
-- Front compressor group 72--33--00
-- Compressor intermediate group 72--34--00
-- Rear compressor group 72--3~00
-- Diffuser group 72--37--00
-- Diffuser outer fan duct group 72--38--00
-- Combustion and No. 5 bearing section 72--41--00
-- Turbine nozzle group 72--51--00
-- Rear compressor drive turbine group 72--52--00
-- Front compressor drive turbine group 72--53--00
-- Exhaust case group 72--54--00
-- Accessory gearbox group 72--61--00
-- Fan--discharge section 72--71--00
The two build group sections are:
-- Fan--discharge section
-- Combustion and No. 5 bearing section.
The exhaust case group is sometirnes referred to as a build group section.
That is because it has some parts that can be installed after it is attached to
the engine. We refer to it as a build group, not as a build group section.
The exhaust case group can have different names in different rnanuals. For
example, it can be referred to as:
-- (Engine) exhaust case section (group)
-- (Engine) exhaust section (group)
-- (Engine) exhaust group.

The accessory gearbox can have different names in different manuals.
For example, it can be referred to as:
-- Main accessory drive gearbox
-- Accessory drive gearbox
-- Main accessory gearbox.

72 -- 00
Figure 2 Section Locations

72 -- 00
FRONT ACCESSORY DRIVE GROUP (72--21--00)
Purpose:
The front accessory drive group contains gears which are turned by the front
compressor. Those gears turn:
-- The N1 tachometer; which is a QEC component
-- The scavenge oil pump for the No. 1 bearing.
Construction:
Cast magnesium housing contains the:
-- Scavenge oil pump for the No. 1 bearing
-- N1 tachometer drive
-- Oil nozzle.

72 -- 00
Figure 3 Fron Accessory Drive

72 -- 00
FAN INLET GROUP (72--23--00)
Purpose:
The fan inlet directs the inlet air to the fan blades at the correct angle and with
a minimum pressure loss. It supports the No. 1 bearing and the front accessory
drive.
Construction:
The fan inlet case has two bosses for anti--icing air. They are at the 2:00 and
10:00 positions. There are 19 equally spaced inlet guide vanes which:
. Are hollow
. Are anti--iced
Support the No. 1 bearing.
-- Eighteen of the vanes have two internal ribs which go from one end to the
other.
-- The other vane is the master vane, which is at the 6:00 position. It is also
referred te as the six o’clock vane. It has five internal tubes that go from
one end to the other.
Probes:
There is a Pt2 probe at the 5:00 position on the inlet case:
It senses the total pressure at the inlet. This Pt2 sense pressure goes to the
pressure ratio bleed control (PRBC), which is part of the compressor bleed
system. There is a Pt2 probe* at the front of the nose bullet*.
-- It is part of the EPR indicating system.
A tube* goes from the Pt2 probe to a fitting* inside of the nose bullet.
That fitting is attached to the Pt2 tube at the front of the No. 1 bearing
compartment. The Pt2 tube goes through the master vane to the bottom of
the inlet case. From there, the Pt2 sense pressure goes to the aircraft.
* These are airframe supplied.

-- There is a Tt2 sensor at the 7:00 position on the inlet case.
It senses the total temperature at the inlet.
This Tt2 sense temperature goes to the fuel control unit.

72 -- 00
Figure 4 Fan Inlet

72 -- 00
FAN INLET GROUP
Master Vane
The master vane has five tubes that go from the bottom of the engine to the
central hub as follows:
-- The tachometer transfer tube is a conduit for the electrical lead from the
N1 tachometer
-- Breather air (with oil vapor from the No. 1 bearing compartment) flows
down through the oil breather tube.
-- Oil that has lubricated and cooled the No. 1 bearing flows down through
the scavenge oil tube.
-- Oil that is pumped to the No. 1 bearing goes up through the pressure oil
tube to lubricate and cool the bearing
-- Pt2 air pressure goes through the Pt2 inlet case tube.
The five tubes go into the central hub and turn towards the front of the engine
(towards the front accessory drive area). The locations of the fittings at the end
of these tubes are:
-- Pt2 inlet case tube 3:30 position
-- Pressure oil tube 4:00 position
-- Scavenge oil tube 5:00 position
-- N1 tachometer tube 6:00 position
-- Oil breather tube 8:00 position.

72 -- 00
Figure 5 Master VAne

72 -- 00
FRONT COMPRESSOR GROUP (72-- 33-- 00)
Purpose:
The front compressor group increases the pressure of the primary airflow. The -- 3rd stage:
fan stages also accelerate the secondary air.
. 64blades
Construction: . Dovetail slots and retaining plate
The cases are designed for fan blade containment. The cases are: -- 4th stage:
-- Fan front case
. 62 blades
-- Fan rear case.
. Dovetail slots and tablocks
There are six stages in the front compressor. They are:
-- 5th stage:
-- Two stage fan (compressor stages 1 and 2) (primary and secondary)
-- Four stage low pressure compressor (compressor stages 3, 4, 5, and 6) . 64blades
(primary). . Dovetail slots and tablocks
The front compressor rotor assembly consists of: -- 6th stage:
-- Integral front hub and fan disk
. 62 blades
-- Integral rear hub and 4th stage disk
. Dovetail slots and tablocks.
-- Disks secured by tie bolts and nuts
The front compressor stators consist of:
-- Interstage spacers with knife--edge seals
-- Five stator assemblies (compressor stages 1 through 5)
-- Supported by the No. 1 and 2 bearings
-- Continuous ring construction
-- Driven by turbine stages 2, 3, and 4.
-- Bolted together
The front compressor blades consist of:
-- Interstage and blade tip seal lands.
-- 1st stage (fan):
NOTE: THE FAN EXIT CASE IS AN ASSEMBLY PART, NOT PART OF
. 30 blades in JT8D--7 models
A BUILD GROUPS. IT IS A TWO PIECE (SPLIT) CASE.
. 27 blades in JT8D--9/11/15/17 models
. Dovetail slots and retaining plate
-- 2nd stage (fan):
. 42 blades in JT8D--7 models

. 40 blades in JT8D--9/11/15/17 models
. Pin--joint attachment with rivets

72 -- 00
Figure 6 Front Compressor

72 -- 00
COMPRESSOR INTERMEDIATE GROUP (72--24--00)
Purpose: Borescoping
The cornpressor intermediate group provides the following: The cornpressor intermediate group has borescope ports that give a view of
-- Supports the No. 2 and 3 bearings the 6th and 7th stage area.
-- Supports the accessory gearbox
-- Has attachrnent points for the engine front mount brackets.
Construction:
The ducts and cases consist of:
-- Fan--discharge front compressor inner duct *
-- Fan--discharge front compressor outer duct *
-- Cornpressor intermediate case* (which includes the tower shaft housing)
-- Fan--discharge rear cornpressor inner duct *
-- Fan--discharge rear cornpressor outer duct. *
* These three items are a single assembly. Thus the term ”compressor
intermediate case” is frequently used to refer to all three of them as a unit.
The compressor intermediate group includes:
-- The 6th stage stator
-- Vanes that are in the secondary gaspath
-- Some fairings in the secondary gaspath for 6th and 8th stage bleed air.
The fan--discharge rear cornpressor inner and outer ducts have bosses for 6th
and 8th stage bleed air. One or three antisurge bleed valves are attached to
the exterior of the fan--discharge rear cornpressor inner duct. The number of
antisurge bleed valves is different number as a different JT8D configurations.
Some of the earlier JT8D engines do not have any 8th stage bleed valves.
Bleed Air
6th stage air is supplied for:
-- The Ps3 sense signal to the Pressure Ratio Bleed Control (PRBC)
-- Aircraft use
8th stage air is supplied for:
-- Engine anti--icing
-- Engine antisurge bleed (SB 4597)
-- Aircraft use.

72 -- 00
Figure 7 Compressor Intermediate

72 -- 00
REAR COMPRESSOR GROUP (72-- 36-- 00)
Purpose: Dovetail slots and tablocks
The rear compressor group increases the pressure of the primary air. -- 11th stage
NOTE: THE REAR (HIGH PRESSURE) COMPRESSOR RECEIVES 70 blades
PRESSURIZED PRIMARY AIR FROM THE LOW PRESSURE
Dovetail slots and tablocks
COMPRESSOR. IT SENDS THAT AIR TO THE DIFFUSER.
-- 12th stage
Construction:
80 blades
The rear compressor stages consist of:
-- Seven stages of high pressure compressor blades (compressor stages 7
through 13) -- 13th stage
-- Six stages of high pressure compressor vanes (compressor stages 7 74 blades
through 12)
The rear compressor rotor assembly consists of:
The rear compressor stators consist of:
-- Interstage spacers with integral knife--edge air seals
-- Six stator assemblies (compressor stages 7 through 12)
-- Front hub, disks, spacers, and rear hub held together by 12 tie rods.
-- Continuous ring construction
-- Is a thrust balance chamber for the No. 4 bearing.
-- Interstage blade tip seal lands.
-- Supported by the No. 3 and 4 bearings.
-- Driven by the turbine 1st stage.
-- Drives the accessory gearbox.
The rear compressor blades consist of:
-- 7th stage
60 blades
Pin--joint attachinent with rivets
-- 8th stage
58 blades

-- 9th stage
60 blades
-- 10th stage
64 blades

72 -- 00
Figure 8 Rear Compressor

72 -- 00
DIFFUSER GROUP (72--37--00)
Purpose: PcP air has a turbine cooling air pressure test port, forward of the manifold at
The diffuser group primary function is: the 10:30 position.
-- Receives high pressure primary air from the rear compressor NOTE: THE FAN--DISCHARGE DIFFUSER INNER DUCT IS ATTACHED
-- Reduces air velocity suitable for combustion. TO THE DIFFUSER GROUP BUT IS NOT PART OF IT. THE FAN
DISCHARGE DIFFUSER INNER DUCT IS AN ASSEMBLY PART.
Construction: The primary and secondary fuel rnanifolds on the right side of the diffuser case
The diffuser case functions are: carry fuel to four fuel nozzles. Fuel enters these manifolds through fuel inlet
-- Supports the No. 4 bearing tubes that are in a fan duct fairing at the 5:00 position
-- Holds the nine fuel nozzles The prirnary and secondary fuel manifolds on the left side of the diffuser case
carry fuel to five fuel nozzles. Fuel enters these manifolds through fuel inlet
-- Has mounting structures for the nine combustion chambers.
tubes that are in a fuel rnanifold fairing at the 7:00 position.
The diffuser case has nine hollow struts with holes in their sides. They are
between the fuel nozzle supports and slightly forward of them. 13th stage At the base of each fuel nozzle support, there is:
bleed air enters these struts through their side holes, and it flows outward to -- A connection to the prirnary fuel manifoid.
the 360 degree manifold on the exterior of the diffuser case. -- A connection to the secondary fuel rnanifold.
The following tubes go through these struts:
-- Two (oil system> breather tubes (all models)
-- One pressure oil tube (all models)
-- One scavenge oil tube (all models)
-- One seal air pressure tube (8th stage air) (labyrinth seal only)
-- Three seal air bleed tubes (only if the No. 4 bearing seal is a labyrinth
type) (JT8D--11 thru --17 only)
-- Two seal air bleed tubes (JT8D--1 thru --9 only)
-- At the 6:00 position: One of the three seal air bleeds (if the No. 4 bearing
has labyrinth seal) or a seal drain (if the No. 4 bearing has a carbon seal)
The diffuser group also includes:
-- The compressor exit stator assembly (13th stage)
-- Two fuel manifold fairings for the fuel inlet tubes.
Bleed Air:
13th stage air has:
-- Bosses on the manifold at the 5:00 and 7:00 positions for the antisurge
bleed valves
-- Bosses on the manifold at the 10:00 and 2:00 positions for fuel heat and
aircraft use.

72 -- 00
Figure 9 Diffuser
72 -- 00
The different JT8D models have several different types of:
-- Fuel manifolds
-- Fuel nozzle supports
-- Connections between the manifolds and fuel nozzle supports.
Three types of connections are shown on the facing page.
They are typical of what you may see on JT8D engines, but sorne variations
are not shown. For example, the conical seat designs have different types of
gaskets.
In the early JT8D engines (prior to SB 2722):
-- On both sides of the engine, the prirnary and secondary fuel manifolds
are a single assembly. Each assembly includes (four or five) flat plates
for the fuelnozzle supports.
-- The base of the fuel nozzle support has a flat surface that mates
with a flat plate on the fuel manifold assembly.
-- The two holes through which primary and secondary fuel flow (from
the manifolds into the fuel nozzle support) have chevron ”pinch” seals.
-- Some designs have a spacer plate between the two mating surfaces
In the later JT8D engines (SB 2722):
-- The primary and secondary manifolds are separate, and there are
no ”flat plates”.
-- For each fuel nozzle support, both of the fuel manifolds have a fitting
with a retaining nut.
-- The fuel nozzle support has two threaded fittings for those retaining
nuts. Those fittings have conical seats on which there is a tapered
metal Voishan seal.
Tipical Fuel Nozzles
-- The newer design (SB 4484) has a transfer tube inside of the
threaded fitting.
The different JT8D models have several different types of fuel nozzles. The
fuel nozzles have been redesigned to decrease emissions.
The two major types of fuel nozzles are shown on the facing page. They are:
-- The low emission type which is newer
-- The type of fuel nozzle used prior to the low emission type.

72 -- 00
Figure 10 Nozzle Seal - SB 4484

72 -- 00
DIFFUSER OUTER FAN DUCT GROUP (72-- 38-- 00)
Purpose:
The fan discharge diffuser outer duct is part of the outer fan duct, which
contains the secondary airflow.
Construction:
The fan discharge diffuser outer duct is a one--piece component.
-- This duct is attached to:
The fan discharge rear outer duct (at flange H)
The fan discharge combustion outer duct (at flange J).
-- It has bosses that are used to attach:
The Pressurizing and Dump (P&D) valve
The Pressure Ratio Bleed Control (PRBC)
Lines for 13th stage bleed air, oil (pressure, scavenge, breather),
and fuel.
-- Some other parts are attached to it, such as elbows, tubes, and brackets.

72 -- 00
Figure 11 Diffuser Outer Fan Duct

72 -- 00
FAN DISCHARGE SECTION (72-- 71-- 00)
Purpose:
The fan discharge combustion outer duct is part of the outer fan duct, which
contains the secondary airflow.
Construction:
The fan discharge combustion outer duct is a two--piece case with top and
bottom halves.
This duct is attached to:
-- The fan discharge diffuser outer duct (at flange J)
-- The fan discharge exhaust outer duct (at flange K).
The fan discharge combustion outer duct:
-- Holds the ignition exciter(s)
-- Has two ports for igniter plugs
-- Has a fuel drain boss
-- Has three service bleed ports for secondary (fan) air.
The fan discharge combustion outer duct has:
-- Bosses and flanges to attach the components identified above.
In later JT8D models, the fan discharge combustion outer duct has a liner that
absorbs sound.
It is referred to as ” noise suppression insulation”.

72 -- 00
Figure 12 Fan Discharge Section

72 -- 00
COMBUSTION AND NO. 5 BEARING SECTION (72-- 41-- 00)
Purpose:
In the nine combustion chambers (burner cans), the fuel and air are mixed and The fuel drain manifold attaches to the cornbushon chamber outer case at the
burned to add energy in the prirnary gas path. two drain bosses. At each boss there is a “reed~type” fuel drain valve.
The heatshields insulate the following components from the high temperatures -- The combustion chamber inner case attaches to:
in the combustion section:
. The inner rear flange of the diffuser case
-- The No. 4, 4 1/2, and 5 bearings
. The outer flange of the No. 5 bearing housing.
-- The N1 and N2 driveshafts
-- The No. 4 bearing oil scavenge pump. Heatshield:
-- This build group section supports the No. 5 bearing. There are some heatshields in the combustion chamber inner case.
The illustration below shows three ”No. 4 and 5 bearing” heatshields, but:
Construction:
-- Some cylindrical shields that slide inside of them are not shown.
The combustion and No. 5 bearing section is attached to three other build
groups: -- The ”No. 4 and 5 bearing” heatshields are also referred to by other names
such as ”turbine shafts bearing” heatshields.
-- Diffuser group
The inner heatshield has:
-- Turbine nozzle group
-- A tube for the pressure oil tube
-- Rear compressor drive turbine group.
-- A tube for the scavenge oil tube
The combustion and No. 5 bearing section is attached to some assembly parts:
-- A bellows design at one end to perrnit axial movement due to thermal
-- The No. 4 bearing
expansion.
-- The oil scavenge pump for the No. 4 and No. 5 bearing
-- Part of the No. 5 bearing
The combustion chamber outer case attaches to two ducts to continue the
inner surface of the fan duct. They are:
-- The fan--discharge diffuser inner duct
-- The fan--discharge turbine inner duct.
The combustion chamber outer case has:
-- Two combustion chamber drain bosses
-- Two igniter plug bosses

-- A Ps4 boss.

72 -- 00
Figure 13 Combustion and No. 5 Bearing Section

72 -- 00
COMBUSTION CHAMBERS:
Each combustion chamber (burner Cans) has:
-- A set of welded liners
-- A front mounting lug
-- Low emission design (in the later JT8D models).
The later JT8D engines, and many reworked engines, have a magnesium
zirconate coating on the inside surfaces of their combustion chambers.
A combustion chamber has three types of holes that permit primary air to enter
it.
-- The combustion holes are located near the front of the combustion
chamber. The air that goes through these holes is used primarily for
combustion.
-- The dilution holes are located near the rear of the combustion chamber.
The air that goes through these holes is used primarily to cool the very hot
gases before they go out of the combustion chamber.
-- There are small holes around the front of each segment (liner).
The air that goes through these holes flows against the inner wall of the
combustion chamber. It helps to insulate the combustion chamber from
the very hot combustion gases.
Other Features:
-- There are crossover tubes between adjacent combustion chambers.
They propagate the flame from one combustion chamber to the next one.
-- Combustion chambers 4 and 7 have short guides that the igniter plugs go
into.
NOTE: DIFFERENCES BETWEEN THE ENGINES ARE LISTED IN THE
INTRODUCTION OF THE MAINTENANCE MANUAL, SECTION
72--00.

72 -- 00
Figure 14 Combustion Chamber

72 -- 00
TURBINE NOZZLE GROUP (72--51--00)
Purpose:
The turbine nozzle group supports the rear (outlet end) of the nine burner cans.
The 1st stage turbine vanes guide the flow of the primary gas from the burner
cans through a precise area so it arrives at the 1st stage turbine blades at the
correct angle, velocity, and pressure.
NOTE: THE 1ST STAGE TURBINE VANES ARE ALSO REFERRED TO
AS THE TURBINE NOZZLE GUIDE VANES (NGV).
Construction:
The turbine nozzle case is bolted to the rear of the combustion chamber outer
case, it also:
-- Is made of steel that resists heat and corrosion
-- Supports the combustion chamber guides
-- Is also referred to as:
. Turbine outer front case
. Turbine nozzle case.
-- Is cooled by 13th stage air.
-- The turbine nozzle group supports the combustion chamber rear guides

72 -- 00
Figure 15 Turbine Nozzle Group

72 -- 00
TOBI DUCT
The Tangential On Board Injection (TOBI) duct:
-- Sends cooling air to the 1st stage turbine rotor
-- Is also referred to as the ”turbine cooling air duct assembly” or the
”cooling air duct”
-- Is used in the later JT8D models, --15 through --17AR.
-- The combustion chamber outer duct and the combustion chamber inner
outlet duct are:
-- Non louvered (solid) in the earlier models
-- Louvered in the later JT8D models.

72 -- 00
Non -- Louvered Louvered
Figure 16 Tangencial On Board Injection Duct

72 -- 00
TURBINE NOZZLE GUIDE VANES -- TNGV:
The 1st stage turbine vanes are:
-- Internally cooled by 13th stage air
-- Coated for protection
-- Individually replaceable
-- Bolted at the inner and outer vane roots
-- Classified by size to accurately control the size (area) of the primary
gaspath from the combustion section to the turbine section.
In the later JT8D models (--15 through --17AR), the 1st stage turbine vanes
have inner and outer platform seals which are sometimes referred to as
”feather” seals.
The three types of vanes shown below were developed for different JT8D
production models.
-- Partial Inner Cooling Flow
-- Full Inner Cooling Flow
-- Full Inner and Convex Cooling Flow
But the newer types can be found in models other than the ones that they
were originally developed for.

72 -- 00
Figure 17 Turbine Nozzle Guide Vanes

72 -- 00
REAR COMPRESSOR DRIVE TURBINE GROUP (72-- 52-- 00)
Purpose:
The rear compressor drive turbine group changes thermal and kinetic energy The 1st stage turbine disk:
into rotational energy (shaft horsepower) to turn the N2 assembly. -- Has 80 blades in all JT8D models other than the JT8D--15A, 17A, and
The rear compressor drive turbine: 17AR
-- Is turned by the quickly expanding gases that come through the turbine -- Has 64 blades in the JT8D--15A, --17A, and --17AR
nozzle guide vanes -- Has rivets for axial blade retention
-- Drives the rear (high pressure) compressor -- Has side plates on the JT8D--15 through --17AR
-- Is also referred to as the High Pressure Turbine (HPT) -- Is bolted to the shaft.
Construction:
The rear compressor drive turbine group rotor assembly:
-- Includes the rear compressor drive turbine shatt which is the outer (N2)
drive shaft
-- Includes the 1st stage turbine disk and blades
-- Is supported by the No. 5 bearing.
The Rear Compressor Drive Turbine Shaft:

-- Is attached to the rear hub of the rear compressor by a spline and
coupling bolt
-- Holds the inner ring for the No. 5 bearing
-- Holds the following assembly parts
. Outer ring for the No. 4 1/2 bearing
. Carbon seal spacer (seal seat)
. Retaining nuts, lock, snap ring and spacer.
-- Is referred to as the:
. Outer (main) driveshaft
. N2 driveshaft
. HPC/HPT (rotor) driveshaft.
-- A classified turbine shaft spacer is used to make sure that the position of
the front turbine will be correct when the engine operates.

