Beruflich Dokumente
Kultur Dokumente
CH 71-80
B767-3S2F
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B767-3S2F
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B767-3S2F
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THRUST REVERSER
INBD
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71-00-C2F-001
B767-3S2F
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Fan Cowls
Constructed of aluminum structure, with nomex honeycomb and kevlar/graphite
external panels. The Fan Cowls are approximately 106 inches outside diameter,
53 inches long and weighs a total of 137 lbs. or 68.5 lbs each side.
Thrust Reverser Cowls
The fan thrust reverser cowls incorporate a self-contained hydraulic system to
power open the reverser halves for engine access. They provide the forward
thrust duct and also block and redirect this thrust forward to accomplish reverse
thrust. The Fan Thrust Reverser Cowls are approximately 104 inches outside
diameter, 63 inches long and weighs a total of 1538 lbs. or 769 lbs. each side.
Core Cowls
The Core Cowl panels are constructed of aluminum, titanium, and cres
(corrosion resistant stainless steel). The Core Cowls are approximately 72
inches outside diameter, 59 inches long and weighs a total of 244 lbs. or 122
lbs. each side.
Exhaust Sleeve And Plug
Both the exhaust sleeve and plug are constructed of welded honeycomb.
STRUT
EXHAUST
SLEEVE
HINGE (TYP)
HINGE
(TYP)
OIL TANK
ACCESS DOOR
THRUST
REVERSER HALVES
CHINE
FAN COWL PANELS
PRESSURE
RELIEF DOOR
INLET COWL
ENGINE COWLING
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Access
The fan cowl panels are hinged to the strut and fair with the inlet cowl and thrust
reverser. Panels are latched together at the bottom centerline with three flush
mounted tension latches. The fan cowl panels open to provide access to
components on the engine fan case.
Characteristics
Each fan cowl overlaps the corresponding thrust reverser half. A pressure relief
door, located midway up the left cowl, opens to relieve excessive fan cowl
compartment pressures. The right fan cowl contains an access door to service
the engine oil tank without opening the cowl. Two hold-open rods are installed
on each fan cowl panel to support the cowl in the open position. The extended
hold-open rods engage brackets on the fan case to hold the fan cowl open to
positions of 40 or 55 degrees from the bottom centerline. The free ends of the
rods are stowed in receivers on the cowl when not in use.
HINGE (3)
OIL TANK
ACCESS
AFT HOLD
- OPEN ROD
SLEEVE
RECEIVER
RIGHT FAN
COWL PANEL
HOLD-OPEN
RODS
LATCH (3)
FORWARD
HOLD-OPEN
ROD
SLEEVE
SECONDARY LOCK
INNER
COLLAR
RECEIVER
INNER SEGMENT
OUTER COLLAR
FWD
OUTER SEGMENT
SLEEVE
HOLD-OPEN ROD
ENGINE-MOUNTED
RECEIVER
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B767-3S2F
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HINGE (3)
UPPER
LATCH
DEFLECTORS
ANGLE GEARBOX
AND BALLSCREW
ACTUATOR
INNER
DUCT WALL
OUTER
DUCT WALL
TRANSLATING
COWL
CENTER
DRIVE UNIT
LOWER
LATCH
THRUST REVERSER
TORQUE BOX
UPPER AND
LOWER LATCH
HANDLES
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DRAG
LINK
THRUST REVERSER
B767-3S2F
BLOCKER
DOOR
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B767-3S2F
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General
The thrust reverser halves are latched together by three tension latches along
the bottom split-line. The latches are mounted within the area covered by the
access and blow-out doors on the bottom of the thrust reverser. The forward
blow-out door must be opened first and closed last. Latch hooks are on the left
half and fit over latch pins on the right half. Latch tension is adjustable.
Adjustment
This assembly is mounted around the leading edge of each thrust reverser half.
Access is gained by opening the appropriate fan cowl panel.
The fan cowl panels must be open. The access and blow-out doors must be
open. Unlatch all three tension latches in order, starting with the aft latch,
working forward. Check the tension latches for damage.
Characteristics
The upper latch of the mounting ring is a hook that slips into a "U" bolt, mounted
to a bracket, on top of the fan stator case. Upper latching force is controlled by
the adjustable "U" bolt. The bottom latch is a barrel nut that fits into a "claw"
type clevis bracket mounted at the bottom of the fan case. The barrel nut is
adjustable to control lower latching force. Upper and lower latch handles are
used to open/close upper and lower latches. The upper latch cable is
adjustable. The thrust ring latch assembly may be removed if the thrust
reverser half is replaced.