72 -- 00
Figure 18 Rear Compressor Drive Turbine

72 -- 00
Blades:
The 1st stage turbine blades have:
--Shrouded tips
-- ”Fir tree” roots for radial blade retention.
The 1st stage turbine blades are:
-- Solid construction on the JT8D--1 through --9
-- Internally cooled by PcP air on the JT8D--11
-- Internally cooled by 13th stage air through the TOBI duct on the JT8D--15
through --17AR.
Different seal designs are used in the 1st stage turbine blade tip area in
different JT8D models.
-- There are several diiferent designs that use knife edge seals
-- There are also several different designs that use honeycomb seals.
The illustration below is for a typical performance improved JT8D model (--15A,
--17A, and --17AR).

72 -- 00
Figure 19 Blade Turbine Configurations

72 -- 00
FRONT COMPRESSOR DRIVE TURBINE GROUP (72--53--00)
Purpose:
The front compressor drive turbine group changes thermal and kinetic energy The blades in the rear turbine section:
into rotational energy (shaft horsepower) to turn the N1 assembly. -- Have shrouded tips with knife--edge airseals
The front compressor drive turbine: -- Have ”fir tree” roots for radial retention
-- Is turned by the primary gas flow from the turbine 1st stage -- Are retained axially by rivets.
-- Drives the front (low pressure) compressor The front compressor drive turbine shaft is:
-- Is also referred to as the Low Pressure Turbine (LPT) -- Attached to the front cornpressor rotor rear hub by a spline and coupling
bolt
Construction:
-- Attached to the rear turbine between the second and 3rd stage disks
This build group is the ”unit turbine”. It includes both the rotor and stator
assembly. -- Referred to as the
The rotor assembly is supported by the No. 2, 4 1/2, and 6 bearings. . Inner main driveshaft
A classified turbine shaft spacer is used to make sure that the position of the . N1 driveshaft
rear turbine will be correct when the engine operates.
. LPC/LPT (rotor) driveshaft.
The non--rotating part of the front compressor drive turbine group includes:
-- Contains a trumpet shaped assembly which is referred to as the “No. 4
-- The turbine rear case
1/2 and 6 oil transfer tube” or ”bearings pressure and scavenge oil tubes
-- The second, third, and 4th stage turbine vanes, which are triple clustered assembly”.
in the JT8D--15A/17A/ and 17AR models
-- The honeycomb seals (in the later JT8D models) and spacers between
the stators
-- The inner stator shrouds.
The rotating part of the front compressor drive turbine group includes:
-- The front compressor drive turbine shaft
-- Three turbine disks and blades
. 2nd stage 88 Blades
. 3rd stage -- 92 blades
. 4th stage -- 74 blades

-- Spacers and airseals between the disks
-- Twelve tierods and 12 bolts which hold the disks, hubs, shaft, and spacers
together
-- 4th stage turbine rotor hub
-- The No. 4 1/2 and 6 bearings (but not their outer rlngs).

72 -- 00
Figure 20 Front Compressor Drive Turbine Group

72 -- 00
EXHAUST CASE GROUP (72-- 54-- 00)
Purpose:
The exhaust case group has the following functions:
-- Controls the flow of the primary and secondary exhaust gases and sends
them out of the engine
-- Supports the No 6 bearing
-- Contains probes for the exhaust temperature and pressure
-- Provides an attachment point for a mixer to decrease exhaust noise.
Construction:
The ducts and cases consist of:
-- Fan discharge exhaust outer duct or fan exhaust outer duct
-- Fan discharge turbine exhaust inner rear duct or fan exhaust inner duct.
Fan exhaust outer duct:
-- Has eight struts to hold the exhaust case
-- Has attachment points for the rear engine mounts.
Exhaust case:
Is an integral assembly
-- Holds the No. 6 bearing
-- Holds the exhaust mixer.
The Tt7 probes are line relaceable.

72 -- 00
Figure 21 Exhaust Case Group

72 -- 00
EXHAUST MIXER (72-- 55-- 00)
Purpose:
The exhaust mixer reduces engine noise by uniformly mixing primary and
secondary airflow.
Construction:
The mixer is composed of a one piece convoluted sheet metal duct that can
be added to the exhaust case with a guide ring.
The mixer is part of a noise reduction kit (hush kit) to comply with stage 3
noise.
The exhaust mixer is presently an option item as per SB 5947.

72 -- 00
Figure 22 Exhaust Mixer

72 -- 00
ACCESSORY GEARBOX GROUP (72--61-- 00)
Purpose:
Transrnits mechanical power frorn the N2 rotor to drive some of the engine
cornponents.
Contains, and provides attachments points for, some engine components
and accessones.
The accessory gearbox group is usually referred to as the ”accessory gear
box”, without the word ”group”.
Also, the accessory gearbox is sornetirnes referred to as:
-- Accessory drive gearbox
-- Main accessory gearbox.
Construction:
The accessory gearbox is a cast two--piece assembly. It attaches to the engine
at three places.
The accessory gearbox gets mechanical power from the gearbox driveshaft
(also referred to as the ”tower shaft”, which:
-- Is inside of a ”strut” in the intermediate case
-- Goes into the accessory gearbox.
The gearbox driveshaft is dnven by the front compressor drive turbine as
follows:
-- A bevel gear is splined to the front hub of the rear compressor (N2) rotor,
in front of the No. 3 bearing.
-- A mating bevel gear is splined to the top of the gearbox drives aft.
Design Features:
The accessory gearbox external components and features (front) are:
-- A mount pad to attach the oil tank (using bolts)
-- A mount pad to attach the fuel pump (using a QAD ring).

72 -- 00
Figure 23 AGB Front View

72 -- 00
ACCESSORY GEARBOX GROUP
Components
The accessory gearbox external components and features (left side) are:
Three ports that are used for aircraft instrumentation and for system checks.
They are:
. The LV3 -- Lubrication Vent 3 (breather)
. The LP5 -- Lubrication Pressure 5 (oil filter inlet)
. And the LP6 -- Lubrication Pressure 5 (oil filter outlet).
NOTE: ON MANY AIRCRAFT, LV3 IS NOT USED; IT IS CAPPED.
The accessory gearbox external components and features (right side) are:
-- An overboard breather port to which a QEC breather duct is attached
-- A N2 tachometer drive pad to which a QEC tachometer is attached
-- And a engine identification plate.
The accessory gearbox external components and features (rear) are:
-- A mount pad to attach the QEC starter
-- A mount pad to attach Constant Speed Drive (CSD) generator
-- And a mount pad to attach the QEC hydraulic pump.
The oil system components include:
-- An oil pressure regulating valve
-- An oil pump (pressure and scavenge oil)
-- An oil filter
-- A chip detectors (optional).
-- And a deoiler (inside of the accessory gearbox).
NOTE: THESE OIL SYSTEM COMPONENTS ARE LRU‘S EXCEPT
FOR THE DEOILER.

72 -- 00
Figure 24 AGB Rear View

72 -- 00
AIRFLOWS
Purpose: 13th Stage Mr (Ps4):
Provides cooling for the hot section, thrust balance for front and rear Bleeds N2 compressor discharge pressure through diffuser case struts into
compressors, and pressurizes the bearlng compartments. circumferential annulus. 2 airframe service bleed ports, and 1 or 2 anti--surge
bleed ports.
6th Stage Air ( Ps3):
De--icing air:
Bleeds N1 compressor discharge pressure into compressor case annulus and
-- Fuel heat
through the 4th stage disk into the interior of the front compressor.
Two airframe service bleed ports. Sensing air:
Pressurization: -- Fuel control unit
-- No. 1, 2 and 6 bearing seals Actuation pressure:
Cooling: -- Muscle pressure for pressure ratio bleed control
-- No. 6 bearing housing -- Muscle pressure to bleed control valve
-- Tailcone Cooling:
-- Exhaust case struts -- Fuel nozzles
-- Rear face 3rd stage turbine disk -- Combustion chamber liners
-- Front and rear face of the 4th stage turbine disk -- Inner and outer outlet ducts
Sensing: -- 1st stage turbine nozzle guide vanes
-- Pressure Ratio Bleed Control -- 1st stage turbine outer air seal
Buffer air to the No. 3 bearing labyrinth seal -- 1st stage turbine blades (--15 thru --17AR)
Pressure Coollng Pressure (PcP):
8th Stage Air:
Bleeds across 13th stage disk rear knife edge airseal
8th stage bleeds through openings in the 8th stage stator into an annulus in the
Cooling:
intermediate case. Two airframe service bleed ports.
-- No. 4 & 5 compartment heatshields
Anti--ice: -- Inlet case -- Nose cone
-- Front and rear faces of the 1st and 2nd stage turbirie disks
Anti--surge bleed valves up to 3
-- Front face of 3th stage turbine disk
Buffer air to the No. 4 bearing (labyrinth seal only)
-- 1st stage turbine blades (--11 only)
9th Stage Mr: -- Interior of the diffuser case

Bleeds through holes in 9th and 10th stage spacer into rear compressor bore. Pressurization:
Thrust balance: -- Reduces thrust load on No. 4 bearing -- No. 4 bearing carbon seal
Pressurization: -- No. 3 bearing seal -- No. 4 1/2 carbon seal
-- No. 5 carbon seal

72 -- 00
Figure 25 Engine Airflows

72 -- 00
NOTES:

OIL SYSTEM JT8D -- 7 to 17

79 -- 00
OIL SYSTEM


79 -- 00
OIL SYSTEM
General Components:
The oil system: * The external components are as follows:
-- Supplies pressurized oil to cool, lubricate and clean the engine bearings and -- Oil tank (attached to the left front face of the AGB)
accesory drives -- Oil pump (at the bottom of the AGB)
-- Collects oil from the bearing compartment and accessory drives and sends -- Oil filter (at the lower left side of the AGB) Three micron sizes are available.
that oil back to the oil tank.
-- Oil pressure regulating valve (at the rear of the AGB)
-- Controls the air breather pressure in the bearing compartments.
-- Fuel/oil cooler (between flanges B and D at the 7:00 oclock)
Description and Operation: -- Magnetic chip detectors (optional)
The oil tank supplies oil to the oil pump, and the pump sends pressurized oil * The internal components are as follows (not shown):
through the oil filter. The filtered oil flows to the oil pressure regulating valve -- Deaerator (in the oil tank)
which:
-- Deoiler (in the accessory gearbox)
-- Bypasses part of the oil back to the oil pump if it is necessary to maintain
-- Oil filter bypass valve (in the oil filter)
the oil flow to the bearings
-- Four scavenge pumps (gearbox at bearing 1, 4and 5, and 6)
-- Sends the non--bypassed oil to the fuel/oil cooler.
-- Strainers and nozzles (at different places in the oil flowpath)
The fuel/oil cooler transfers heat from the oil to the fuel (which flows through
tubes in the fuel/oil cooler). Then the cooled, pressurized oil goes to the Other Data:
bearing compartments and to the gearbox. Scavenge pumps return the oil from
* The oil specifications are as follows:
the bearing compartments and gearbox to the oil tank.
-- Specification PWA 521 tells the type of synthetic oil to be used in the JT8D.
Breather air flows from the bearing compartments to the accessory gearbox.
Oil particles are removed from it, and then the oil--free air is vented overboard. -- Service Bulletin 238 lists the approved oils by brand name.
(This is not shown below.) * The oil consumption guidelines are as follows:
-- If the No. 4 bearing seal is labyrinth oil consumption is .2 to 2 quarts / hour.
Oil System Limits:
-- If the No. 4 bearing seal is carbon oil consumption is .1 to 1 quart / hour.
Normal oil pressure: 40 to 55 psi.
Temperature Maintenance:
120 °C JT8D--1, --7, --9 (continuous) The following components are LRUs:
157 °C JT8D--1, --7, --9 (transient) -- Oil tank -- Oil pump
130 °C JT8D--11, --15, --17 (continuous) -- Oil filter -- Oil pressure regulating valve
165 °C JT8D--11, --15, --17 (Transient) -- Fuel/oil cooler and bypass valve -- Magnetic chip detectors.
Breather -- Scavenge pump in gearbox -- Scavenge pump for No. 6 bearing
8.0 inch Hg, maximum JT8D--1, --7, --9 -- Scavenge pump for No. 1 bearing
8.5 inch Hg, maximum JT8D--11, --15, --17
7.13 inch Hg, maximum all models with No. 4 carbon seal


79 -- 00
Figure 1 Oil System Overview


79 -- 00
ENGINE LUBRICATION SYSTEM Bearing Designation Table
Name Location Number Type
General Front Compressor Front Inlet case; Front 1 Roller
The engine lubrication system provides oil for the bearings and accessory compressor front
drives. It consists of a: hub
-- pressure system, Front Compressor Rear Compressor case 2 Duplex Ball
-- scavenge system and (intermediate) front;
-- breather system. Front compressor
rear hub
Components Rear Compressor Front Compressor case 3 Ball
The oil tank is located on forward left side of accessory drive case. (intermediate) rear;
Pressure and scavenge pump, filter, filter bypass valve and pressure Main accessory
regulator are inside the accessory drive case. Oil cooler with bypass drive gear
valve on left side of engine, above oil tank. Seven bearings, last chance Rear Compressor Rear Diffuser case; Rear 4 Duplex Ball
filters and scavenge pumps located inside the engine. compressor, rear hub
Turbine Intershaft In line with midpoint 4 1/2 Roller
Bearings of combustion chamber
There are 7 bearing assemblies located through the engine. These are case; outer race within
numbered 1 through 6. rear compressor drive
turbine shaft; Inner race
race and rollers on front
compressor drive turbine
shaft
Turbine Front In line with combustion 5 Roller
chamber case rear flange;
Inner race on rear
compressor drive turbine
shaft
Turbine Rear Turbine exhaust case; 6 Roller
Front compressor drive
turbine rear hub


79 -- 00
Nr 6
Nr 2 Nr 3 Nr 4 Nr 4 1/2
Nr 5
Nr 1
Figure 2 Bearing Locations


79 -- 00
ENGINE LUBRICATION SYSTEM
Pressure System
Oil is gravity fed from oil tank into the main oil pump within the accessory drive
case. The pressure section of the pump forces oil through the filter located
downstream of the pump. If the filter becomes clogged, a filter bypass valve
opens allowing oil to flow to the oil cooler. Fuel is used to cool the engine oil.
If the cooler is blocked, a bypass valve across the cooler opens. Oil leaves
the cooler and flows through tubing and last change filters to the bearing
compartments. An oil pressure sense line from the cooler is connected to
the pressure regulator which maintains a constant oil pressure at the bearing
jets, regardless of the pressure drop of the oil at the fuel oil cooler.
Scavenge System
Oil is scavenged from the bearing compartments by three scavenge pumps
which return the oil to the drive case. The scavenge pump in the drive case
sends the oil back to the tank.
Breather System
To ensure proper oil flow and to maintain proper scavenge pump performance,
the pressure in the bearing cavities is controlled by the breather system.
Breather lines are provided from bearing cavities to the accessory drive case.
In the accessory case vapor--laden atmosphere passes through a rotary
breather impellers mounted on the starter drive shaft. Oil is removed and oil
free air is discharged overboard through a hole in left cowling.


79 -- 00
Figure 3 Oil Circuits


79 -- 00
ENGINE EXTERNAL OIL DISTRIBUTION
General
The engine oil distribution system consists of a pressure system which supplies
lubrication to the engine bearings, accessory drives and a scavenge system.
A breather system interconnects the individual bearing compartments, the
accessory drive gearbox, and the oil tank.
Oil Pressure System

Oil flows by gravity from the oil tank to the engine driven pump, located inside
the accessory drive case. Pressure oil from the pump flows through an oil filter
to a fuel cooled oil cooler and passes to the various engine bearings. Bypass
valves are provided in the filter and in the oil cooler. An adjustable pressure
regulating valve, installed in the accessory drive case maintains system
pressure and flow bypassing oil back to the pump inlet.
Scavenge Oil System

Scavenge pump return oil from the bearing cavities to a sump in the accessory
drive case. The scavenge stage of the engine driven pump then returns the oil
to the tank.
Oil Breather System
An oil breather system interconnect the engine bearing cavities, the accessory
drive case, and the oil storage tank.
Detection
Optional magnetic chip detectors can be installed in the scavenge lines, oil tank EXTERNAL COMPONENTS
and accessory case.


79 -- 00
Figure 4 External Components


79 -- 00
ENGINE OIL TANK
General Maintenance:
The engine is provide with a single oil tank used to store and supply oil to the The oil tank is an LRU.
oil pressure subsystem for engine lubrication. The oil tank is located on the left The oil drain valve is cleanable and replaceable.
forward face of the accessory drive case. It is held at the drive case by three
bolts and is secured at the front by a strap.
Components
The tank consists of oil outlet tube to pressure pump and oil return tube from
scavenge pump. The returning oil is sent to a deaerator where oil and air/fumes
are separated by centrifugal action of swirling oil. The air/fumes mixture is
vented to the accessory drive case and hence overboard through the breather
system.
The tank vent system consists of a climb and dive/normal ports, thus providing
an all attitude venting system. Quantity indication is provided by a capacitance
probe and by a dipstick which is integral with the filler cap. On the left side of
the tank are provisions for optional sight glasses and pressure servicing ports.
Description and Operation:
The tank is a stainless steel weidment. It contains three transfer tubes which
accommodate oil supply, scavenge and breather flow between the tank and
main accessory gearbox. A self--locking filler cap and attached dipstick are
located in the main filler port. A scupper sunip and drain system provides
overboard drainage. Remote fill ports are provided for a remote filling option.
An internal baffle minimizes oil sloshing in tank. The tank contains provision
for an oil quantity transmitter. An internal deaerator removes air from scavenge
return oil. Sight gage ports provide for optional visual method of checking oil
level. The tank incorporates a drain valve.
Tank capacities:
-- Total: 6.3 U.S. gallons
-- Serviceable: 5.0 U.S. gallons (20 quarts, 18.9 liters) OIL TANK
-- Usable: 4.0 U.S. gallons (16 quarts, 15.1 liters)
The oil should be checked and added as soon as possible after engine shut-
down but no later than two hours after engine shutdown. Oil servicing can be
accomplished through the filler port or the remote fill ports.


79 -- 00
Figure 5 Oil Tank Components


79 -- 00
FUEL OIL COOLER
General
Automatic engine oil cooling is provided by a fuel--oil cooler on the high
pressure side of the oil system. The oil cooler is of the full flow type,
there is full flow of fuel through the cooler whenever the engine is running
and no temperature regulation of engine oil is accomplished within the cooler.
The oil cooler is located on forward left side of engine above the oil tank.
Components
The oil cooler consists of an outer case which houses a tube assembly
through which fuel passes. Oil passes back and forth across the tubes
to provide maximum heat transfer.
A pressure bypass valve is provided only on the oil side of the cooler.
Indication of opening of the bypass valve is by the increasing oil temperature.
”0” ring seals are located on the forward end of the case and on the ”0” ring
holder to prevent fuel and oil leakage. A small leakage hole is located on the
forward bottom part of the case and connects into the cavity between the two
”0” rings. No leakage of fuel is permissible from the hole.
At the outlet from the cooler, pressure sense line supplies oil pressure signal
to the regulator.
Description and ()peration:
The fuel/oil cooler is of the full flow type with a pressure bypass valve:
-- It consists of a housing containing a removable core composed of more than
200 straw--like tubes through which fuel passes.
-- A series of baffles within the core directs the flow of oil around the tubes. FUEL OIL COOLER
The bypass valve opens at 55 psid in the event that the core becomes
clogged and to ensure that oil flow to the bearing compartments is not
restricted. Typical pressure drop across the cooler is 30 psi.
The fuel/oil cooler has a 040 inch diameter weep hole, the leakage of fluid (fuel
or oil) through this hole is an indication of an internal packing failure.
Maintenance:
The fuel/oil cooler is a line replaceable uint.
The bypass vaive is a line replaceable unit, and it is cleanable.


79 -- 00
Figure 6 Fuel Oil Cooler


79 -- 00
OIL QUANTITY COMPONENTS
Purpose
The Oil Quantity indicating system is used to display on the flight deck the
quantity of oil, in quarts, gallons or liter units remaining in the oil tank.
Components
The oil quantity system components consist of:
-- Oil tank
-- Oil quantity transmitter
-- Oil quantity indicator
Description and Operation

The oil quantity transmitter is located in the oil tank.
There are two types:
-- Reed switch potentiometer and magnetic--float assembly
-- Capacitance probe
The capacitor type probe has a capacitor in a housing. The capacitance is
in proportion to the oil level in the tank. The capacitance is transmitted to
the flight deck oil quantity indicator.
A reed type has a set of switches that open and close by a magnetic float.
The float moves with the oil inside a housing. The reed switches change the
resistance in proportion to the oil level and transmit it to the flight deck oil
quantity indicator.
The oil quantity system is a QEC component.
Maintenance
The oil quantity indicating system components are LRU‘s.


79 -- 00
Figure 7 Oil Quantity Components


79 -- 00
OIL QUANTITY INDICATING
General Test
The oil quantity gaging system measures the oil quantity in the engine oil Operating the test switch, connects the active area of tank unit to ground, thus
tank and provides a visual indication in the control cabin for monitoring oil simulating empty condition. This results in the gage pointer moving downscale.
consumption. Upon release of the test switch, the gage returns to previous r
Components
The gaging system consists of a capacitance type combination tank unit
and compensator located in the oil tank, an oil quantity gage and a test
switch on the P2 center instrument panel. The gage receives 115 Vac
power from P6--2 circuit breaker panel.
Tank Unit and Compensator
The tank unit consists of two conductive tubular members separated by
an air gap. The active gaging area on these tubes is profiled, or varied,
to provide an accurate reading of quantity at various oil levels and attitudes.
A compensator section, composed of two short tubular members separated
by an air gap, is mounted at the lower end of the unit. It is completely
immersed in oil and minimizes the effect of change in oil dielectric due to
temperature or variation in composition.
Indicator
The indicator consists of an amplifier--bridge assembly, bridge circuit, power
supply transformer and two phase motor, which through gearing drives the
pointer and rehajancing part of the bridge. On the rear of the indicator are the
FULL and EMPTY adjustment screws. The indicator has integral lighting.
Operation
The tank unit acts as a variable capacitor, the capacitance of which varies
with a change in the dielectric value of the material between its plates. In the
oil tank, the dielectric material will be all oil or partially oil. and partially air, the
ratio being determined by the amount of oil in the tank. Thus the capacitance
of the tank unit will vary with the amount of oil in the tank. The capacitance
change Is transmitted to an amplifier bridge which converts the signal to an
amplified voltage used to drive an indicator which displays the quantity of oil
in the tank.The motor also drives the potentiometer wiper to rebalance the
bridge network.


79 -- 00
Figure 8 Oil Quantity Indicating


79 -- 00
OIL TEMPERATURE COMPONENTS
Purpose
The Oil Temperature indicating system is used to display, on the flight deck,
the engine oil temperature.
Components
The oil temperature system consists of:
-- Oil temperature sensor
-- Oil temperature indicator

The oil temperature sensor, a resistance type bulb located in the fuelloil cooler,
senses oil temperature at the oil cooler outlet.
The oil temperature indicator, located on the flight deck, indicates temperature
in °C.
The maximum continuous oil temperature is:
-- 120 °C for the JT8D--1, --7, and --9 model engines and
-- 130 °C for the JT8D--11, --15, and --17 model engines.
Indicating system are QEC components.
Maintenance
Indicator and sensor are LRU‘s.


79 -- 00
Figure 9 Oil Temperature Components


79 -- 00
OIL TEMPERATURE INDICATING
General
The oil temperature system monitors the oil temperature in the distribution
system and provides a visual indication in the control cabin.
Components
The system consists of a resistance type temperature bulb located at the
outlet from the oil cooler and oil temperature indicator on P2 center instrument
panel. The indicator receives 28 Vac power from P6--2 circuit breaker panel.
Temperature Bulb
The oil temperature bulb comprises an enclosed resistance unit whose
resistance varies directly with changes in temperature. It is in direct contact
with oil flow leaving the cooler.
Indicator
The oil temperature indicator is a resistance ratiometer type unit. It consists
of no--power sweep off coil, deflection coil, cabin temperature compensator
and a dial calibrated in °C. The indicator has integral lighting.
Operation
The indicator rectifies the AC power to DC and applies it to the metering
circuits through an electro--magnetic sweep--off mechanism. This forces
the meter to respond to the coil torques. The indicator applies a voltage
to the temperature bulb and the resulting current is a measure of the oil
temperature. The bulb resistance as a function of the oil temperature,
determines the voltage applied to sensing coil of the ratiometer bridge.
The quick release of the bulb provides for easy trouble shooting with an
ice bath or by ambient temperature comparison.


79 -- 00
Figure 10 Oil Temperature Indicating


79 -- 00
OIL PRESSURE COMPONENTS
Purpose
The Oil Pressure indicating system is used to display on the flight deck
the engine oil pressure in pounds per square inch (psi).
Components
The oil pressure system consists of:
-- Oil pressure transmitter
-- Oil pressure indicator
-- Oil pressure transmitter restricter

The oil pressure transmitter is a synchro--magnetic type transmitter located
on the fan exit case at the 10:00 position.
The oil pressure indicator is located on the flight deck’s engine indicator panel
and displays engine oil system pressure in psi (normal oil pressure range is
40--55 psi).
The oil pressure transmitter restricter prevents the transmitter from sensing oil
pressure fluctuations.
The transmitter can be vented to the engine’s breather pressure.
A low oil pressure switch sends a signal to the flight deck low oil pressure light
when the oil pressure decreases to approximately 35 psi.
Aditionally the pressure system has an advisory light from the oil filter when it
becomes to block by oil contamination aproximately at 34 -- 38 PSID.
Is posible during cold start the advisory light is comes on for a few seconds.
The indicating system are QEC components.
Maintenance
The oil pressure Tx, pressure indicator and low oil pressure sw are LRU‘s.


79 -- 00
Figure 11 Oil Pressure Components


79 -- 00
OIL PRESSURE INDICATING
General
The oil pressure indicating circuit provides visual display in the control cabin
of engine oil pressure, low oil pressure warning and oil filter bypass warning.
Transmitter
The oil pressure transmitter consists of a diaphragm connected to a synchro
transmitter. The diaphragm senses oil pump output pressure on one side and
local ambient on the other side.
Indicator
The indicator consists of a synchro receiver, a gear train, pointer and a dial
calibrated in psig. The indicator has integral lighting.
Low Oil Pressure Warning
The low oil pressure switch senses oil supply pressure. With low supply
pressure, LOW OIL PRESSURE amber light has ground through the oil
pressure switch.
Oil Filter Bypass Warning
The oil filter differential pressure switch senses filter inlet and outlet pressures.
When the filter begins to block, the differential pressure increases, OIL FILTER
BYPASS amber light has ground through switch.
Operation
Engine oil pressure and vent pressure are applied to opposite sides of the
diaphragm in the oil pressure transmitter. The pressure differential positions
the diaphragm and in turn, the rotor position of a synchro transmitter.
The rotor of the oil pressure indicator’s synchro receiver assures a position
corresponding to the transmitter rotor, since the stators of both are connected
in parallel. The synchro receiver rotor drives the oil pressure indicator pointer.
If power is interrupted, the indicator will remain at the last pressure indication.
Oil pressure indicator, LOW OIL PRESSURE and OIL FILTER BYPASS
amber lights are on P2 center instrument panel.


79 -- 00
Figure 12 Oil Pressure Indicating


79 -- 00
OIL PRESSURE SYSTEM
General
The oil pressure system using an oil pump increase the oil pressure,
considering the engine drives the pump and the different engine power
setting, an oil regulator pressure valve maintains the oil pressure values
not more than 55 psi, an oil pressure transmitter on forward left side of
engine monitors the pressure rates.
Filtered oil goes to fuel oil cooler to reduce high temperature, then the
oil flows through the last chance filters before sprayed the differents
components as bearings and gears.
An oil filter differential switch on left side of accessory drive case, becomes
active if debris or oil contamination through the filter is sensed and oil filter
bypass light comes on .
As LOP warning, if the pressure decreasing lower than 35 psi, a low oil
pressure switch, very near to the pressure transmitter, is active and Low
Oil Pressure light comes on.


79 -- 00
Figure 13 Pressure System Schematic


79 -- 00
MAIN OIL PUMP
Purpose:
The main oil pump supplies oil under pressure to the engine bearings and main
accessory gearbox. The main oil pump also returns scavenge oil to the oil tank.
Location:
The main oil pump is bolted into the bottom of the main accessory gearbox.
The main oil pump is a single stage positive--displacement gear--type:
-- Dual--element pump
* Pressure
* Scavenge.
Pump discharge pressure varies with N2 speed.
The upper element in the oil pump is the pressure stage. It pressurizes the oil
to send it through the pressure subsystem.
The lower element in the oil pump is the scavenge stage. It sends scavenge oil
to the oil tank, and it is part of the scavenge subsystem.
The pump discharge (output) pressure varies with the N2 speed.
Maintenance:
The oil pump is an LRU.
NOTE: THE DRIVE GEAR CAN FAIL OUT IF IT IS NOT HELD WHEN
THE OIL PUMP IS TURNED OVER.


79 -- 00
Figure 14 Oil Pump


79 -- 00
MAIN OIL FILTER
General:
The main oil filter traps solid contaminants thereby removing them from the
engine lubricating oil.
Location:
The main oil filter is located in the lower left side of the accessory drive
gearbox.

The following three micron filters can be used.
-- A 15 micron, disposable filter
-- A 40 micron, surface type filter that can be ultrasonically cleaned in a solvent.
-- A 175 micron, stacked--screen type filter that can be dissassembled and
washed in a solvent.
NOTE: THE FILTER BYPASS VALVE IS INTERNAL WITH 40 MICRON
AND 175 MICRON FILTERS AND IS ATTACHED TO THE COVER
WHEN USING A 15 MICRON FILTER.
A filter bypass valve opens when the pressure differential between the inlet and
the outlet exceeds 70 psid. It is recommended that oil filters be removed for
inspection between 250 and 400 hour intervals. The differential pressure switch
sensing ports are located on the filter/gearbox housing.
-- Inlet LP5
-- Outlet LP6
Filter cover is secured by 4 sleeve nuts and have a drain provision.
Maintenance:
The oil filter is a line replaceable unit, A filter kit is available and a Bypass valve
is cleanable.
NOTE: THE 40 MICRON FILTER CANNOT BE INSTALLED IN SOME

OF THE EARLIER JT8D ACCESSORY GEARBOXES.
Test ports:
-- LV3 Lubrication Vent 3 (breather pressure in accessory gearbox)
-- LP5 Lubrication Pressure 5 (oil pressure before filter)
-- LP6 Lubrication Pressure 6 (oil pressure after filter).


79 -- 00
Figure 15 Main Oil Filter


79 -- 00
OIL PRESSURE REGULATING VALVE
Purpose: Maintenance:
The oil pressure regulating valve regulates oil pressure to ensure proper flow The oil pressure regulating valve is an LRU. It can also be adjusted and
through the oil nozzles. cleaned. To set the adjustment screw at the bottom of the oil pressure
regulating valve:
Location: -- Turn it clockwise to increase the spring force and increase the oil pressure.
The oil pressure regulating valve is threaded vertically into the rear of the main -- Turn it counterclockwise to decrease the spring force and decrease the oil
accessory gearbox. pressure.
Description and Operation: NOTE: ONE COMPLETE TURN OF THE ADJUSTMENT SCREW
The oil pressure regulating valve keeps the oil pressure at 40 to 55 psi at the CHANGES THE PRESSURE BY APPROXIMATELY 2 PSI.
oil nozzles. To do this, it has an internal piston that moves up or down to
change the oil pressure. When the piston is all the way up, it blocks the bypass
exit, so no oil is bypassed. Thus all of the oil goes to the fuel/oil cooler without
a reduction in pressure. As the piston moves down, it permits some of the oil to
go out through the bypass exit. The bypassed oil goes back to the oil pump
inlet. This decreases the pressure of the oil that goes to the fuel/oil cooler.
NOTE: DURING ENGINE OPERATION, THE PISTON IS NEVER FULLY
CLOSED. THUS, SOME OIL IS ALWAYS BYPASSED.
The up--and--down movement of the piston is caused as follows:
-- The spring pushes the piston up. The adjustment screw can be turned
to change the spring force.
-- The sense pressure from the outlet side of the fuel/oil cooler pushes
the piston down. If this pressure is high, more oil is bypassed, and the
downstream oil pressure decreases.
-- The breather pressure from the accessory gearbox pushes the piston up.
If this pressure is high, less oil is bypassed, and the downstream oil pressure
increases.
-- The space above the piston is filled with oil that goes through a filter. This
balances the force of the oil on the piston, and it dampens the movement
of the piston.


79 -- 00
Figure 16 Oil Pressure Regulating Valve


79 -- 00
SCAVANGE SYSTEM
Purpose:
The oil scavenge subsystem collects oil from the bearing compartments and
accessory gearbox and sends it back to the engine oil tank.
The flow sequence for the oil scavenge subsystem is as follows:
-- A gear--type scavenge pump sends the oil from the number 1 bearing
compartment to the accessory gearbox.
-- Oil from the number 2 and 3 bearing compartment drains (by gravity) through
the tower shaft housing to the accessory gearbox.
-- A gear--type scavenge pump sends the oil from the number 6 bearing
compartment through an internal tube to the sump for the number 4, 4 1/2,
and 5 bearing compartments.
-- The scavenge oil from the number 4, 4 1/2, 5, and 6 bearing compartments
sump is sent by a dual--element, gear--type scavenge pump to the oil tank
through an internal passage in the gearbox.
-- The scavenge pump in the accessory gearbox sends the gearbox sump oil to
the oil tank.
-- When the scavenge oil enters the oil tank, it goes through a tube to a
deaerator that removes air from the oil.
-- A JT8D engine can have provisions for four magnetic chip detectors.
The chip detectors are inserted into self--closing valves so they can be
removed without oil leakage. The chip detector locations are:
-- In the scavenge line from the No. 1 bearing; on the accessory gearbox.
-- In the scavenge line from the No. 4, 4 1/2, 5, and 6 bearings; where that
scavenge line comes out of the diffuser outer fan duct.
-- In the accessory gearbox sump.
-- In the scavenge oil passage to the oil tank; on the accessory gearbox.
NOTE: THE JT8D OIL SYSTEM IS REFERRED TO AS A ”HOT TANK”

SYSTEM BECAUSE HOT SCAVENGE OIL IS RETURNED TO THE
OIL TANK. THUS THE OIL THAT IS SUPPLIED TO THE OIL PUMP
IS HOT.


79 -- 00
Figure 17 Scavange System Schematic


79 -- 00
SCAVENGE PUMPS
Purpose:
The scavenge pumps return oil and entrapped air from the bearing
compartments and main accessory drive sump to the oil tank.
Location:
The scavenge pumps can be found in the following locations:
-- Inside the front accessory drive cover (No. 1 bearing)
-- Accessory drive gearbox (No. 2 and 3 bearing and gearbox)
-- No. 4 and 5 bearing compartment (dual element)
-- No. 6 bearing compartment

Gear type pumps scavenge the oil and air from bearing compartments
and main accessory drive gearbox at all operating conditions and return
the oil and air mixture to the oil tank.
Maintenance:
* Three of the scavenge pumps are LRUs. They are:
-- No. 1 bearing scavenge pump
-- No. 6 bearing scavenge pump
-- Oil pump (which includes the accessory gearbox scavenge pump).


79 -- 00
Figure 18 Scavange Pump


79 -- 00
SCAVENGE OIL DEAERATOR
General:
The scavenge oil deaerator separates the air from scavenge oil that is returned
to the oil tank.
Location:
The scavenge oil deaerator is attached to the outlet of the scavenge oil return
line inside the oil tank.

The deaerator is a stationary canister with an air vent at the top and an oil
outlet at the bottom.
A mixture of oil and air is returned to the oil tank by the scavenge oil pumps.
The scavenged oil/air mixture is discharged tangentially onto the inner wall
of the deaerator thereby reducing its velocity and pressure. This permits
the entrapped air to separate from the oil and escape through the top of the
deaerator into the oil tank air space. The deaerator oil drains out the bottom
of the deaerator into the tank to be recirculated by the main oil pump.
Maintenance:
Not a line replaceable unit.


79 -- 00
Figure 19 Oil Tank Deaerator


79 -- 00
BREATHER SYSTEM
Purpose: The air/oil mist in the gearbox passes through a deoiler that separates the air
The breather subsystem prevents excessive air pressure in the bearing from the oil. Then:
compartments so that the flow of oil to the bearings, and the operation of -- The oil (with the air removed from it) drains from the deoiler to the gearbox
the scavenge systern is not impaired. sump. It is pumped to the oil tank by the scavenge stage of the oil pump.
The breather pressure also affects the operation of the oil pressure regulating -- The air (with the oil removed from it) is sent from the deoiler through the
valve which controls the oil pressure. gearbox breather port. Then it flows through the airframe ducts and is
Description and Operation: vented overboard.
A controlled amount of air from the primary gaspath leaks past the bearing
compartment airseals into the bearing compartments. This air:
-- Prevents the leakage of oil into the gaspath
-- Pressurizes the bearing compartments
-- Mixes with the very small oil particles in the bearing compartments.
The ”air/oil mist” is referred to as breather air. The word ”breather” is used
because the air goes into the bearing compartments and is then expelled,
which is similar to breathing.
Breather pressure is required for proper operation of the scavenge pumps.
The breather air flows from the bearing compartments to the accessory
gearbox as follows:
-- The breather air from the number 1 bearing compartment goes through an
external breather tube to the accessory gearbox.
-- The breather air from the number 6 bearing compartment goes through an
internal tube to the No. 4, 4 1/2, and 5 bearing area. Then the breather air
from the No. 4, 4 1/2, 5, and 6 bearing compartments goes through an
external breather tube to the accessory gearbox.
-- The breather air from the No. 2 and 3 bearing compartments goes through
the tower shaft to the accessory gearbox.
The accessory gearbox also gets air through an internal passage from the oil
tank. (This is the air that is removed from the scavenge oil by the deaerator).
In the accessory gearbox, this air mixes with the breather air from the bearing
compartments.


79 -- 00
Figure 20 Breather System Schematic


79 -- 00
MAIN ACCESSORY GEARBOX DEOILER
General:
The deoiler separates oil particles from the breather air. Another name for
the deoiler is the ”gearbox breather impeller”.
Location:
Two deoiler impellers are located on the starter gear shaft in the main
accessory drive gearbox. The breather vent is located on the left side of
the main accessory gearbox case.
The deoiler consists of two impellers with side wall entry for the breather
air/oil mixture.
Breather air enters the side wall of the de--oiler. The centrifugal force created
by the impeller forces oil particles to the outer rim of the impeller where it
drains into the gearbox. Breather air pressure is lighter than the oil and es-
capes through the hollow shaft in the middle of the deoiler and on to the
overboard vent port.
Maintenance:
The front of the accessory gearbox can have a port which gives access to the
deoiler carbon seal assembly, without removing the gearbox. See SB 4539.


79 -- 00
Figure 21 Main Accessory Gearbox Deoiler


79 -- 00
Figure 22 Oil System Review


79 -- 00
Figure 23 Oil System Troubleshooting Chart


79 -- 00
NOTES:

FUEL SYSTEM JT8D -- 7 to 17

73 -- 00
FUEL SYSTEM


73 -- 00
ENGINE FUEL SYSTEM DIAGRAM
General
The engine fuel distribution and control system consists of an engine--driven
pump, control, anti--icing system, pressurizing and dump valve and a split
manifold, delivering fuel to nine individual fuel nozzles.
* Pump
Fuel is supplied from the tanks through the engine fuel shutoff valves
to the engine--driven fuel pump assembly. From here it is pumped to
the fuel control where it is metered in the proper quantity. Excess fuel
is returned to the pump. A fuel filter is integral with the pump.
* Heat System
The fuel heat system is located between the boost and main stages of the
engine--driven fuel pump and consists of an air--fuel heater, air shutoff valve
and differential pressure switch. The differential pressure switch provides a
means of indicating, in the control cabin, icing conditions or a clogged filter.
* Control
The fuel control is provided with two control levers; one to control engine
starting and shutdown the engine speed during all forward and reverse
thrust operations, and the other to control the fuel control accurately
governs the steady state selected speed, acceleration and deceleration,
and it indirectly governs the maximum turbine temperature of the engine
during both forward and reverse thrust operation.
* Pressurizing and Dump Valve
From the fuel control, the fuel flows through the fuel flowmeter and the
fuel oil cooler to the pressurizing valve. The pressurizing valve schedules
flow to the secondary fuel nozzles as a function of pressure drop across
the primary nozzles.
* Manifolds and Fuel Nozzles
The divided fuel flow from the pressurizing valve is delivered through the
annular duct to the dual--tube fuel manifolds mounted on the diffuser case.
The fuel then enters the nine fuel nozzles.