Operations and Limitations
Opening the thrust ring latch assembly requires pulling lower latch handle
outward until latch pin bottoms in slot. Rotate upper latch handle outward
disengaging latch pin from slot. The upper latch is now disengaged from the "U"
bolt. Rotate lower latch handle outward disengaging barrel nut from clevis
bracket. Closing the thrust ring latch assembly requires engaging barrel nut
with clevis and rotate lower latch handle inward. Rotate upper latch handle
inward engaging latch pin in slot. Upper latch should engage "U" bolt.
CAUTION: DO A VISUAL CHECK THAT THE LATCH RING HOOK HAS
ENGAGED THE "U" BOLT WHEN CLOSING. ALSO, WHEN
OPENING THE COWLING ENSURE THE LATCH HOOK IS
CLEAR OF THE RING HOOK. FAILURE TO COMPLY WITH
THIS COULD CAUSE DAMAGE TO THE COWLING AS WELL
AS THE ENGINE PYLON.
The tension latch handle closing force is measured with a spring scale. Adjust
tension latches from forward to rear. Adjust the closing force by loosening the
latch bolt nut and rotating an octagonal offset bushing.
U-BO LT
UPPER
LATCH
UPPER
LATCH
CABLE
FWD
LOWER
LATCH
LATC H BOLT
NUT
LATCH
ANCHOR BOLT
FAN STA TOR
CASE
OCTAGONAL
OFFSET
BUSHING
CLEVIS
BRACKET
TENSION
LATCH
SPRING SCA LE
TEST POINT
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BARREL
NUT
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AUXILIARY
RESERVOIRS
STRUT
FWD
OIL TANK
HYDRAULIC
CONNECTOR
THRUST REVERSER
OPENING ACTUATOR
HAND PUMP
FAN
STATOR CASE
ROD END
BALL LOCK
PIN
HYDRAULIC
CONNECTOR
PLUNGER
BUTTON
HOLD
OPEN ROD
DUST CAP
FWD
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UPPER LATCH
HOOK
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Release core cowl latches and engage hold-open rods. Fully extend rod to
locked position. Check that red UNLOCKED indicator band is not visible.
The left and right core cowl panels protect the turbine case section of the
engine.
Location & Access
The core cowl panels are hinged to the strut, and fair with the inner barrel of the
thrust reverser on the forward edge and rests against the engine exhaust sleeve
on the aft edge. Panels are latched together with three flush mounted tension
latches at the bottom. The core cowl panels open to allow access to the
combustion and turbine cases of the engine.
With sleeve retracted, engage hold-open rod onto engine mounted bracket.
Characteristics
A pressure relief door on the right core cowl panel opens to relieve excessive
core cowl compartment pressures. The door is hinged and latched. Two
lanyards are used to restrain the door when it is open. Fire shields installed
inside the core cowl panels protect them from high temperatures. A hold-open
rod installed on each core cowl panel supports the cowl in the open position.
The hold-open rod engages a bracket on the engine and is extended to position
the cowl open to 50 degrees from the bottom centerline. The free end of the rod
is stowed in a receiver on the cowl when not in use.
The support rod is telescopic and varialble on some core cowling.
Opening Core Cowl Panels
The fan cowl panels and thrust reverser must be open before attempting to
open the core cowl panels.
FIRE SHIELD
(L AND R SIDE)
HINGE (3)
LATCH (3)
UNLOCKED
INDICATOR
COLLAR
COMPRESSOR
REAR FRAME
COLLAR
RECEIVER
BRACKET
SLEEVE
FWD
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SECONDARY
LOCK
HOLD-OPEN ROD
B767-3S2F
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B767-3S2F
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Fan module
Core module
High pressure turbine module
Low pressure turbine module
Accessory drives module
FAN MODULE
CORE MODULE
HIGH PRESSURE
COMPRESSOR
LOW PRESSURE
TURBINE
MODULE
FAN ROTOR
AND LOW
PRESSURE
COMPRESSOR
ANNULAR COMBUSTOR
ACCESSORY
DRIVES MODULE
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AERODYNAMIC STATIONS
Identification
Gas turbine engine manufacturers adhere to Aerospace Recommended
Practice (ARP) 755A when assigning aerodynamic station numbers. This
standard was developed by the Society Of Automotive Engineers, Inc. and
provides performance station identification and nomenclature systems for gas
turbine engines. These identifications are referenced by number and alpha
characters and relate to both primary and secondary airflow gas paths.
The primary airflow path is identified with numbers 0 through 9 and secondary
airflow paths are identified with numbers 10 through 19. Any points of
measurement between whole numbers is identified in decimal equivalents.