73 -- 00
Figure 1 Engine Fuel System Diagram


73 -- 00
FUEL SYSTEM
Purpose
The fuel system supplies clean, metered fuel to the combustion chambers
during all conditions of engine operation.
All airframe boost pump sends the fuel from the airplane fuel tank to the
engine pump inlet.
The fuel flows through an impeller boost stage in the fuel pump, which
increases its pressure. Then it goes to the fuel deicing heater.
Thirteenth stage compressor air can be sent to the fuel heater by the fuel
deicing air shutoff valve and actuator. That air contain the heat that is
tranferred to the fuel in the fuel heater to melt ice in the fuel.
The fuel flows from the fuel heater back to the fuel pump, where it goes
through the (main) fuel filter.
The filtered fuel goes through the main gear stage in the fuel pump. Then
the fuel goes from the pump into the fuel control which:
-- Schedules the correct fuel flow rate and pressure that is necessary
for combustion, and sends the metered fuel to the fuel flow tranmitter
-- Sends the unneeded fuel back to the fuel pump.
The metered fuel flows through the fuel flow transmitter which sends flow
rate data to the aircraft flight deck.
The fuel goes from the fuel flow transmitter to the fuel/oil cooler, where it
cool the oil.
The fuel goes from the fuel/oil cooler to the Pressurizing and Dump (P&D)
valve. This valve divides the fuel into primary and secondary fuel and sends
it to the fuel manifolds.
The fuel flows through the primary and secondary fuel manifolds and goes into
the nine fuel nozzles. It is atomized as it goes into the combustion chambers.
Fuel Specification:
The type of fuel specilied for use in the JT8D is identified by:
-- Specifcation PWA 522
-- PWA Service Bulletin 2016.


73 -- 00
Figure 2 Fuel System Overview


73 -- 00
ENGINE LEFT SIDE:
Components Maintenance:
The following components are LRU‘s:
Fuel/Oil Cooler
-- Fuel/oil cooler
-- Located between flanges B and D at the 8:00 o‘clock position,
attached to flange B. -- Fuel flow transmitter
-- Fuel heater
Fuel Flow Transmitter
-- P&D valve
-- Located under the fuel/oil cooler, attached to the fuel/oil cooler.
-- External fuel manifolds.
Fuel Heater
-- Located behind between flanges C and E at the 6:00 o‘clock position;
attached to the left side of the fuel pump. (The fuel heater is shown in
the left side view, but it is under the engine.)
NOTE: THE TUBING WITH 13TH STAGE AIR GOES TO THE FUEL
HEATER, WHICH IS ON THE RIGHT SIDE OF FLIE ENGINE.
Tt2 Probe
-- Located at the 7:00 position in the inlet case
-- Connected to the fuel control, which is on the right side of the engine.
Pressurizing and Dump (P&D) Valve
-- Located between flanges II and J at the 7:30 position; attached to the
fan discharge diffuser outer duct.
Fuel Manifolds
-- Two short fuel manifold tubes come out of the P&D valve and are divided
into two pairs of tubes.
-- One pair of tubes goes into the difuser outer fan duct at the 7:00 position.
The other pair of tubes goes into the diffuser outer fan duct at the 5:00
position.
-- The two pairs of fuel manifold tubes go from the diffuser fan duct to the
diffuser case. They are connected to the fuel manifolds which are installed
on the diffuser case.
Fuel Nozzles and Supports

-- Five fuel nozzle and support assemblies; located internally.


73 -- 00
Figure 3 Left Side Fuel System Component Locations


73 -- 00
ENGINE RIGHT SIDE:
Components Maintenance:
The following components are LRU‘s:
Fuel Pump
-- Fuel pump
-- Located between flanges C and F at the 5:30 o‘clock position, attached
to the front of the accessory gearbox. -- Fuel control Unit
-- Fuel deicing air shutoff valve and actuator
Fuel Control Unit (FCU)
-- Moisture trap
-- Located between flanges B and D at the 5:30 o‘clock position, attached
-- External fuel manifolds.
to the front of the fuel pump.
Moisture Trap (Condensation Trap)

-- Located on the front of the FCU.
Fuel Deicing Air Shutoff Valve and Actuator
-- Located between flanges D and F at the 1:30 o‘clock position, attached
to flange E.
External Tubing
-- Two tubes with 13th stage air come out of the fan discharge diffuser outer
duct at the 1:00 and 11:00 o‘clock positions. They connect to one tube at
the top of the engine, and it goes to the fuel heater.
-- A tube with Ps4 air comes out of the fan discharge combustion outer duct
at the 12:30 o‘clock position. It goes to the FCU. ( This tube is routed
differently on different JT8D models.)
Fuel Manifolds
-- Two short fuel manifold tubes come out of the P&D valve and are divided
into two pairs of tubes.
-- One pair of tubes goes into the diffuser outer fan duct at the 5:00 o‘clock
position. The other pair of tubes goes into the diffuser outer fan duct at the
7:00 o‘clock position.

-- The two pairs of fuel manifold tubes go from the diffuser outer fan duct to
the diffuser case. They are connected to fuel manifolds which are installed
on the diffuser case.
Fuel Nozzles and Supports

-- Four fuel nozzle and support assemblies, located internally.


73 -- 00
Figure 4 Right Side Fuel System Components


73 -- 00
FUEL PUMP
The fuel pump provides pressurized fuel to the fuel control unit.
Location:
The fuel pump is mounted on the front, right side of the main accessory
gearbox.
The fuel pump consists of a single element gear stage with a centrifugal boost
stage. A relief valve is incorporated to limit the pressure rise across the gear
stage.
The unit provides a rigid mounting pad for the fuel control unit. An integral fuel
filter containing a replaceable filter element is located between the discharge of
the centrifugal stage and the inlet of the gear stage. Should the pressure drop
across the filter exceed a predetermined limit, a bypass valve directs flow into
the gear stage. A mounting pad is provided on the filter housing to permit the
use of a differential pressure warning device.
An accessible and removable cover forms the lower portion of the sump area
of the filter housing. In the event of a malfunction of the boost stage, a bypass
valve opens into the inlet passage of the pump to direct flow into the gear
stage. This is held normally closed by a light spring force and remains closed
due to boost stage pressure. Outlet and return ports are provided between
the boost stage discharge and the filter inlet for installation of an external fuel
heater.
A driveshaft seal drain is located in the lower extremity of the mounting flange.
Maintenance:
Line replaceable unit
Fuel pump
-- Filter 40 micron, disposable
-- Filter Delta P (AP) switch.


73 -- 00
Figure 5 Fuel Pump


73 -- 00
ENGINE FUEL DE-- ICING SYSTEM
General
With engine operating, the two stage fuel pump is driven by the engine If the fuel heater is blocked on the fuel side, bypass valve opens, fuel
through the accessory drive case. Fuel enters primary-- stage, passes bypasses heater. This failure is evidenced by no rise in oil temperature
through the heater, which normally does not operate, enters the filter, when fuel heat is used.
then secondary stage of the pump to fuel control unit.
If the filter remains blocked, bypass valve opens, fuel bypasses filter.
Components This failure is evidenced by the FILTER ICING amber light on P5 panel
The engine fuel de--icing system consists of: remaining illuminated when fuel heat is used. If the output from the pump
A. Filter icing switch (differential pressure Switch), located at top of filter. assembly is blocked, bypass valve opens, fuel circulates around secondary
stage.
B. Fuel heater valve, motor operated, located on right side of engine.
C. Fuel heater, located at forward bottom center of the engine.
D. FILTER ICING amber light, VALVE OPEN blue light , HEAT two
position switch and associated electrical circuits located in Fuel Module
P5 forward overhead panel.
Operation
Filter Icing Indication.
At low fuel temperature, water in fuel will be in the form of ice collecting on
the filter causing-- its blockage. With high fuel differential pressure across
the filter, switch closes and the FILTER ICING amber light, two MASTER
CAUTION lights and FUEL annunciator light are illuminated.
Heater Operation.
Wtth the filter blocked due to ice, opening of the fuel heat valve, allows 13th
stage engine bleed air to pass through the heater. The air exhausts overboard
through a hole in left cowling. Warm fuel will melt ice on filter. Duty cycle for
fuel heat if fuel tank temperature is below 0 °C is 1 minute on, 30 minutes off,
or as required. Fuel heat system should not be used for prolonged time on the
ground, since hot fuel will not provide the necessary oil cooling.
Fuel Bypass System

There are 4 bypass valves in the fuel system to ensure fuel flow to the engine
in case of primary stage failure, heater blockage, filter blockage or output
blockage. If the pump primary stage fails, bypass valve opens, allowing fuel
to proceed directly to the secondary stage. This failure is evidenced by no
rise in oil temperature when fuel heat is used.


73 -- 00
Figure 6 Fuel De-- icing Schematic


73 -- 00
ENGINE FUEL DE--ICING CIRCUIT
GeneraI The VALVE OPEN light operates as follows:
The fuel de-- Icing ( heating) system is monitored and controlled from P5--2 A. Valve closed -- no light
Fuel Module on P5 panel. This consists of two lights and a switch, receiving
28 Vdc Batt Bus 1 and 2 power from P6--3 circuit breaker panel. B. Valve open -- dim blue
C. Valve in transit -- bright blue
Filter Icing Indication D. With power on, electrical connector to valve removed -- bright blue
The filter icing Indicatjon circuit consists of 28 Vdc power supply from P6--3 Dim blue light when ground is through zener diode and transistor.
panel, FILTER ICING amber Iight on P5 panel and differont ial pressure switch
located on top of filter. Bright blue light when ground is through both transistors.
When fuel differential pressure across the filter rises, at 4 . 4 to 5. 8 psid ,
switch closes. FILTER, ICING, FUEL annunciator and two MASTER CAUTION
amber lights are illuminate.
At decreasjng differential pressure of 4.0 to 2.0 psid, switch opens and lights
are extinguished.
Valve and Timer Operation
The valve is motor operated powered by 28 Vdc from P6--3 panel and is
located on right side of engine. Open/closed position indicator is located on
valve body.
The timer consists of a solid state 60 second dual time delay circuit and a
holding solenoid in P5--2 fuel module. Placing the fuel heat switch to ON,
28 Vdc is supplied to valve motor, valve opens allowing compressor discharge
air to fuel heater. 28 Vdc energizes the 60 second timer and solenoid, thus
hoIding switch in ON posit ion. after 60 seconds, solenoid is de--energized by
timer, switch returns to OFF position, 28 Vdc is supplied to close valve.
If necessary, switch can be manually placed to OFF prior to 60 seconds.
Valve Position Light Indication
The VALVE OPEN blue light circuit consists of 28 Vdc power supply from
P6--3 panel and printed circuit card in P5--2 module.

The circuit senses 28 Vdc supp]y to the valve motor, if 28 Vdc is present,
transistor is biased, if 28 Vdc is absent transistor is not biased.


73 -- 00
Figure 7 Fuel De-- icing Control


73 -- 00
FUEL DE--ICING AIR SHUTOFF VALVE
Purpose:
The fuel deicing air shutoff valve and actuator controls flow of 13th stage
compressor air to the fuel heater.
Location:
The fuel deicing air shutoff valve and actuator is mounted at the 2:00 o‘clock
position on the fan duct on the engine right side.

The fuel deicing system consiste primarily of an air--fuel heater, air shutoff
valve differential fluid pressure switch and the necessary tubing.
The pressure drop warning switch mounted on the fuel filter indicates when the
filter is iced. When the cockpit fuel heater switch is activated, an electrically
actuated air shutoff valve located in the bleed air line at the inlet of the heater
opens to permit 13th stage air to flow through the heater.
The fuel heater and filter are installed in the fuel system between the boost
and main stages of the engine drive fuel pump. AII of the engine fuel flow
passes through heater at all times. The fuel is heated however, only when
the air shutoff valve is opened, allowing high compressor discharge air to
flow through the air side of the heater.
Actuator has mechanical position indicator.
Maintenance:
The fuel deicing air shutoff valve and actuator assembly is an LRU.


73 -- 00
Figure 8 Fuel De-- Icing SOV


73 -- 00
FUEL DEICING HEATER
The fuel heater heats fuel pump interstage fuel to protect the fuel system
from ice crystals.
Location:
The fuel heater is mounted on the fuel pump housing at the 6:00 o‘clock
position.
The fuel heater is located between the boost and main stages of the engine
driven fuel pump. The fuel heater functions as an air--fuel heat exchanger to
protect the engine fuel system from ice. It consists of a housing containing
a core composed of over 200 straw--like tubes through which compressor
bleed air passes and around which the entire engine fuel flow is circulated;
a series of baffles within the core which direct the flow of fuel around the
tubes so that the fuel is uniformly heated; and a bypass valve which permits
the fuel flow in the event of clogging.
The fuel heater uses 13th stage air as a source of heat, and functions only
when the air shutoff valve is open, allowing high compressor discharge air to
flow through the air side of the heater.
Operation of the fuel heater is controlled manually. A dífferential pressure
switch on the fuel deicing filter activates a warning light in the cockpit when
there is a pressure drop across the filter caused by ice or clogging.
A fuel heater switch can then be actuated, to open the fuel heater air shutoff
valve. Engine bleed air passes through the tubes of the heater, warming the
fuel which is baffled around these tubes. The resulting warm fuel will melt any
ice within the filter and the WARNING light will go out as the pressure drop
across the filter is decreased. The heater is used intermittently.
Maintenance:
The fuel heater is an LRU.
Be sure the restrictor is installed before you attach the exhaust duct (a QEC
item) to the fuel heater.


73 -- 00
Figure 9 Fuel De-- Icing


73 -- 00
FUEL DEICING CONTROL AND INDICATION
Purpose: Indication:
The fuel deicing controls are used to energize the fuel deicing system. The fuel deicing indication lights operate differently in different aircraft. There
The fuel deicing indication lights: are usually two lights:
-- Warn the flight crew that the differential pressure switch on the fuel filter -- The caution light goes on when the fuel filter differential pressure
has closed. increases.
-- Tell the status (condition) of the fuel deicing air shutoff valve and actuator. -- On different aircraft, the fuel deicing status light can:
NOTE: THE FUEL DEICING SYSTEM IS ALSO REFERRED TO . Come on while the deicing valve is open and go off when it closes, or
AS THE FUEL HEAT SYSTEM IN AIRCRAFT MANUALS. . Come on only while the deicing valve is ”in transition” (when it goes
from closed to open, or from open to closed), or
Location:
Flight deck P5 overhead panel. . Comes on brightly while the deicing valve goes from closed to open;
stay dim while the valve is open; the go off when the valve closes.
Activation of the fuel heat selector switch provides power to the actuator motor
to open the 13th stage air valve illuminating the fuel heat valve light (blue).
Some models have an optional 60 second timer.
Recommended cycle:
-- “ON” is 60 seconds.
-- “0FF” is 30 minutes.
Control Switches:
There is one fuel heat switch for each engine. When the flight crew turns on the
fuel heat switch for an engine:
-- The fuel deicing actuator is energized to open the air shutoff valve,
so 13th stage air can flow to the fuel heater.
The fuel heat switch has an optional timer that turns it off after 60 seconds.
NOTE: THE FLIGHT CREW CAN TURN THE FUEL HEAT SWITCH
OFF BEFORE 60 SECONDS.
When the switch is turned off, the fuel deicing valve closes, so 13th stage air
does not go to the fuel heater.


73 -- 00
Figure 10 De-- Icing Control and Indications


73 -- 00
FUEL CONTROL
Purpose:
The fuel control (FCU) supplies the correctly metered fuel flow that is Only two line maintenance adjustments are permitted on the fuel control unit.
necessary for all conditions of engine operation, including: -- The idle trim adjusting screw is used to set the N2 idle speed to a value
-- Start--up that is specified in a trim table for the ambient temperature.
-- Steady--state (idle, cruise ,etc.) -- The part power trim adjustment screw is used to set the EPR to a value
-- Acceleration that is speclfied in a trim table for the ambient temperature and pressure.
The part power trim adjustment is also referred to as the mil (military)
-- Deceleration.
or max trim.
Description: NOTE: THE PART POWER TRIM STOP IS USED AS A FIXED
The FCU “schedules” the fuel flow as a result of the throttle postion (power REFERENCE (STOP POSITION) FOR THE THROTTLE LEVER
lever angle) and engine sense inputs. It has a hydro--mechanical computing WHILE THIS ADJUSTMENT IS PERFORMED. IT MUST BE IN
section and a metering section. THE CORRECT POSITION, AS SPECIFIED IN THE TRIM TABLE.
The computing section controls the operation of the metering section. To do
so, the computing section uses:
-- Inputs from the flight deck and from some engine sensors
-- Hydraulic power from the metering section.
The rnetering section of the fuel control gets fuel from the fuel pump gear
stage, and it sends some of that fuel (metered pressure) to the fuel flow
transmitter.
The metering section also sends:
-- The unwanted fuel back to the gear stage inlet
-- A small amount of fuel to the computing section.
Maintenance:
The fuel control is an LRU.
The fuel control main filter group includes the main (149 micron) and servo
(40 micron) fiiters. This assembly can be removed and cleaned.
The Ps4 bellows is serviced with silicone oil. The oil prevents condensation
from entering the bellows.

The drain plug in the bottom of the moisture trap can be removed to:
-- Drain accumulated moisture
-- Inspect the .020 inch bleed hole in the plug to make sure it does not
have a blockage.


73 -- 00
Figure 11 Fuel Control Unit


73 -- 00
Operation:
The metering section consists of the following: -- PLA, (throttle and reverse throttles) are inputs from the flight deck
-- The fuel from the pump gear stage comes into the FCU and flows requesting speed (power level).
through the coarse filter. (The coarse filter has a bypass valve.) -- RTT (Reserve Takeoff Thrust) only on JT8D--17R or AR
-- A small quantity of this fuel goes through the fine filter. It supplies This system operates automatically during takeoff; if an engine loses power
hydraulic power for the servo mechanisms in the computer section. all electrical signal is sent to the FCU solenoid to increase the thrust level in
-- The pump discharge pressure fuel goes from the coarse filter to the the engines.
throttle (metering) valve. But before it goes into that valve, some of
it may be sent back to the pump interstage by the pressure regulating
valve.
-- The metered fuel goes from the throttle valve to the minimum pressure
and shutoff valve. The position of this valve (open or closed) is controlled
by the fuel shutoff lever. The valve is moved by a spring and by fuel
pressure.
-- The metered fuel goes out of the FCU and flows to the down stream
components in the fuel system.
The computing section consists of the following:
-- Fuel shutoff lever on the flight deck is connected by linkage to the control
This input opens or closes a servo to control pressure behind the shutoff
valve to hydraulically lock the shutoff valve closed or permit it to open.
-- Ps4 (high compressor discharge pressure) air goes from the end of
the compressor through external tubing to the FCU. It goes through the
moisture (condensation) trap bolted on the FCU to a bellows assembly
in the FCU. It is used to maintain constant ratios of Wf/Ps4. It is a
primary signal with high authority, going directly to the throttle valve.
-- Tt2 sensor sends inlet temperature through an external tube that divides
into two capillary tubes (covered with a flexible conduit) these tubes are
connected to a bellows chamber in the FCU. The signal biases the
schedule at:
. Idle to allow for different air density

. Snap acceleration to maintain a constant response time.
-- N2 signal comes from a splined driveshaft of the fuel pump which turns
a speed governor with flyweights to maintain the requested speed. If this
input is lost due to malfunction, the FCU schedule goes to the zero speed
protective circuit which is a high cruise power.


73 -- 00
Figure 12 Fuel Control Unit Schematic


73 -- 00
FUEL FLOWMETER
General Indicator
The fuel flow indicating system provides a visual indication in the control cabin The fuel flow indicator consists of a permanent magnet rotor surrounded by a
of the fuel consumption of each engine. coil which is supplied with 115 Vac from P6--3 circuit breaker panel, a pointer
and a dial face calibrated in lb/hr or kg/hr.
Components The coil picks up the output signal from the transmitter, rotates the permanent
The system consists of a single Power Supply Module (M316), located on magnet in indicator by the same angular displacement as the magnet in
the E3--3 Electronic Equipment rack, flow transmitter located on forward left transmitter. The pointer gives a visual indication of fue l flow during engine
side of engine and indicator calibrated in lb/hr or kg/hr on P2 center instrument operation.
panel. Power supply is 115 Vac and 28 Vdc from P6 circuit breaker panel. The indicator has integral illumination.
Operation
The power supply converts 28 Vdc to 3 ∅, 4Hz, 17 Vac which is supplied to
the flowmeter transmitters. The conversion is accomplished by timer switches
and oven controlled oscillator.
Transmitter
The transmitter consists of a motor driven impeller and a fuel flow driven
turbine. An impeller motor is located upstream of the impeller.
A signal transmitting unit is located downstream of the turbine and is attached
to the turbine with two restraining springs of different load characteristics.
This permits the use of an indicator with tine index marks at the low side and
coarser index marks at the high side resulting in greater sensitivity at low flow
rates.
The impeller motor receives 3 phase, 4 Hertz, 17 volts AC from PSM and is
driven at constant 240 RPM, the impeller is driven through reduction gears at
constant 60 RPM regardless of fuel flow.
The fuel passing through the impeller is given a swirling motion and then
passes through the turbine. The act.ion of the fuel on the turbine blades
produces a torque, against the restraining springs, which is directly
proportional to the fuel flow rate.
Rotation ol the restraining springs rotates a permanent magnet rotor

surrounded by a coil which is supplied with 115 Vac from P6--3 circuit
breaker panel. It is recoimnended that the FUEL FLOW INDICATOR circuit
breaker be pulled (open) whenever the engine fuel feed line is drained or the
airplane is out of service for maintenance. This will prnvent damage to the
transmitter from dry operation and will prolong its life.


73 -- 00
Figure 13 Fuel Flow Meter


73 -- 00
FUEL/OIL COOLER
Purpose
The fuel/oil cooler maintains oil temperature within operating limits by
transferrig heat from the oil to the fuel.
Location:
The cooler is mounted on B and C flanges at the 8:00 o‘clock position
on the front compressor case.

NOTE: THIS DESCRIPTION OF THE FUEL/OIL COOLER IS SHORT.
A MORE DETAILED DESCRIPTION IS GIVEN IN THE ”OIL
SYSTEM” SECTION.
The fuel enters the fuel/oil cooler and flows through thin parallel tubes. Then it
goes out of the fuel/oil cooler to the P&D valve.
The oil flows around the tubes and through a set of baffles. This causes good
heat transfer from the oil to the fuel. Then the cooled oil goes out of the fuel/oil
cooler.
The fuel/oil cooler has a .060 inch diameter weep hole. The leakage of fluid
(fuel or oil) through this hole is an indication of an internal packing failure.
Maintenance:
-- Line replaceable unit
-- Bypass valve is removable and cleanable
. Bypasses at 55 psid
-- .060 inch weep hole, inspect for leakage
-- Test port for measuring inlet oil pressure.


73 -- 00
Figure 14 Fuel Oil Cooler


73 -- 00
PRESSURIZING AND DUMP (P&D) VALVE
Purpose
The P&D valve is a flow divider between primary and secondary fuel flows.
Location:
The P&D valve is mounted on the fan diffuser case at the 8:00 o‘clock position.
Description:
Fuel enters inlet, passes through a 74 micron screen, then opens a dump
valve, which is acting as a check valve, proceeding to the prirnary manifoid
outlet.
Above idle, approaching the power range, fuel acting on a pressurizing valve
opens to allow fuel through the secondary manifold.
Maintenance:
The P&D valve is a LRU.
The fuel inlet strainer is an LRU, and it can be cleaned.
There are two test ports:
-- FP4 (primary fuel pressure)
-- FP5 (secondary fuel pressure).


73 -- 00
Figure 15 P&D Valve


73 -- 00
Operation:
Fuel enters the P&D valve and goes through an inlet screen. If that screen
is clogged, the pressure differential across it increases; then it unseats so the
fuel can bypass it.
The fuel collects in the filter chamber, and its pressure increases. This makes
the fuel push against the dump valve, which opens it.
The fuel flows through the dump valve and goes into the primary chamber.
Then it goes out of the P&D valve’s primary outlet, into the primary manifolds.
If the pressure increases in the prirnary chamber due to an increased fuel
flow, the pressurizing valve starts to open. This permits fuel to flow into the
secondary chamber. Then it goes out of the P&D valve’s secondary outlet,
into the secondary manifolds.
NOTE: ON MOST AIRCRAFT, THE DUMP VALVE PORT IS SEALED
WITH A PLUG FOR PROTECTION OF THE ENVIRONMENT.
Modes of Operation:
The fuel pressurizing and dump valve has three modes of operation:
-- When the engine is shut down, the dump valve and pressurizing valve
are closed. The dump valve does not permit fuel to flow back to the
fuel/oil cooler, flowmeter, and fuel control. Thus it is a check valve in
this condition.
-- From engine start--up to idle, the fuel flows to the primary chamber and
goes to the primary manifolds. The pressurizing valve stays closed, so
fuel does not go into the secondary chamber.
-- Above idle, the pressurizing valve opens, and fuel does go into the
secondary chamber and out to the secondary manifolds. Thus the fuel
nozzles get both primary and secondary fuel.


73 -- 00
Figure 16 P&D Valve Operating Modes


73 -- 00
FUEL MANIFOLDS
Purpose:
The fuel manifolds deliver fuel from the pressurizing and dump valve to
the fuel nozzles at nine locations around the diffuser case.
Location:
The fuel manifolds are mounted on the exterior of the primary diffuser case.
The divided fuel flow (primary and secondary) from the fuel pressurizing
and dump valve is delivered through two short external manifolds to two
points on the exterior of the diffuser outer fan duct at the 5:00 and 7:00
o‘clock positions. These tubes lead through the duct to the left and right
fuel manifolds which are mounted on the exterior of the diffuser case.
The left manifolds supply fuel to the nozzles for combustion chambers six,
seven, eight, nine and one. The right manifolds supply fuel to the nozzles
for chamber numbers two, three, four and five.
Left and Right Manifolds


73 -- 00
Figure 17 Fuel Manifolds


73 -- 00
FUEL NOZZLE
Purpose:
The fuel nozzles atomize the fuel and spray it, with 13th stage air, into the
combustion chambers.
There are 9 fuel nozzle and support assemblies. They are inside of the diffuser
case, in the primary gaspath.
Each support is attached to the inside of the diffuser case. A nozzle support
has fittings that are attached to the primary and secondary fuel manifolds on
the outside of the diífuser case.
The fuel nozzle nut is threaded onto the nozzle support, and the combustion
chamber is installed over it. Thus the fuel nozzle nut goes into the front of the
burner can.
The fuel nozzle nut functions as a nozzle. Thirteenth stage air ( from the
diffuser) goes into it and is made to swirl (turn). Then that air goes into the
combustion chamber.
The fuel nozzle nut holds a fuel nozzle assembly which is put into the nut
before the nut is attached to (threaded onto) the support. This inner nozzle:
-- Has strainers and a metering plug for the primary and secondary fuel.
-- Makes the fuel swirl, atomizes, and sends it into the combustion chamber.
In some conflgurations, the inner nozzle also gets thirteenth stage air, makes
it swirl, and mixes it with the fuel when it is sprayed into the combustion
chamber.
Other Data:
The different JT8D models have several different types of fuel nozzles. Primary and Secondary Flow
The fuel nozzles have been re--designed to decrease emissions.
The two major types of fuel nozzles are shown on the facing page. They are:
-- The low emissions type which is newer, went into production January 1,
1984, and can be retrofitted by SB 5650.
-- The type of fuel nozzle used prior to the low emission type.
A Duplex Type.
When both orifices are delivering fuel, their output is blended into a single
spray.


73 -- 00
Figure 18 Typical Fuel Nozzles


73 -- 00
FUEL FLOW SEQUENCE:
The aircraft boost pumps send fuel from the fuel tank to the inlet of the The fuel goes from the fuel filter to the pump gear stage, which increases its
engine’s fuel pump. pressure to:
-- Engine fuel pump inlet pressure must be at least 5 psi to ensure -- Approximately 150 psi when the engine is motored
satisfactory pump life. -- Approximately 900 psi (1,000 psi for JT8D--17/R/AR ) at TO power.
-- Typical pump inlet pressure is 15 -- 25 psi from the aircraft boost pumps. If the output pressure of the gear stage increases to more than 950 psi (1,050
-- If the inlet pressure is as low as 5 psi, the low pressure switch sends an psi for JT8D--17/R/AR engines), the high pressure relief valve opens. That lets
electrical signal which turns on the INLET FUEL PRESS LOW caution some of the fuel flow back to the gear stage inlet.
light on the flight deck. The fuel goes from the gear stage, out of the pump, into the fuel control unit.
The fuel flows through the (impeller) boost stage which increases its pressure The fuel control unit receives inputs that tell it:
by approxirnately 10 to 60 psi from start to takeoff power.
-- Some of the engine operatlng conditions
-- If there is a boost stage failure, the nP across the impeller bypass valve
-- The power level requested by the flight crew.
increases.
-- The bypass valve opens, this permits the fuel to flow through it, directly . Schedules the correct fuel flow rate and pressure that is necessary for
to the pump’s gear stage. (If this occurs, the fuel does not go through combustion, and sends the metered fuel to the fuel flow transmitter
the heater and main fuel filter) . Sends the unneeded fuel back to the gear stage in the fuel pump.
The fuel goes from the fuel pump boost stage to the fuel heater. The fuel is
NOTE: THE FUEL THAT GOES FROM THE FUEL CONTROL UNIT
heated as it passes through the fuel heater if the fuel deicing system is turned
(THROUGH THE F/F TRANSMITTER, FUEL/OIL COOLER,
on.
AND P&D VALVE) TO THE FUEL NOZZLES IS CALLED
-- If the pressure drop across the fuel heater is large (due to an internal METERED FUEL.
blockage), the fuel bypasses the fuel heater.
The metered fuel goes through the fuel flow transmitter which sends flow rate
The fuel flows from the fuel heater to the fuel filter in the fuel pump. If the filter data to the aircraft flight deck. Then it passes through the fuel/oil cooler which
becomes clogged by dirt or ice particles, the nP across the filter increases. reduces the oil temperature.
-- If nP increases the difrerential pressure (caution) switch sends an The fuel goes from the fuel/oil cooler to the P&D (Pressurizing and Dump)
electrical signal which turns on a caution light on the flight deck. valve. When it enters the P&D valve, it goes through a filter. That filter can
This warns the flight crew to turn on the fuel de--icing system. be bypassed if it is clogged.
To do so, they turn on the fuel heat switch to energize the actuator that opens
the fuel de--icing air shutoff valve.
The P&D valve divides the fuel into primary and secondary fuel flows and
That permits thirteenth stage compressor air to flow to the fuel heater and sends it to the fuel manifolds. During engine start--up and idle, it only sends
increase the temperature of the fuel. fuel to the primary manifolds. Above idle (at higher power levels), it also sends
-- If nP increases to a higher value, the filter by--pass valve opens. fuel to the secondary manifolds.
This permits the fuel from the fuel heater to go directly to the gear stage, The fuel goes from the primary and secondary fuel manifolds, through the
without going through the filter. nozzle supports, into the nine fuel nozzles. It is atomized and sent into the
NOTE: THE FUEL THAT GOES FROM THE BOOST STAGE, THROUGH combustion chambers.
THE FUEL HEATER AND FILTER, IS CALLED INTERSTAGE FUEL.


73 -- 00
Figure 19 Fuel Flow Sequence


73 -- 00
Figure 20 Fuel System Troubleshooting Chart

AIR SYSTEM JT8D -- 7 to -- 17

75 -- 00
AIR SYSTEM


75 -- 00
AIR SYSTEM
General
The Engine Air System purpose is divide in two targets:
A. The Pneumatic System (Bleed Air).
B. The Internal Airflows (Anti Surge).
Bleed Air
Compressed air from the 8th-- and 13th--stage engine compressor are bleeds
to supply the aircraft pneumatic system for diferent uses such as:
-- Wing anti--ice ATA 30
-- Inlet cowl anti--ice ATA 30
-- Cabin air conditioning ATA 21
-- Cabin pressure ATA 21
-- Engine start ATA 80
-- Generator cooling ATA 24
-- CSD oil cooling ATA 24
-- Hydraulic tank pressurization ATA 29
-- Water tank pressurization ATA 38
This air bleed is obtained through 8th stage Check Valve and 13th stage
Modulating and SOV, a precooler serve to reduce the temperature and a
Engine Bleed SOV to control the bleed air extraction.
This system will be completelly comment in the ATA 36 of this training.


75 -- 00
Figure 1 Typical Engine Bleed


75 -- 00
ANTISURGE BLEED SYSTEM
Purpose.
The antisurge bleed system decreases the possibility of compressor surge. Configurations
The engine is designed for maximum efficiency and stability during high power JT8D engines have three different antisurge bleed system configurations.
operation (ifight conditions). The system helps to prevent surge during low Two of them are prior to SB 5425, and the other one is as specified in
power operation (start, idle, and deceleration). SB 5425.
-- The SB 5425 configuration uses a start bleed control valve (SBCV)
Components: and a pressure ratio bleed control (PRBC) to control the antisurge
The following components make up the antisurge bleed system: bleed valves.
-- Pt2 probe -- The two pre--SB 5425 configurations do not have a SBCV. They use
-- Pressure Ratio Bleed Control (PRBC) a PRBC to control all of the bleed valves.
-- Ps3 strainer
-- Antisurge bleed valves
-- Start bleed control valve (SB 5425)
Pneumatic Operating Flows:
The antisurge bleed system includes the following pneumatic operating flows:
-- Pt2 -- compressor inlet total pressure
-- Ps3 -- 6th stage air static pressure
-- Ps4 -- 13th stage air static pressure to the PRBC
-- Ps4 muscle -- Ps4 muscle pressure to the bleed valves.

The anti--surge bleed system senses N1 inlet (Pt2) pressure and N1 outlet
(Ps3) pressure to schedule the opening and closing of the antisurge bleed
valves. The system is automatic. It is not controlled from the flight deck.
The antisurge bleed system permits some of the 8th and 13th stage high
compressor air to go out (through bleed valves) into the fan duct.
This reduces the ”back pressure” in the primary gaspath, so that air can more
easily flow through the compressor.


75 -- 00
Figure 2 Antisurge Operation


75 -- 00
Components Location:
The 8th stage antisurge bleed valves are on the compressor case.
The 13th stage bleed valves are on the diffuser case.
The Pt2 (Inlet Pressure) Probe is in the inlet case at the 5:30 position.
The Pressure Ratio Bleed Control (PRBC) is on the diffuser outer fan
duct at the 4:30 position.
The Start Bleed Control Valve (SBCV) is on the diffuser outer fan duct,
at flange H. It is usually at (or near) the 3:00 to 3:30 position.
The SBCV is only on SB 5425 engines.
The Ps3 strainer (filter) is on the diffuser outer fan duct at the 11:00 position.
NOTE: THE ROUTING OF THE EXTERNAL TUBING, AND THE
LOCATIONS OF SOME OF THE COMPONENTS, ARE
DIFFERENT ON DIFFERENT AIRCRAFT MODELS.
Maintenance:
The following components are line replaceable:
-- Pt2 probe
-- Pressure ratio bleed control
-- Start bleed control valve
-- Ps3 strainer
-- External plumbing (tubes, fittings, etc.).
The (8th and 13th stage) antisurge bleed valves are not line replaceable.
All of the lines, tubing, connectors, and components must be attached
tightly and leak--free.
The bleed system components should be cleaned as specified in the
maintenance manuals.


75 -- 00
Figure 3 Antisurge Component Locations


75 -- 00
PRESSURE RATIO BLEED CONTROL
Purpose:
The PRBC senses the pressure ratio across the front compressor and
schedules bleed valves to prevent surge.
Location:
The PRBC is mounted on the diffuser outer fan duct at the 4:30 position.
The PRBC is:
-- Pneumatically controlled and operated
-- Three cleanable screens in the vent ports
-- When the engine is static, the bleed valves are normally open.
Maintenance:
* The PRBC is line replaceable.
* The three vent screens are cleanable.
* The venturi area is cleaned as specified in the manual.


75 -- 00
Figure 4 PRBC Valve


75 -- 00
BLEED VALVE
Purpose:
The bleed valves allow high compressor air to bleed into secondary gaspath
when opened.
Location:
The bleed valves are mounted internally on diffuser case and compressor
case.

A bleed valve contains a piston that moves freely in the bleed valve housing.
When the engine is static (shut down), the position of this piston is a result of:
-- Its position when the engine was shut down
-- The pull of gravity and the drag of the piston against the inner surface
of the bleed valve.
* During engine operation, the position of the piston in the bleed valve is
controlled by the air pressures that push against it.
-- When Ps4 actuating air (muscle pressure) is not sent to a bleed valve,
the compressor air pushes the bleed valve’s piston open. This permits
the HPC air to go (bleed) through the bleed valve, into the fan duct.
-- When muscle pressure is sent to a bleed valve (by the PRBC or SBCV),
it pushes the piston closed. This stops the flow of compressor bleed air to
the secondary gaspath.
NOTE: A 13TH STAGE BLEED VALVE HAS PS4 AIR PUSHING ON
BOTH SIDES OF ITS PISTON. BUT, THE MUSCLE PRESSURE
HAS MORE FORCE BECAUSE IT PUSHES AGAINST A LARGER
AREA THAN THE AIR FROM THE PRIMARY GASPATH.


75 -- 00
7
2
Figure 5 Antisurge Bleed Operation


75 -- 00
OPERATION PRE SB 5425:
* Engine start and idle is:
-- During the engine start anti idle operation, compressor air pushes the
bleed valves open when the muscle valve in the PRBC is (1) closed
to the flow of Ps4, and (2) opened to atmospheric vent.
* Above idle is:
-- As the engine is accelerated above idle, the increasing Ps3 overcomes the
combined force of Pt2 and spring. This forces the poppet valves to reverse
position, allowing Ps4 to reposition the muscle valve. The repositioned muscle
valve allows Ps4 muscle pressure to flow to the compressor bleed valves to
force them closed.
* Engine shutdown is:
-- With the engine shut down there are no active forces on the compressor
bleed valves. Since they are open at idle power they would remain in the
open position after engine shutdown.
OPERATION POST SB 5425

As RPM increases during engine start, Ps4 pressure opens the start bleed
control valve and closes the 13th stage bleed valve. The 13th stage bleed
valve remains closed until the engine is shut down. When the engine is
shutdown, Ps4 pressure decreases to close the start bleed control valve
and open the 13th stage bleed valve.


75 -- 00
Figure 6 Antisurge Bleed Schematic Post SB


75 -- 00
CONFIGURATIONS:
The SB 5425 not incorporated engines are:
* There are two antisurge bleed system configurations in these engines.
In both of these configurations:
-- All of the bleed valves are controlled by the PRBC.
There is no start bleed control valve.
-- There are two 13th stage bleed valves.
* The two configurations differ in one way:
-- In the earlier configuration, there is no 8th stage bleed valve.
-- In the later configuration, there is one 8th stage bleed valve.
(All of the JT8D engines built after January, 1976 had this
8th stage bleed valve.)
NOTE: SB 4597 WAS ISSUED IN MAY, 1976. IT OFFERS
THE ADDITION OF THE 8TH STAGE BLEED VALVE
TO THE EARLIER ENGINES THAT DID NOT HAVE IT.
The SB 5425 incorporated engines are:
-- The one 13th stage bleed valve is controlled by the SBCV.
-- The three 8th stage antisurge bleed valves are controlled by the PRBC.


75 -- 00
Figure 7 Antisurge Bleed Configurations


75 -- 00
START BLEED CONTROL VALVE
Purpose:
To close the 13th stage bleed valve before the engine reaches idle.
Location:
The start bleed control valve is mounted on the fan diffuser case at
the 3:30 position.
The pneumatic/spring poppet valve is:
-- Static spring pressure closed
In depressurized condition, the valve is closed and outlet port is vented
to ambient. When pressure is applied to inlet port, the poppet moves off
its seat and permits air to flow through the outlet port and close the bleed
valve. Simultaneously, the ambient bleed holes are closed.
Maintenance:
* Line replaceable unit
* Cleanable


75 -- 00
Figure 8 Start Bleed Control Valve


75 -- 00
ANTI SURGE BLEED
General
During an initial run the engine bleed valves are required to be checked
for proper operation. The operation of the valves is a functionof engine
inlet temperature (Tt2), engine inlet pressure (Pt2) and low pressure
compressor speed (N1).
Procedure
From the graphic, knowing Tt2 and Pt2, can be determine at wich N1 %
the valves should close or open during engine acceleration and deceleration
respectively.
During acceleration, when valves close, a sudden increase in N1 % rpm of
approximately 8 % and EPR of approximately 0.06 units will be observed.
During deceleration, when valves open, a sudden decrease in N1 % rpm of
approximately 8 % and EPR of approximately 0.07 units will be observed.


75 -- 00
Figure 9 Antisurge Bleed Limits


75 -- 00
Figure 10 Air System Troubleshooting Chart

ANTI-- ICING SYSTEM JT8D -- 7 to -- 17

30 -- 00
ANTI -- ICING


30 -- 00
ANTI--ICE SYSTEM
General
The 737 has three anti--icing air shutoff valves on each engine.
Two of them control the flow of 8th stage air to the engine inlet,
as described earlier. The third valve controls the flow of 13th stage
air that prevents ice formation on the engine inlet cowl.
The 13th stage air is mixed with cooler, lower pressure air before it
goes to the cowl.
There is one anti--icing toggle switch for each engine. In correct operation,
all three anti--icing valves open when the pilot turns the switch ON.
There is an indicator light for each of the three anti--icing valves on an engine.
These indicator lights have the following names:
-- COWL VALVE OPEN (blue)
-- R VALVE OPEN (blue)
-- L VALVE OPEN (blue).
NOTE: THIS DESCRIPTION APPLIES TO ENGINE NUMBER 1
SIMILAR DESCRIPTION CAN BE GIVEN FOR ENGINE
NUMBER 2.
When the pilot turns the antii--cing (ENG ANTI--ICE) switch ON:
All three indicator lights for Engine No. 1 go on brightly to show that the valves
are in transit.
When all three valves are open, all three indicator lights for that engine become
dim. But if a valve does not open, the corresponding indicator light stays
bright.The condition of each of these lights can be summarized as follows:
OFF if the switch is OFF and the valve is closed.
ON dimly if the valve is open.
ON brightly -- While the valve is in transit (opening or closing)
-- If the valve position is different than the switch position.


30 -- 00
Figure 1 Anti-- Ice System


30 -- 00
ENGINE ANTI--ICE
General Maintenance
During icing conditions, the Pt2 probe in the nose dome becomes blocked All of the anti--icing system components are LRU‘s.
by ice. Air pressure trapped between nose dome and engine pressure ratio Pratt & Whitney recommends that the sleeve strainer element be inspected
transmitter is now vented to the nose dome, thus reducing the Pt2 signal and cleaned every 500 hours.
and causing engine pressure ratio (EPR) indicator, on P2 center Instrument
panel, to rise.
The engine anti--icing system prevents the formation of ice, or melts ice,
on the:
-- Fan inlet case
-- Inlet guide vanes
-- Inlet nose bullet (also referred to as the nose cone, or nose dome).
Components
There are two anti--icing tube assemblies, one on each side of the engine.
The routing of each assembly is from the fan--discharge rear--compressor
outer duct, forward to the fan inlet case.
There are two air shutoff valve and actuator assemblies, one on each side
of the engine. They are located on the front compressor case at the 11:30
and 12:30 positions.

When the anti--icing system for an engine is turned on from the flight deck:
-- Both actuators are energized to open the air shutoff valves.
-- Eighth stage bleed air flows through the tubes to the fan inlet case.
-- The hot air flows into the outer annulus of the fan inlet case, through the
hollow inlet guide vanes, and into the inner annulus.
-- The air then flows into the nose bullet and is sent into the gaspath.
The moisture that condenses in the outer annulus of the fan inlet case
comes out through the sleeve strainer element at the bottom of that case.
The screen prevents blockage of the weep hole.
NOTE: THE SLEEVE STRAINER ELEMENT IS ALSO REFERRED TO
AS A WATER DRAIN PLUG OR CONDENSATION DRAIN.


30 -- 00
Figure 2 Engine Anti -- Ice


30 -- 00
CONTROL AND INDICATION
Indication
NOTE: THE ANTI--ICING SWITCH ALSO OPENS (OR CLOSES)
The engine anti--icing indicator lights give a visual indication of the operation ONE OR MORE VALVES THAT CONTROL THE FLOW OF
and condition of the air shutoff valves to the flight crew. 13TH STAGE ANTI--ICING AIR TO THE NACELLE COWL.
Location Those valves and tubing assemblies are QEC components.
The engine anti--icing indicator lights are near the anti--icing control switches,
on the forward overhead panel on the flight deck.

The anti--icing indicator lights tell the flight crew if:
-- The anti--icing system is turned on or off
-- The anti--icing valves are open or closed.
The anti--icing indicator lights are different in different aircraft models.
For example:
-- For each engine, there can be one, two, or three indicator lights.
-- The indicators can be rectangular or circular, and they can be amber,
blue, or green.
NOTE: ACTUATOR HAS MECHANICAL POSITION INDICATOR.
Control
The flight crew uses the engine anti--icing control switches to turn the anti--icing
system ON or OFF.
Location
The engine anti--icing switches are on the forward overhead panel on the flight
deck.
There is an anti--icing toggle switch for each engine.
When the anti--icing switch is turned ON for an engine, the actuators are
energized to open both of the anti--icing air shutoff valves on that engine.
When the anti--icing switch is turned OFF, both of the anti--icing air shutoff
valves close.


30 -- 00
Figure 3 Control and Indication


30 -- 00
ENGINE NOSE COWL ANTI--ICING
General
Downstream of nose cowl anti--ice valve is thermostatic valve, and in the nose
cowl is an injector. Control and monitoring of the system is from P5, forward
overhead panel.
Operation
Placing engine anti--ice switch to the ON positions, allows three anti--icing
valves to open.
13th stage engine bleed air passes through the nose cowl anti--icing valve
and a thermostatic regulator valve and discharges through the injector at
the bottom of the nose cowl. Ambient air is drawn in by the injector, mixed
with 13th stage bleed air and dissipated in the nose cowl leading edge through
a perforated tube. The air is then discharged overboard through a port in the
nose cowl.
Engine and nose cowl anti--icing use should be limited to the minimum during
systems checks on the ground.


30 -- 00
Figure 4 Nose Cowl Anti-- Ice


30 -- 00
NOSE COWL ANTI-- ICE REGULATOR VALVE
General
The nose cowl anti--ice system utilizes 13th stage engine bleed air. This air
supply mass flow and temperature at high engine thrust operation is greater
than required for the anti--icing of the nose cowl.
Regulation of the air mass flow as a function of air temperature is provided by
the regulator valve.
Location
The nose cowl anti--ice regulator valve is located on the forward right side of
engine in the air duct downstream of the nose cowl anti--ice valve.
Components
The regulator valve consists of a sleeve enclosing a bi--metal temperature
sensitive coil connected by a shaft to a rotary plate, a stationary plate,
closed and open position stops.
Operation
When the nose cowl anti--ice valve is open 13th stage engine bleed air passes
through the initially fully open regulator valve. The bi--metal temperature
sensitive coil expands radially when subjected to the high air temperature
causing the rotary plate to rotate against a stationary plate. This rotation
reduces the relative openings between the plates, thus changing the flow area
and hence air mass flow. Two stops are provided for the rotary plate, a closed
stop and open stop, which is also used as a valve failure indicator.
When the valve is cold, it should be fully open with the rotary plate resting on
an open stop, thus preventing inward movement of the indicator pin. If the pin
can be depressed, it indicates that the valve has failed in the partial or fully
closed positions.


30 -- 00
Figure 5 Nose Cowl Anti--Ice Regulator Valve


30 -- 00
ENGINE AND NACELLE ANTI-- ICE CIRCUIT
General
The engine and nacelle anti--ice system is controlled from P5--11. Engine and
Wing Anti--Ice Module on P5 panel. This consists of three lights and a switch
receiving 28 Vdc and 115 Vac power from P18--3 circuit breaker panel.
Valve Operation
The cowl and two engine anti--ice valves are motor operated and are located
on forward section of engine.
Open/closed position indicator is located on each valve body.
Placing the engine anti--ice switch to ON, 115 Vac is supplied to the three
valve motors, valves open allowing compressor discharge air to anti--icing
ducting in nose cowl and engine. Placing switch to OFF closes three valves.
Valve Position Light Indication
The circuits for COWL VALVE OPEN, R. VALVE OPEN and L. VALVE OPEN
blue lights are identical and consist of 28 Vdc power supply from P18--3 panel
and printed circuit card in P5--11 module.
The circuit senses 115 Vac supply to the valve motor, if 115 Vac is present,
transistor is biased, if 115 Vac is absent, transistor is not biased.
The lights operate as follows:
A. Valve closed -- no light.
B. Valve open -- dim blue.
C. Valve in transit -- bright blue.
D. With power on, electrical connector to valve removed -- bright blue.
Dim blue light when ground is through zener and transistor.
Bright blue light when ground is through both transistors.


30 -- 00
Figure 6 Engine Anti -- Ice Control Circuit


30 -- 00
NOTES:

ENGINE CONTROLS JT8D -- 7 to -- 17

76 -- 00
ENGINE CONTROLS


76 -- 00
ENGINE CONTROLS
General Thrust Reverser Follow--up Cable
The engine control system transmitts control lever movement in the control The thrust reverser follow--up cable connected between drum and shaft
cabin to the fuel control unit on the right side of the engine. assembly and the reverser, prevents application of engine power whenever
the thrust reverser is in transit.
The system consists of three sub--systems:
A. Start system Control Cable Nomenclature
B. Forward thrust control A. ESS1A -- Engine start system, No. 1 engine, A cable.
C. Reverse thrust control B. ESS1B -- Engine start system, No. 1 engine, B cable.
C. ESS2A -- Engine start system, No. 2 engine, A cable.
Start System
D. ESS2B -- Engine start system, No. 2 engine, B cable.
The start system consists of a start lever, connected to fuel control unit by
control cables, push--pull cable and rod linkage. It energizes the ignition E. T1A -- Thrust, No. 1 engine, A cable
system and initiates fuel flow. F. T1B -- Thrust, No. 1 engine, B cable
G. T2A -- Thrust, No. 2 engine, A cable
Forward Thrust Control
H. T2B -- Thrust, No. 2 engine, B cable
The forward thrust control system consists of a thrust lever, connected to
fuel control unit by control cables, push--pull cable and rod linkage.
Reverse Thrust Control
The reverse thrust control system consists of a reverse thrust lever connected
to fuel control unit by the same control cables, push--pull cable and rod linkage
as used by the forward thrust control.
Drum and Brake Assembly
Drum and friction brake assemblies, located between floor beams at the aft
end of the Electronic Equipment compartment, furnish braking for the forward
and reverse thrust control cables.
Drum and Shaft Assembly
The drum and shaft assembly is mounted on the forward face of front spar.
It consists of a start and thrust drums and two concentric shafts. It transmits
control cable travel to push--pull cables on left side of engine.
Cross Shaft
The push--pull cables are attached to the left side of the concentric cross shaft
which passes under the engine to the right side. From the cross shaft, motion
is transmitted to fuel control unit by push--pull rods.


76 -- 00
Figure 1 Engine Controls


76 -- 00
THRUST AND START LEVERS
General The first movement, of reverse thrust lever opens a hydraulic valve which in
Engine start ing, thrust control and reverse thrust operation are performed by turn provides hydraulic pressure to open the reverser. The lever is locked out
three levers located on the control pedestal in the control cabin. by the thrust reverser interlock cable until the reverser is fully open. Further
movement of the reverse thrust lever actuates the throttle valve in the fuel
Start Lever control unit. When reverse thrust is increased, a temperature indicating detent
The start lever provides ignition and fuel supply to the engine during starting. is encountered.
The lever is provided with a spring--loaded detent catch which is released by The detent serves as a caution, it is possible to exceed allowable engine
lilting the knob. The detent secures the lever in the CUTOFF and IDLE exhaust gas temperature limits if the lever is advanced beyond the detent.
positions and is mechanically connected to a start drum on which are mounted Movement of the lever forward, reduces engine thrust and closes the reverser.
cams for operation of ignition and fuel shutoff valve switches. Passing over
the drum is the engine start systun (ESS) cable which mechanically actuates
the minimum pressure and shutoff valve in the fuel control unit.
Forward Thrust Lever

The forward thrust lever provides variable fuel supply to thu engine, thus
controlling the engine thrust. A lockout mechanisn prevents simultaneous
actuation of the forward and reverse thrust levers to assure positive forward
or reverse thrust control. The reverse thrust lever is attached to the forward
thrust lever which in turn is concentrically mounted with a thrust drum. Passing
over the drum is the engine thrust (T) cable, which mechanically actuates the
throttle valve in the fuel control unit when forward thrust lever is moved.
The forward thrust lever idle position is against the idle stop on the control
stand; and forward motion is terminated by a stop on the tuel control unit.
The GO AROUND switches for the flight director are mounted on the thrust
levers.
Reverse Thrust Lever
The reverse thrust lever actuates the thrust reverser and provides variable fuel
supply to the engine, thus controlling the engine thrust during reverse thrust
operation.
A lockout mechanian prevents simultaneous actuation of the forward and

reverse thrust levers to assure positive forward or reverse thrust operation.
The reverse thrust lever is attached to the forward thrust lever. Actuation
of the reverse thrust lever, rotates the thrust drum. (It should be noted that
the direction of travel of thrust drum and cables is the same for decreasing
forward thrust as it is for increasing reverse thrust.).


76 -- 00
Figure 2 Thrust and Start Levers


76 -- 00
DRUM AND BRAKE INSTALLATION
General
Drum and friction brake assemblies are installed in the throttle control cable
runs.
Location
The brake assenblies are located between the floor beams at the aft end of the
E/E compartment.
Components
The assembly consists of two pulleys on the same shaft with a friction brake
and spring. Cable T1A is wrapped around one pulley and T1B around the
second pulley. Landing and takeoff warning switches are installed in the
assembly.
Operation
During manual operation the assemblies furnish system braking and act as
idler pulleys. The friction brakes release when the thrust lever is in motion
and reset when the thrust lever stops moving. Rig pins are installed in the
assemblies for rigging of the control cables.


76 -- 00
Figure 3 Drum and Brake Assy


76 -- 00
ENGINE MOUNTED CONTROLS
General When the reverser is fully open, the push--pull cable moves the interlock cam
The engine mounted controls transmit the movement of the control cables and releases the thrust drum. Further movement of the reverse thrust lever
for engine start system, thrust system and thrust reverser operation. now actuates the fuel control unit through the thrust crank, push--pull cable,
cross shaft and rod.
Components
For engine removal, on the left side of the engine the push--pull cables are
The controls consist of a drum and shaft assembly mounted on the forward disconnected from the cross shaft. Also the reverser push--pull cable is
face of the front wing spar, extending through the firewall into the nacelle strut. disconnected at a quick disconnect point in the strut.
Connected to the drum and shaft assembly are two push--pull cables, on the
left side of the engine, which are connected to the cross shaft. On the right
side of the engine are two rods connected between the cross shaft and fuel
control unit. Part of the drum and shaft assembly consists of a thrust reverser
selector valve, valve actuating cam, thrust reverser follow up crank and cam.
Connected to the reverser follow up crank is a thrust reverser push--pull cable
assembly with a quick disconnect.
Start System
When the start lever, in the control cabin, is advanced from CUT--OFF to
IDLE, the motion is transmitted to the start drum by ESS( )A cable.
Rotation of the start drum moves the start crank and start push--pull cable
which in turn rotates the cross shaft and by a start rod, the fuel control unit is
actuated.
Thrust System
When the thrust lever, in the control cabin, is advanced from IDLE, the motion
is transmitted to the thrust drum by T( ) A cable. Rotation of the thrust drum
moves the thrust crank and thrust push--pull cable, which in turn rotates the
cross shaft and by a start rod, the fuel control unit is actuated.
Reverse Thrust System
When the reverse thrust lever, in the control cabin, is moved from stowed
position, the motion is transmitted to the thrust drum by T B cable. Rotation

of the thrust drum moves the selector valve actuating cam opening the selector
valve. Hydraulic pressure is now supplied to the reverser system for opening
the reverser. Further movement of thrust drum is restrained by the interlock
and follow up cam. This cam is connected by crank and puqh--pull cable
assembly to the reverser actuator.


76 -- 00
Figure 4 Engine Mounted Controls


76 -- 00
THRUST REVERSER INTERLOCK LINKAGE
Deploy
Moving the reverse thrus lever in the control cabin rotates the thrust drum
and control cam on the drum and shaft assembly clockwise. The control
cam actuates a rocker arm to select the deploy position on the thrust reverser
hydraulic selector valve. A roller on the control cam strikes the follow--up cam
to prevent the addition of reverser thrust power until the thrust reverser is fully
deployed. The follow--up cam is rotated by a push--puIl connected to one of
the reverser hydraulic actuators. At full deployment the follow--up cam clears
the roller, allowing reverser thrust power to be applied.
Stow
Returning the reverse thrust lever to the stow position rotates the control
cam, and actuates the rocker arm to select the stow position on the hydraulic
selector valve. A roller on the control cam strikes the follow--up cam to prevent
the application of forward tnrust until the reverser is stowed. When stowed, the
push--pu I I cable rotates the follow--up cam to clear the roller.


76 -- 00
Figure 5 Thrust Reverser Interlock Linkage


76 -- 00
RIGGING
Static Setting
The thrust cables are rigged with the thrust system at idle using rig pins
located on the drum and brake assembly, on the drum and shaft assembly,
on the right side of tho cross--shaft, and on the fuel control unit.
The start cables are rigged with the start system at cutoff, using the start
system stop pin on the drum and shaft assembly, and a rig pin on the right
side of the cross shaft. A spacer is used for start lever adjustments on the
fuel control unit.The thrust reverser follow--up linkage is rigged with rig pins on
the drum and shalt assembly and on the left side of the thrust reverser.
If any of the rig pins can not insert on the above positions, must be perform
adjust of the control cables in acordance with the M.M.


76 -- 00
Autothrottle Clutch
3 Upper Quadrant
2
3 Rig Pin
3
4
FCU 6 LH
RH 5
1
Cross Shaft
Thrust and Start Lever
1 6
5
Thrust Push Pull Cables

4 Start
FCU
Cross Shaft
6
4 FCU
Engine Left Side

2 Autothrottle Clutch 5 Engine Right Side
Figure 6 Control Cable Rigging


76 -- 00
ENGINE DATA PLATE
General
During the Production Test Cell Operation, prior to delivery, the engine is
checked for proper operation and certain adjustments are made to insure the
performance matches a standard for that engine model. Once the engine has
been fully adjusted and performance checked, a reference speed is established
for use in service. The reference speed is called ”DATA PLATE SPEED”.
Data Plate Speed is established from a curve which relates Engine Pressure
Ratio (EPR) and High Pressure Compressor RPM (N2). This curve is slightly
different for each engine. Prior to extracting the Data Plate Speed, the curve
is corrected to Sea Level Standard conditions. The corrected curve is then
entered at a given EPR of 1.65 (for all engines). The speed corresponding to
an EPR of 1.65 is then stamped on the Data Plate in % N2 and actual RPM,
together with the engine serial number. Data Plate Speed can now be used to
determine engine condition in service.
Location
The engine Date Plate is located on the front face of the forward turbine
support flange at the 4 o’clock position.
Condition Check Parameters

The Data Plate Speed must be corrected for ambient temperatures different
from standard (6O °F), the corrections are obtained from trim tables in the
Maintenance Manual. A tolerance band is specified for the corrected Data
Plate Speed, this band being +1.2 % N2 and --0.8% N2.
If during engine Data Plate Speed check (engine operating at EPR of 1.65),
N2 RPM is within tolerance, the engine shows no deterioration and can be
trimmed. If N2 RPM is above the tolerance, engine has compressor distress,
if N2 RPM is below the tolerance, engine has turbine distress.


76 -- 00
Figure 7 Engine Data Plate


76 -- 00
ENGINE TRIM
General D-- Position of part power trim spacer is with C side showing.
Trimming of the power plant is required to assure maximum operating The instrumentation required for engine trimming is:
efficiency and to maintain the power plant within certain operating limitations to
prolong engine life. A. N2 Master Tachometter connected to a test receptacle on the right side
of the control cabin.
Engine trimming will be required as follows:
B. Pt7 Pressure Gage connected at the front right side of engine.
A. After installation of new engine.
After activation of the trim spacer on the fuel control unit, the two trim screws,
B. After a fuel control change. IDLE and MIL are adjusted until the target values are obtained.
C. If it becomes necessary to restore thrust lever travel between takeoff The final adjustment is always made in the increasing direction. After stowing
and full throttle position at the control stand. the trim spacer, takeoff conditions are checked.
Engine trimming is performed at part power setting with the engine operating Considering the staggered line, for the targets at right side, use “C” and for the
under ” no bleed and no load” conditions. targets at the left side, use “S” . Use the next figure to complete the following
Procedure excercise:
Prior to performing an engine trim, certain parameters or target values must be Excercise:
obtained from the trim tables, i n the Maintenance Manual. , These values are For OAT 14 °F and 29.8 in.Hg.
a function of ambient temperature and pressure.
Data Plate % RPM . . . . . . . . . . . . . . . . . . . . . . __________% N2
As an example consider the following.
Data Plate Correction . . . . . . . . . . . . . . . . . . . . __________% N2
Outside Air Temperature (OAT) 20 °F
Adjusted Data Plate . . . . . . . . . . . . . . . . . . . . __________% N2
Barometric Pressure 29.5 in Hg.
Allowable N2 % tolerance +1.2 --0.8
Data Plate % RPM 88.80 % N2.
At data check N2 tachometer read . . . . . . . . . __________% N2
From the trim tables:
The engine still within tolerance? . . . . . . . . . . . __________
A-- At OAT of 20 °F, Data Plate Correction is --3.42% N2.
Idle RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __________% N2
Hence Adjusted Data Plate Speed is 88.80 --3.42 = 85.38 % N2
Part Power Pt7 . . . . . . . . . . . . . . . . . . . . . . . . __________in.Hg.
Allowable tolerance is 85.38 + 1.20 = 86.58 % N2 and
85.38 --0.80 = 84.58 % N2. Part Power EPR . . . . . . . . . . . . . . . . . . . . . . . . __________
During Data Plate Speed Check, N2 tachometer read 85..5 % N2 hence Take Off EPR . . . . . . . . . . . . . . . . . . . . . . . . . . __________
engine condition is still within tolerance. Position of part power trim spacer is showing side. . __________
B-- At OAT or 20 °F, idle RPM is 55.4 % N2.

C-- At OAT or 20 °F and barometric presure of 29.5 in Hg,
Part Power Pt7 is 60.1 in Hg.
Part Power EPR is 2.04
Takeoff EPR is 2.06


76 -- 00
Figure 8 Trim Table Excercise


76 -- 00
PART POWER TRIM SPACER
General
Engine trimming is performed at part throttle or part power setting. On the fuel
control unit, is installed a spacer having two positions, S for standard and C for
cold. The S or C side is used in accordance with data from the trim tables.
Location
The trim spacer is located on the fuel control unit under the thrust crank arm
stop.
Procedure
Depending on the ambient conditions (tenperature and pressure), from the
trim tables the position of the trim spacer is obtained.
If S position is required, break satety wire, loosen screw and rotate the spacer
to between the stop and thrust crank. If C position is required, break safety
wire, remove the spacer and install it with C side showing.
Upon completion of trim procedure, the spacer should be stowed.
The spacer should not be removed from the fuel control unit and used on a
different fuel control unit.


76 -- 00
Figure 9 Part Power Trim Stop


76 -- 00
FUEL CONTROL
General
Engine trinning is performed by adjustment of two screws on the fuel control
unit in accordance with target values obtained from the trim tables.
Location
The two adjustment points are located on the fuel control unit next to the thrust
crank on the forward right side of the engine.
Operation
The two trim screws are called IDLE and MIL. The IDLE screw is rotated
counterclockwise for increasing the idle RPM and the MIL screw is rotated
counterclockwise for increasing part power Pt7.
One complete revolution of each trim screw generates 32 ”clicks”. On IDLE
screw, 16 ”clicks” is equivalent to idle RPM change of 1% N2 and on the MlL
screw, 10 ”clicks” is equivalent to Pt7 change of 1 in Hg.
During trim procedure, both screws are adjusted until the target values are
obtained.


76 -- 00
Figure 10 Fuel Control


76 -- 00
NOTES:

INDICATION SYSTEM JT8D -- 7 to --17

77 -- 00
INDICATION SYSTEM


77 -- 00
INDICATIONS SYSTEM
Purpose Oil Indications
The indicating systems monitor (sense) some of the important engine The oil indications are comments in the Oil System ATA Chapter 79.
conditions and show them on the flight deck. -- Oil pressure
-- Oil temperature
Types of Engine Data
-- Oil quantity
There are indicating systems for these types of engine performance
(or power) data:
-- Engine pressure ratio (EPR)
-- Low rotor (N1) speed ---- percent of RPM
-- High rotor (N2) speed ---- percent of RPM
-- Exhaust gas temperature (EGT) ----°C
-- Fuel flow rate ---- thousands of lb/hr or kg/hr.
Also, fuel used (optional).
There are indicating systems for these types of oil system data:
-- Oil temperature ---- °C
-- Oil pressure ---- psi. Also, low oil pressure caution
-- Oil quantity ---- quarts, gallons, or liters.
There is an indicating system for the amplitude of engine vibration, but is
optional, because in the most of the 737 it‘s not used.
Gages
The flight deck indicators are usually circular analog gages (except for the low
oil pressure caution light). These gages have pointers, and some of them also
have digital indicators. There is one gage for each engine in the aircraft.
On 737 aircraft, the gages are located on the center instrument panel:
-- EPR
-- N1 % RPM
-- EGT
-- N2 RPM
-- Fuel Flow.


77 -- 00
Figure 1 Indications System


77 -- 00
ENGINE PRESSURE RATIO SYSTEM
General Pressure Ratio Transmitter
The engine pressure ratio (EPR) system provides a visual indication in The transmitter consists of a bellows actuated capacitance type sense unit,
the control cabin of power or thrust for any throttle setting, except idle. a cam and gear train, an amplifier, two phase motor and gear train and a
transmitting synchro enclosed in a case. The transmitter is mounted on an
Same as, must be consider the EPR indication is the primary or master anti--vibration rack. The Pt2 and Pt7 lines entering the transmitter are provided
indication, therefore the engine must not accelerate if this indication is with test connections for leakage checks.
wrong or inoperative.
Pressure Ratio Indicator
Components
The indicator consists of a receiver synchro, dial. and pointer, an adjustable
The system consists of one engine inlet pressure, Pt2, sensor located in the index and counter and an external set knob. The set knob is used to position
nose dome, six engine exhaust pressure, Pt7 sensors, manifolded together index and counter to a desired engine pressure ratio for reference only.
at engine exhaust, pressure ratio transmitter located in forward section of air
conditioning bay and indicator on P2 center instrument panel. Different EPR indicator are installed on 737 aircrafts, some of these indicators
are provided with one window to digital readout of actual value, and the other
The transmitter receives 115 Vac power from P6--2 circuit breaker panel. indicators with two windows, one for actual value and the other window to
Inlet Pressure Sensing Probe command or refference EPR value.
The engine inlet pressure (Pt2) is sensed by a pitot probe mounted through Some airplanes incorporating EPR actived takeoff warning aural.
the center of the nose dome. The pressure signal passes through the moisture The indicator has integral lighting.
trap and exits the engine through the 6 o’clock inlet guide vane. The vent hole
in the moisture trap functions as an ice detector. Maintenance
With formation of ice, Pt2 pressure in line decreases by venting to nose dome, Both Indicator and EPR Tx are LRU‘s.
thus causing EPR to increase. The probe is anti--iced by the engine anti--icing
air present in the nose dome. Pt2 test connection is provided on front right
side of engine and is used for leakage check.
Exhaust Pressure Sensing Probes
The engine exhaust preesure (Pt7) is sensed by six probes projecting into
the exhaust stream. The probes are connected to a common manifold, thus
providing an average exhaust pressure. Exterior connection to the manifold
is made at a single point through the fan discharge outer duct at 7 o’clock
position. Pt7 test connection is provided on front right side of engine and
is used for leakage check or Pt7 pressure gage for engine condition check
and engine trimming.


77 -- 00
Figure 2 EPR System


77 -- 00
EPR OPERATION
Operation
When the system is not at null, as would occur when either Pt2 or Pt7 was
changed, the pressure transmitter is also at off--null position. In this condition,
the center plate of the capacitance pickoff is not centered between the outer
plates and therefore a voltage is produced which is amplified by a phase DIGITAL READOUT
sensitive amplifier. The voltage is then supplied to a two--phase motor, whose
direction of operation depends on whether the voltage is in phase or out of EPR ONLY
phase with respect to line voltage. The motor operates the output synchro
and the outer plates in a direction to null the center plate of the capacitance
pickoff. The signal from the output synchro is transmitted to the indicator.
General
The engine pressure ratio transmitter converts the pneumatic signals from
engine inlet and exhaust to an electrical signal which is supplied to the EPR
indicator.
Location
The transmitter for each engine is located in the respective air conditioning bay,
outboard wall, opposite the waer separator. Located on the transmitter are test
connections for the engine inlet (Pt2) and exhaust (Pt7) pressures.
DIGITAL READOUT
COMMAND AND
ACTUAL EPR
EPR INDICATOR TYPES


77 -- 00
Figure 3 EPR Operation


77 -- 00
ENGINE TACHOMETER SYSTEM
General
The engine tachometer system measures the rotary speed of the engine low
(N1) and high (N2) pressure compressors, and provides a visual indication in
the control cabin for monitoring engine performance.
Components
The tachometer system consists of a Low pressure compressor tachometer
generator located on the trout accessory drive pad behind the nose dome, a
high pressure compressor tachometer generator located on right side of the
accessory drive case and two indicators on the P2 center instrument panel.
Tachometer Generator
The tachometer generator consists of a three phase stator winding, end
shields and a permanent magnet rotor assembly all contained in a sealed
case. The frequency of the generato output signals is a function of the
compressor RPM.
Tachometer indicator
The tachometer indicator consists of a three phase synchro motor, a rotating
drag assembly, a calibrated clock spring, all hermetically seated in a case,
and a round dial with a subdial. The indicator dial is graduated for readings
between zero and 110 percent RPM, while the small subdial is graduated in
ten divisions for each 10 percent change in speed.
Maintenance
Both indicator and tachometer are LRU‘s.
The generator tachometer are interchangeable.


77 -- 00
Figure 4 Engine Tachometer System


77 -- 00
GENERATOR TACHOMETER
Operation
The alternating electrical signals from the respective tachometer generator are
fed into a tachometer indicator which cause the drive shaft of the indicator
synchrro motor to rotate. The synchro motor drives the flux coupling which,
in turn, restrained by a clock--type spring, moves the indicator pointers to a dial
position corresponding to the compressor rotor speed.
The engine tachometer system operates on self--generated electrical power.
The airplane’s electrical power is required only for the integral lighting of the
tachometer indicators.
Engine Trim Connection
A N2 test connection is provided on the right side of the control cabin.This
connection can be used for checking N2 RPM on a precision tachometer
during the engine data plate speed check and engine trim.


77 -- 00
Figure 5 Generator Tachometer Operation


77 -- 00
EXHAUST GAS TEMPERATURE CIRCUIT
General Operation
The operating limits of the engine, monitoring of the mechanical integrity of the The difference in temperature, between the hot junction at the thermocouple
turbines and engine condition during operation are performed by measurement probes and the cold junction at the indicator, causes electrical signals to be
of the engine exhaust gas temperature which is displayed in the control cabin. generated in the thermocouple circuit. This electrical signals, with voltage
proportional to temperature, is applied to the amplifier. The amplifier receives
Components regulated power supply from transformer within the indicator. Output of the
The exhaust gas temperature (EGT) system consists of eight thermocouples amplifier is applied to a torquer which in turn drives the indicator pointer.
arranged radially in the engine exhaust, thermocouple junction box located on With power interrupted, pointer goes to the 0 position.
left side of turbine case and an indicator on the P2 center instrument panel. The indicator incorporates a cabin temperature compensator to provide
The indicator receives 115 Vac power from P6--2 circuit breaker panel. Chro- exhaust gas temperature indication irrespective of prevailing ambient
mel and alumel wires are used between the thermocouples and indicator. temperature.
Thermocouple Probe
The thermocouple consists of a junction of a chromel and alumel wires
enclosed in a tube which has a series of inlet holes facing the gas stream.
The probe has two stud terminals, the alumel (--) terminal is longer than the
chromel (+) terminal. The correct orientation of the probe with respect to
gas stream is obtained with an index slot in the probe.
The eight thermocouples are connected electrically in parallel to obtain the
average gas temperature.
Thermocouple Junction Box
The two wired (chromel and alumel) from each thermocouple terminate at
the junction box. The chromel wires are connected together to form a parallel
circuit, the alumel wire is cornnon to all thermocouples. The jjunction box is
used to check thermocouple continuity. From the junction box, the chromel
and alumel wires are routed along the left side of engine diffuser case to
terminal strips.
Exhaust Gas Temperature Indicator
The indicator is an independently powered servoed instrument with a dial

graduated from 0 to 850 °C. The normal and dangerous operating tempera
ures are marked in a color code The range between 500 °C and 700 °C is
expanded to give a more accurate indication.
The indicator has integral lighting.


77 -- 00
Figure 6 EGT Circuit


77 -- 00
EGT THERMOCOUPLE
General
The exhaust gas thermocouples are located within the primary exhaust flow
and transmit electrical signals to a flight deck indicator.
Installation
The eight thermocouples are mounted in the inner wall of the primary exhaust
duct.
An index guide assures the proper positioning of the probe and a lock nut holds
the probe in position.
A two segment duct cover ring covers the terminal end of the probe and
creates a passage for the interconnecting wiring.
Accessibility
Access to the thermocouples on a built up engine is through the tail pipe and
thrust reverser. Deactivation of the thrust reverser is required prior to entering
the engine.


77 -- 00
Figure 7 EGT Termocouple


77 -- 00
FUEL FLOWMETER SYSTEM
General
The fuel, flow indicating system provides a visual indication in the control cabin
of the fuel consumption of each engine.
Components
The system consists of a single Power Supply Module (M316), located on
the E3--3 Electronic Equipment rack, flow transmitter located on forward left
side of engine and indicator calibrated in lb/hr or kg/hr on P2 center instrument
panel. Power supply is 115 Vac and 28 Vdc from P6 circuit breaker panel.
Operation
The power supply converts 28 Vdc to 3 ∅, 4Hz, l7 Vac which is supplied to
the flowmeter transmitters. The conversion is accomp]ished by timer switches
and oven controlled oscillator.


77 -- 00
Figure 8 Fuel Flow System


77 -- 00
FUEL FLOW CIRCUIT
Transmitter
The transmitter consists of a motor driven impeller and a fuel flow driven
turbine. An impeller motor is located upstream of the impeller. A signal
transmitting unit is located downstream of the turbine and is attached to
the turbine with two restraining springs of different load characteristics.
This permits the use of an indicator with fine index marks at the low side
and coarser index marks at the high side resulting in greater sensitivity at
low flow rates.
The impeller motor receives 3 phase, 4 Hertz, 17 Vac from Power Supply
Module and is driven at constant 240 RPM, the impeller is driven through
reduction gears at constant 60 RPM regardless of fuel flow.
The fuel passing through the impeller is given a swirling motion and then
passes through the turbine. The action of the fuel on the turbine blades
produces a torque, against the restraining springs, which is directly
proportional to the fuel flow rate. Rotation ol the restraining springs rotates a
permanent magnet rotor surrounded by a coil which is supplied with 115 Vac
from P6--3 circuit breaker panel.
It is reconnended that the FUEL FLOW INDICATOR circuit breaker be pulled
(open) whenever the engine fuel feed line is drained or the airplane is out of
service for maintenance. This will prevent damage to the transmitter from dry
operation and will prolong its life.
Indicator
The fuel flow indicator consists of a permanent magnet rotor surrounded by a
coil which is supplied with 115 Vac from P6--3 circuit breaker panel, a pointer
and a dial face calibrated in lb/hr or kg/hr. The coil picks up the output signal
from the transmitter, rotates the permanent magnet in indicator by the same
angular displacement as the magnet in transmitter. The pointer gives a visual
indication of fuel flow during engine operation.
The indicator has integral illumination.

Maintenance
The indicator and transmiter are LRU‘s.


77 -- 00
Figure 9 Fuel Flow Circuit


77 -- 00
Figure 10 Summary Engine Indications

IGNITION SYSTEM JT8D -- 7 to -- 17

74 -- 00
IGNITION SYSTEM


74 -- 00
IGNITION SYSTEM
Purpose The ignition system is controlled from the flight deck. When it is turned on:
The igrntion system supplies a fast sequence of electrical sparks to ignite the -- Electrical current flows from the aircraft to the exciter.
fuel/air mixture in combustion chambers 4 and 7.
-- The exciter produces a fast sequence of high energy electrical pulses and
On the left side of the engine there is: sends them through the high tension leads to the igniters.
-- The exciter (box) is mounted betweefl. flanges J and J1 at the 1:00 position. -- Each electrical pulse causes the igniter (plug) to make a strong spark at its
-- A high tension lead goes from the exciter to the igniter plug which is threaded tip, which is in a combustion chamber.
into the combustion chamber 7 at the 8:00 position. The following steps occur to produce each spark:
On the right side of the engine there is: -- The exciter increases the voltage of the input electricity and builds a charge
-- A high tension lead goes from the exciter to the igniter plug which is threaded on a storage capacitor.
into the combustion chamber case at the 4:00 position. -- After the charge has built up sufficiently on the capacitor, a part of that
-- The high tension lead goes into combustion chamber 4. charge is output (sent) to the igniter.
Description and Operation -- The igniter makes a ”trigger spark” which ionizes the air at its tip.
The ignition system is used when the engine is started (on the ground) or -- Then the capacitor discharges fully, and the remaining charge is sent to the
restarted (in flight). It is also used (as a precaution) to prevent flameout during igniter.
takeoff, landing, and bad weather. -- The igniter makes a high--energy spark which is conducted by the ionized
The ignition system has an exciter that, gets electrical power from the aircraft, air to make extended contact with the fuel/air mixture. The heat that is
transforms it into a high voltage and sends that voltage through high tension transmitted from the very hot spark to the aerated fuel particles causes
leads to (one or both of) the igniter plugs. The igniters make very hot sparks combustion.
which ignite the air/fuel mixture in the combustion chamber. NOTE: EACH ELECTRICAL OUTPUT PULSE FROM THE EXCITER HAS
There are two kinds of exciters: TWO PARTS WHICH OCURR IN A VERY FAST SEQUENCE. THE
A-- The standard 20--4 joule system has a single exciter box. The aircraft FIRST PART CAUSES THE TRIGGER SPARK, AND THE SECOND
supplies 115 Vac and 28 Vdc electricity to it. The 20--4 joule exciter can PART CAUSES THE HOT SPARK.
operate in the intermittent or continuous mode. In the intermittent mode, WARNING: TO PREVENT A DANGEROUS ( FATAL) ELECTRICAL
it fires both igniters in the continuous mode, it only fires the igniter in SHOCK, DO NOT WORK ON THE IGNITION SYSTEM:
combustion chamber 7. -- WHILE IT IS OPERATING.
B-- The optional dual 20 joule system has two exciter boxes bolted together. -- UNTIL THE EXCITER HAS BEEN DISCHARGED BY
( They are referred to as a ”twin pack” ). Both exciters get 115 Vac GROUNDING THE DISCONNECTED HIGH TENSION
electricity from the aircraft. One exciter fires the igniter in combustion LEAD(S) TO THE EXCITER MOUNTING BRACKET,
chamber 4, and the other exciter fires the igniter te combustion chamber 7. NOT TO THE ENGINE CASE.
The two exciters can be operated individually or at the same time.
Earlier models were for intermittent use only. Current models are available for
continuous duty.


74 -- 00
Figure 1 Ignition System Components


74 -- 00
ELECTRICAL FLOW
Description and Operation * 20 Joule Ignition System (Optional)
A high tension voltage developed in the ignition exciter is sent through the -- The dual 20--joule exciters receive 115 Vac power from the aircraft.
ignition leads across the gap of the igniter plug. This voltage causes the air Each exciter has an input and an output connector. Both exciters are bolted
between the igniter plug electrodes to ionize. When ionization occurs, the together but function independent of one another.
current discharges between the electrodes result in a high energy spark which -- The 20--joule ignition system is controlled manually by a switch on the
ignites the fuel/air mixture in the combustion chamber. overhead panel in the flight deck. The exciters can be switched on
Pratt & Whitney recommends that both igniters be used for ground starts and individually or simultaneously.
air starts to ensure rapid, dependable starting. -- The start switch is a guarded, momentary switch used to control the starter
air shutoff valve and the AC supply to the ignition exciters * Switch ”A” or ”L”
* 20--4 Joule System: provides 115 V, 400 Hertz electrical power to exciter A when the fuel shutoff
-- One power cable supplies the single 20--4 joule exciter with two input lever is ON.
voltages from the aircraft: 28 Vdc to power the intermittent duty circuit, and -- Switch ”B” or ”R” provides 115 V, 400 Hertz electrical power to exciter B when
115 Vac to power the continuous duty circuit. The intermittent circuit fires the fuel shutoff lever is ON.
both igniter plugs with 20 joules. The continuous circuit fires one igniter plug -- BOTH provides 115 V, 400 Hertz electrical power to exciters A and B when
with 4 joules. A spark gap assembly ensures that voltage is supplied to only the fuel shutoff lever is ON.
one igniter during continuous circuit operation.
-- OVRD provides 115 V, 400 Hertz electrical power to exciters A and B,
-- The engine start switch is a guarded, momentary switch used to control the bypassing the fuel lever and start switch.
starter shutoff valve and the electrical supply to the ignition exciter.
-- For optimum life of the ignition system components, the operating duty cycle
-- All ground starts and inflight air starts should be made using the 20--joule DC is 10 minutes ON, 20 minutes OFF.
exciter (firing both igniter plugs).
-- An improved 20 joule exciter that permits continuous duty operation is
-- For optimum life of the ignition system components, the operating duty cycle available. Refer to SB 5803.
is 2 minutes ON, 3 minutes OFF, 2 minutes ON and 23 minutes OFF. In
addition, the 4--joule system should be off during normal flight The seven combustion chambers without igniter plugs have their fuel/air
mixtures ignited by the flame that goes (propagates) through the cross--over
-- The 4--joule system should be used for protection against flameout during tubes between adjacent cans.
takeoff and prior to activating the engine inlet anti--icing system.
Pratt & Whitney recommends that both igniters be used for ground starts and
-- “GRD START AND CONT” provides 20 joules to both igniters when start in--flight restarts to ensure rapid, dependable starting and The ignition system
switch and fuel shutoff lever are ON. When start switch is released, be turned OFF during normal flight.
system goes to 4 joules to one igniter.
Maintenance
-- “IGN OVRD” provides 20 joules to both igniters bypassing start switch and
fuel shutoff levers. SB 5961 provides an alternate supplier of the exciter box.
-- SB 5880 permits an operator to convert to an improved 20 joule exciter that All of the ignition system components are LRU‘s.
permits continuous duty operation. The gap assembly is LRU.
The igniters can be cleaned.


74 -- 00
Figure 2 Ignition Electrical Flow


74 -- 00
NOTES:

STARTING SYSTEM JT8D -- 7 to -- 17

80 -- 00
STARTING SYSTEM


80 -- 00
STARTING SYSTEM
General Using air supply from ground air supply cart. Air from ground cart through
The pneumatic starting system provides means for rotating the engine to engiuo No. 2 bleed valve is supplied to No. 2 start valve or through isolation
the RPM range, where starting can be accomplished when ignition and fuel valve and engine No. 1 bleed valve to No. 1 start valve.
are supplied. Using bleed air from opposite operating engine. Adequate pressure is provided
Components from the 8th stage bleed of the engine operating at approximately 80% N2
RPM. Air from the operating engine through its bleed valve, isolation valve and
The pneumatic start system consists of a pneumatic starter located on bleed valve of engine to be started, is supplied to the start valve.
the left aft face of the accessories drive case and solenoid controlled,
pneumatically operated start valve located above the starter. The start
valve control switch is located on the P5, forward overhead panel. The
two engine start systems utilize the pneumatic manifold and valves for
air supply to starters.
Air Supply
The air for the pneumatic starter can be supplied by:
A. Auxiliary Power Unit
B. Ground air supply cart
C. Bleed air from opposite engine (if operating).
Before an engine start is attempted, the air conditioning system pack valves
and wing thermal anti--icing valves must be closed, isolation valve and engine
bleed valves must be open. Switches for these valves are located on the P5,
forward overhead panel. Air pressure for engine start is Indicated on a dual
pointer pressure gage on P5 panel.
Operation
Using air supply from Auxiliary Power Unit. With APU operating, the APU
bleed valve is opened by a switch on the P5, forward overhead panel. Air
from APU through the isolation valve and engine No. 2 bleed valve is supplied
to the No. 2 start valve, or through engine No. 1 bleed valve to the No. 1 start
valve. During the time when the APU bleed valve, isolation valve, engine No.
1 bleed valve and engine No. 2 bleed valve are open, the DUAL BLEED amber
light on P5 panel will be illuminated. Tho ”dual bleed” condition is allowed to
exist only during engine starting. Upon completion of engine starting, the APU
bleed valve must be closed and the light will be extinguished.


80 -- 00
Figure 1 Starting System Schematic


80 -- 00
START CONTROL CIRCUIT
General On No. 1 engine only, the starter cutout switch provides power to the stall
The engine start circuit is used for engine starting on the ground, continuous warning heating system. If the start valve is opened” manually, it must be
ignition (if necessary) during engine operation and engine re--start in flight. closed when high pressure compressor speed reaches 35--4O % RPM.
Components If the engine start switch does not hold in GRD position, it indicates that
either the holding solenoid is not energized or the starter cutout switch has
Start system components consist or a solenoid controlled, pneumatically failed open. The engine can still be started by holding manually the start
operated start valve located on loft side of engine, pneumatically driven switch in GRD position.
starter located on left aft side of accessories drive case, ignition exciter
unit on left side of diffuser case and two igniters located in No. 4 and It the engine start switch does not return to OFF at starter cutout speed,
No. 7 combustion chambers. it indicates that cutout switch failed closed. Place start switch to OFF
manually at cutout speed.
A four position, (GRD, OFF, LOW IGN, FLT), rotary type engine start
switches with holding coils are located on P5 forward overhead panel. Continuous Ignition
Operated by the engine start lever are two ignition switches located in Continuous or low energy ignition is used during takeoff, turbulance and
the control pedestal. landing.
The engine start circuit receives 28 Vdc and 115 Vac electrical power Pushing and rotating the engine start switch to LOW IGN position closes
from P6--2 circuit breaker panel. fourth contact. 115 Vac through fourth contact of start switch and ignition
Operation switch is supplied to the ignition exciter unit.
Pushing and rotating the engine start switch to GRD position closes two Output of exciter unit is 4 Joules of electrical energy to igniter in No. 7
contacts. 28 Vdc through the first contact energizes start swttch holding combustion chamber only at approximately one spark every two seconds.
coil, ground for coil is through cutout switch in engine starter. The start If the low ignition system has failed, the low ignition spark gap on the exciter
switch is now held in GRD position. Also start valve solenoid is energized unit has to be changed.
and start valve opens, supplying air to starter, evidenced by pressure drop
on duct pressure gage. The si arter drives tim high presuure compressor Flight Start
and turbine through the accessories drive. In order to re--start the engine in flight, the starter is not operated, since the
At approximately 16 -- 17 % RPM of high pressure compressor and providing engine with be windmilling. Pushing and turning the engine start switch to FLT
that low pressure compressor is rotating, the start lever is advanced from position closes third contact. 28 Vdc through third contact of start switch and
CUT--OFF to IDLE position. 28 Vdc through second contact of start switch ignition switch is supplied to the ignition exciter unit. Output of exciter unit is
and ignition switch is supplied to the ignition exciter unit. Output of exciter unit the same as during the ground start. When engine reaches idle speed, place
is 20 Joules of electrical energy to each igniter at approximately 5 sparks per switch to LOW IGN.
10 seconds. NOTE: THE ENGINE START SWITCH IS HELD MECHANICALLY IN

At cutout speed, the centrifugally operated switch inside the starter opens, LOW IGN AND FLT POSITIONS.
start switch holding coil releases and start switch returns to OFF. 28 Vdc The engine is stopped by placing the start lever at cutoff.
is interrupted to ignition system and start va)ve solenoid, start valve closes,
evidenced by pressure recovery on duct pressure gage. The engine continuos
to accelerate to idle speed.


80 -- 00
Figure 2 Start Control Circuit


80 -- 00
ENGINE STARTER
General
The engine is started using low pressure air(supplied to the starter through the
start valve. The pneumatic starter is a turbine type air motor which converts
energy of compressed air into torque sufficient to accelerate the engine to
starting speed. The starter drives the high pressure compressor through the
accessories drive case.
Location
The starter is located on the left aft face of the accessories drive case. It is
attached by five keyhole type bolts, provisions are for six, but the bolt at 1
o’clock position is not used due to limited accessibility.
Components
The starter consists of a scroll assembly, turbine wheel, reduction gear
assembly, engaging mechanism, output shaft and a centrifugal cutout switch.
The air exits the starter through a safety screen and a containment deflector.
Operation
When the valve is open, air is admitted to the starter scroll assembly
and is directed radially inwards through the turbine wheel imparting high
speed rotation. The reduction gear train reduces the high speed, low torque
of the turbine wheel into low speed, high torque through a pawl and ratchet
engagement mechanism to the output shaft. When the speed of the output
shaft exceeds the speed of the internal gear hub, the clutch mechanism
overruns thus providing automatic disengagement. Overspeed control is
maintained by the centrifugally operated cutout switch, which automatically
closes the starter valve when the output shaft reaches a speed corresponding
to 35--40 % N2 RPM.


80 -- 00
Figure 3 Engine Starter


80 -- 00
PNEUMATIC START VALVE
General
The start valve allows airflow from the airplane’s pneumatic system to the
starter during engine starting operation. The valve is solenoid controlled,
pneumatically operated non--.regulating.
Location
The pneumatic start valve is located on the heft side of the engine just
above the engine starter.
Components
The start valve consists of a valve body assembly with a lever operated
butterfly valve, diaphragm type pneumatic actuator assembly, filter and
solenoid operated switcher with a manual override.
Operation
Placing the engine start switch, on the P5 overhead panel, to GRD posjtion,
allows start valve solenoid to be energized and moving the switcher.
Air from the pressurized pneumatic manifold passes through the filter and
switcher to the lower chamber of actuator assembly, the upper chamber is
vented to ambient.
Pressure acting on the bottom of the diaphragm overcomes the spring force,
and by linkage moves the butterfly to open position.
Deenergizing the solenoid ( normally by the cutout switch in the starter) ,
repositions the switcher. The lower chamber of actuator assembly is now
routed to ambient through the switcher. the spring in upper chamber and
torsion spring on butterfly close the valve.


80 -- 00
Figure 4 Start Valve Schematic


80 -- 00
START VALVE
Manual Override
If the solenoid fails to operate normally, the manual solenoid override button
can be used. It is accessible through a small hole in the left cowling, very near
to the CSD oil service access door, with a suitable tool (screwdriver) using the
cowling as a pivot point. The override must be released when engine speed
reaches 35--40% N2 RPM.
A second override method requires the left copling to be open. The valve
butterfly position indicator can be rotated with an Allen key to open the valve.
The valve must be closed whet engine speed reaches 35--40% N2 RPM.


80 -- 00
Figure 5 Manual Override


80 -- 00
NOTES:

EXHAUST JT8D -- 7 to -- 17
78 -- 00
EXHAUST

78 -- 00
THRUST REVERSER
General
The thrust reverser assembly is located on the aft end of each engine and is
for use on the ground only. When actuated, the reversers provide reverse
thrust as a means of decelerating the aircraft during landing roll or after a
rejected takeoff.
Reverse thrust is provided by two deflector doors opening aft, which deflect
the exhaust gases forward.
The reversers are hydraulically powered, electrically controlled and monitored.

78 -- 00
Figure 1 T/R View

78 -- 00
THRUST REVERSER INSTALLATION
General
The thrust reverser assembly is attached to the tailpipe extension, which in
turn is attached to the engine. The reverser assemblies are interchangeable
between the engines.
Components
A double flanged tailpipe extension is installed between the aft end of the
engine and the forward end of the reverser, these flanges are fireshields.
The thrust reverser assembly consists of an integral tailpipe and shroud
assembly, two doors with locks, two lock and door actuators, actuating
linkage and interlock push--pull cable with rigging provisions.
At the forward end of the reverser assembly are located the hydraulic
components (check valve restrictors) and lines for pressure and return
flows, for the two lock and door actuators.

78 -- 00
Figure 2 T/R Component Locations

78 -- 00
THRUST REVERSER DOOR LOCK
General
The thrust reverser door lock assembly maintains the thrust reverser in the
forward thrust position except when reverse thrust operation is selected.
Location
The thrust reverser door lock assemblies, two for each reverser, are located
circumferentially around the junction of the jet pipe and reverser under the
nacelle skin.
Components
The door lock assembly consists of a latch, a hydraulically operated lock
actuator, a striker pin, a torsion spring and a tension spring.
Extension of the latch is an actuating plate for the proximity switch sensor unit.
Attached to the door is a latch fitting with a roller which is engaged by a latch.
Operation
During the selection of reverse thrust, the lock actuator is pressurized moving
the latch, against torsion spring, and thus unlocking the door.
With the door moving the retracting arm is pulled by the tension spring and
engages the striker pin, holding the latch In unlocked position.
During the selection of forward thrust, the rock actuator is again pressurized
to a reset position, without moving the latch since the actuator rides in a slot
in the latch. When the door is stowed, the retracting arm is moved by the latch
fitting, releasing the latch. The torsion spring now rotates the latch which
engages the roller on the latch fitting.

78 -- 00
Figure 3 T/R Door Lock

78 -- 00
THRUST REVERSER DOOR LINKAGE
General
The thrust reverser door linkage is a four--bar linkage system used to stow
and deploy the thrust reverser doors. The linkage assembly is powered by
the hydraulically operated actuators.
Location
The thrust reverser door linkage assemblies, two for each reverser, are
housed behind aerodynamic fairings at the rear of the nacelle.
Components
The linkage assembly consists of a driver link, idler link, and an overcenter
links. The drive links are attached to the forward part of the doors and to the
overcenter links, the idler links are attached to the aft part of the doors and
support assembly. Attached to the overcenter links is the reverser actuator.
On the left actuator only is attached the interlock feedback rod.
Operation
With the reverser in the forward thrust position, the linkage is maintained in
the overcenter position, thus keeping the reverser locked.
During the selection of reverse thrust, the reverser actuators are pressurized
moving the overcenter links, which in turn rotate the drive links. Rotation of
the drive links moves the doors to the open position.
During the selection of forward thrust, the rfeverser doors are closed and
locked by the actuator.

78 -- 00
Figure 4 T/R Door Linkage

78 -- 00
THRUST REVERSER HYDRAULIC / ELECTRICAL SCHEMATIC
General
The thrust reverser operation is controlled by a reverser system which is Whenever the reverser doors are unlocked, the proximity switches energize
hydraulically operated and electrically controlled. The actuating medium circuits in Engine Accessory Unit M528. Through these circuits REVERSER
is pressurized hydraulic fluid supplied by the aircraft landing gear down line UNLOCKED amber light on P2 panel is illuminated.
portion of the A hydraulic system or alternatively from the standby hydraulic
system. Indication of reverser operation is provided in the control cabin. Stowing of the reverser is accomplished by repositioning of the selector valve
by the reverse thrust lever. Hydraulic fluid is supplied to reposition the lock
Components actuators and then to the door actuators, return flow is through the selector
The system consists of the following components: valve.
A. Hydraulic fluid supply through a shuttle valve in the main wheel well. When the isolation valve is deenergized, the lock and door actuators are
slowly depressurized through the restrictor and isolation valve.
B. Isolation valve, located at forward end of air conditioning bay, receiving
power from circuits in Engine Acessory Unit Module M523. The pressure switch, located downstream of the isolation valve, is connected
to circuits, in Engine Accessory Unjit, M528 for the ISOLATION VALVE light
C. Pressure switch, located in leading edge o wing/body fairings electrically on P5 Aft Overhead Panel.
connected to circuits in M5281
With isolation valve energized, illuminated light indicates low pressure.
D. Selector valve, located in wing leading edge above engine, operated
by the reverse thrust lever and thrust lincage. With isolation valve deenergized, illuminated light indicates high pressure.
E. Lock actuator, door actuation and check vflve/restrictors located on the During maintenance practices, with the reverser in the open or closed position,
thrust reverser. it is necessary to depressurize thef actuators to prevent the inadvertant use of
reverser. To depressurize the reverser system, the manual lockout plunger
F. Engine Accessory Unit, M528 located on E3-- rack receiving inputs on the isolation valve is depressed and held depressed by a pin and lockout
from Air/Grd switch, engine low oil pressure switch, hydraulic pressure mechanism. This action connects the actuators to the return line.
switch and proximity switches located on reverser doors.
The unit contains circuits for operation o isolation valve, ISOLATION
VALVE light (P5) and REVERSER UNLOCKED big t (P2).
G. Engine fire switch on P8 panel and reverse override switch on P5 panel.
H. The power supplies are 28 Vdc from P6--2 circuit breaker panel.
Operation
In order to operate the thrust reverser, the isolat ion valve must be energized.
The valve is normally energized when the fire switch is in the NORMAL
position, airplane is on the ground and engine is operating. An override switch
is provided for energizing the isolation valve when airplane is not on the ground
and/or engine is not operating. With hydraulic pressure available, movement
of reverse thrust lever allows selector valve to port fluid to lock actuators first
by virture of check valve/restrictors and then to the door actuators. The return
flow from the actuators is through the selector valve.

78 -- 00
Figure 5 T/R Control Schematic

78 -- 00
THRUST REVERSER ISOLATION VALVE
General
The thrust reverser isolation valve (one per engine), is a solenoid operated
valve which allows hydraulic supply to and return from the reverser actuators.
Location
The isolation valve is located on the forward bulkhead of each air conditioning
bay.
Components
The valve consists of a shuttle valve operated by a 28 Vdc powered solenoid
for opening and a spring for closing. It has three ports for hydraulic pressure,
supply to actuators and hydraulic return.
On the outside of the valve is a manual lockout plunger with provisions for a
locking pin.
Operation
When the solenoid is deenergized, the valve is closed by the spring and the
supply line to actuators is connected to the return line. This depressurizes the
actuators on the reverser.
In order to energize the solenoid, the airplane must be on the ground and
engine operating or the override switch placed to the OVERRIDE position.
When the solenoid is energized, the shuttle valve is repositioned to connect
the supply line to the actuators to open or close the reverser.
During the performance of the maintenance practices, the reverser may be in
open or closed position with the actuators pressurized. This condition is very
undersirable, since inadvertant movement of reverse thrust lever will move the
reverser.
Hence prior to working in the vicinity of the reverser, the isolation valve manual
lockout plunger should be depressed and the ground lock assembly with the
locking pin should be installed. The valve is now locked in closed position
depressurizing the reverser actuators and movement of thrust reverser lever
will not operate the reverser.

78 -- 00
Figure 6 T/R Isolation Valve

78 -- 00
THRUST REVERSER ISOLATION VALVE AND LIGHT CIRCUIT
General Isolation Valve Light Operation
In order to operate the thrust reverser, it is necessary to energize the thrust The ISOLATION VALVE light provi4es visual indication of isolation valve
reverser isolation valve. Normally, the isolation valve is energized when the condition (energized or deenergized) and the corresponding hydraulic pressure
fire switch is in the NORMAL position, airplane is on the ground and engine (high or low) downstream of the valve. The light operation is as follows:
is operating. An override switch is provided for energizing the isolation valve AIRPLANE ISOLATION HYDRAULIC ISOLATION
when airplane is not on the ground and/or engine is not operating. A light is POSITION VALVE PRESSURE VALVE LIGHT
provided for the isolation valve. A. Ground Energized High Off
Components B. Ground Energized Low On
The circuit components consist of the following: C. Air Deenergized Low Off
A. Fire switch located on P8 panel in control cabin. D. Air Deenergized High On
B. Air/Grd relay in Landing Gear Accessory Unit M338 on E3--2 rack. Case A
C. Isolation valve and light control circuits in Engine Accessory Unit M528 With isolation valve energized normally or by the OVERRIDE switch in
located on E3--2 rack. OVERRIDE position, transistor Q3 is biased. Bias power for transist Q4
D. Thrust reverser isolation valve, located at forward end of air conditioning is removed by transistor Q3 and hydraulic pressure switch in high pressure
bay. position. Ground for ISOLATION VALVE light is not available, since transistor
E. Thrust reverser OVERRIDE switch (NORMAL and OVERRIDE) guarded Q4 is not conducting.
in NORMAL position and ISOLATION VALVE amber light located on P5
Case B.
aft overhead panel.
With isolation valve energized normally or by the OVERRIDE switch in
F. The power supplies are 28 Vdc from P6--2 circuit breaker panel.
OVERRIDE position, transistor Q3 is biased. Bias power for transistor Q4 is
A. Normal now available since hydraulic pressure switch is in low pressure position.
With airplane on the ground, relay K5 in M338 is deenergized and its contacts Ground for ISOLATION VALVE light is available through transistors Q4 and Q3.
are in GRD position. With engine operating, engine oil pressure is normal. Case C.
Relay K2 in M528 is energized, power for relay is 28 Vdc from Battery Bus
With isolation valve deenergized, transistor Q3 is not biased. Bias power for
through NORMAL position of fire switch and ground through the oil pressure
transistor Q4 is available since hydraulic prcssuru switch is in low pressure
switch. 28 Vdc from Battery Bus through NORMAL position of fire switch,
position and transistor Q4 not conduct tng. Ground for ISOLATION VALVE
contact of relay K5 in GRD position in M338, contact of relay K2 in M528 to
light is not available through transistor Q3 or hydraul to pressure switch.
energize the isolation valve.
Case D.
B. Override
With isolation valve deenergized, transistor Q3 is not biased. Bias power for
Placing the thrust reverser override switch to OVERRIDE position, 28 Vdc from
transistor Q4 is available since transistor Q4 Is not conducting. Ground for
Batt Bus through NORMAL position of tire switch is supplied to energize the
ISOLATION VALVE light is available through transistor Q4 and hydraulic
isolation valve, bypassing the airplane on the ground and/or engine operating
pressure switch.
conditions.

78 -- 00
Figure 7 T/R Isolation Valve Circuit

78 -- 00
Figure 8 Hush Kit and Exhaust Mixer

78 -- 00
BOTH MAIN GEAR UP

Figure 9 T/R Summary

78 -- 00
NOTES:

B737-200 L3 ATA 70 - 80 Power Plant (JT8D) PDF

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

B737-200 L3 ATA 70 - 80 Power Plant (JT8D) PDF

Caricato da

Copyright:

Formati disponibili

POWER PLANT BOEING 737 - 200

Lufthansa LAN Technical Training

SCL JGB Jan -- 2004 Page: 1

dash models or were no longer in service.

SCL JGB Jan -- 2004 Page: 2

Figure 1 JT8D Turbofan Cut - a - Way View

SCL JGB Jan -- 2004 Page: 4

Figure 2 Data Sheet P&W JT8D -

-- Have pins to allow panel removal.

SCL JGB Jan -- 2004 Page: 6

Figure 3 Nacelle Configuration

SCL JGB Jan -- 2004 Page: 8

Figure 4 Engine Cowlings

SCL JGB Jan -- 2004 Page: 10

SCL JGB Jan -- 2004 Page: 12

Figure 6 Position Refferences

The rear compressor drive turbine (also called the HPT):

SCL JGB Jan -- 2004 Page: 14

Figure 7 Gaspath and Major Design Features

Station Number Definitions:

SCL JGB Jan -- 2004 Page: 16

Figure 8 Engine Stations

SCL JGB Jan -- 2004 Page: 18

Figure 9 Engine Flanges

SCL JGB Jan -- 2004 Page: 20

Figure 10 Left Side View

SCL JGB Jan -- 2004 Page: 22

Figure 11 Right Side View

SCL JGB Jan -- 2004 Page: 24

Figure 12 Front View

SCL JGB Jan -- 2004 Page: 26

Figure 13 Engine Mounts

N. Gearbox drain plug and magnetic chip detector, right side.

SCL JGB Jan -- 2004 Page: 28

Figure 14 Accessory Drive

SCL JGB Jan -- 2004 Page: 30

Figure 15 Engine Drains

SCL JGB Jan -- 2004 Page: 32

SCL JGB Jan -- 2004 Page: 1

CONDITIONS. THE PURPOSE OF THIS DISCUSSION IS TO GIVE

SCL JGB Jan -- 2004 Page: 2

Figure 1 Performance Data

-- Force = (Momentum of exhaust gases) minus (Momentum of the incoming

SCL JGB Jan -- 2004 Page: 4

Figure 2 Engine Thrust

SCL JGB Jan -- 2004 Page: 6

Figure 3 Flat Rating Concept

SCL JGB Jan -- 2004 Page: 8

Figure 4 Compressor Map Development

SCL JGB Jan -- 2004 Page: 10

Figure 5 Rear Compressor Map

SCL JGB Jan -- 2004 Page: 12

Figure 6 Front Compressor Map

SCL JGB Jan -- 2004 Page: 14

SCL JGB Jan -- 2004 Page: 1

As a build group section, it is just one part of the fan duct.

SCL JGB Jan -- 2004 Page: 2

Figure 1 Build Groups

-- (Engine) exhaust group.

SCL JGB Jan -- 2004 Page: 4

Figure 2 Section Locations

SCL JGB Jan -- 2004 Page: 6

Figure 3 Fron Accessory Drive