The alpha prefix character(s) are used to clarify whether air temperature or air
pressure are being measured. They also indicate the manner in which the
temperature or pressure is being measured. Of the many characters available
those used on the GE engines are:
T = Temperature
P = Pressure
S = Static
Engine Instrument Sensor/Station Relationships
Temperature and pressure sensors are labeled with a T or a P, and a station
number which indicates the location of the sensor in the airflow. The CF6-80C2
sensors (not shown) are:
FAN DUCT
PRESSURE
P14
wdmt-h72-00-0001
FAN INLET
TEMPERATURE
T12
T5
LP TURBINE EXIT
TEMPERATURE
P3
T3
COMPRESSOR DISCHARGE
PRESSURE AND TEMPERATURE
P2.5
T2.5
HPC INLET PRESSURE
AND TEMPERATURE
AERODYNAMIC STATIONS
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Sump A
Sump B
Sump C
Sump D
Sump A has the #1, 2, and 3 bearings. The B sump has #4, Roller and Ball
type bearings. The C sump contains the #5 bearing and is located just forward
of the HPT inlet. The D sump is the furthest aft on the engine at the LPT outlet..
The LPC module on the CF6-80C engine has four stages of compression and a
single stage fan section. This is also referred to as the booster section. The
HPC area consists of 14 stages of compression and is located in the main core
of the engine forward of the combustion case. A single annular combustor is
used on the engine for fuel introduction and combustion. The HPT consists a
two stage turbine and is used to drive the 14 stage HPC. The LPT has a five
stage turbine and is used to drive the booster section of the engine.
COMPRESSOR SECTION
COMBUSTION
SECTION
TURBINE SECTION
HONEYCOMB
NESTING AREA
HIGH PRESSURE
TURBINE (2 STAGES)
HIGH PRESSURE COMPRESSOR
(14 STAGES)
"C" SUMP
#5 BEARING
"A" SUMP
#3 BEARING
"B" SUMP
"D" SUMP
#6 BEARING
#2 BEARING
#1 BEARING
ROLLER BEARING
#4 ROLLERBEARING
#4 BALLBEARING
FAN ROTOR
BLADE
ENGINE CONFIGURATION
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When fan blades are replaced, the minimum allowable clearance between
blade tips and the abradable shroud must be maintained.
SEALING RING
1ST STAGE BLADE
(38 LOCATIONS)
FAN ROTOR
SPINNER
KEY
DOVETAIL
SLOTS
SPACER
BOLT
MID-SPAN
SHROUD
FWD
RETAINER
WEIGHT
KEY
CLASS
SPACER
FAN ROTOR BLADE
OFFSET
HOLE
STAGE 1
FAN DISK
1
38
37
3
BALANCE
SCREW
SEAL RING
CAPTIVE
SHANKNUT
SPINNER MOUNTING
BOLT PATTERN
FWD
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Aft Side
Integrated Drive Generator (IDG)
Pneumatic starter
Fuel pump
N2 SPEED
SENSOR
OIL TUBE
BRACKET
PAD 3
HYD PUMP
PAD 9 PERMANENT
MAGNET ALTERNATOR
FORWARD SIDE
PAD 8
FUEL PUMP
PAD 4 IDG
PAD 6
PNEUMATIC
STARTER
AFT SIDE
NOTE: ACCESSORIES OMITTED FOR CLARITY
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Components mounted in the fan frame (accessible from the aft side of the fan
case):
Core Module
Compressor Stator Case
Accessory gearbox and heat shield
HP RECOUP
FORWARD
AIR MANIFOLD
ENGINE MOUNT
VSV ACTUATOR
(2)
CORE COMPARTMENT
COOLING AIR
REAR
ENGINE MOUNT
EEC
OIL TANK
OIL SCAVENGE
FILTER C2
IGNITER PLUGS
VSV ACTUATOR
IDG AIR/OIL HEAT EXCHANGER
ELECTRICAL N1
SPEED SENSOR
IGNITION EXCITERS
LOW PRESSURE
TURBINE CASE COOLING
VARIABLE BYPASS
VALVE (12)
VARIABLE BYPASS
VALVE ACTUATOR
(2)
FAN FRAME
NO. 1 BEARING
VIBRATION SENSOR
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ACC MANIFOLDS
ACCESSORY
LP
RECOUP
HEAT SHIELD AIR MANIFOLDS
ACCESSORY GEARBOX
TRANSFER GEARBOX
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B767-3S2F
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UPPER AFT
ENGINE MOUNT
TANDEM BARREL
NUT (2)
FAILSAFE
CLEVIS
ENGINE MOUNT
PLATFORM
AFT SHEAR
PINS
YOKE
THRUST REVERSER
DEFLECTION
LIMITER BUMPER
FWD
LOWER AFT
ENGINE MOUNT
PLATFORM
LINK (2)
FRAME
LINK
FAN
FRAME
TENSION
BOLT (4)
LOWER FORWARD
ENGINE MOUNT
AFT MOUNT
FORWARD MOUNT
FAN FRAME
ENGINE MOUNTS
B767-3S2F
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TURBINE
REAR FRAME
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FWD
B767-3S2F
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B1-10
B1-3
B1-10
B1-7
B1-10
B1-11
B4-2
B4-3
B4-1
B1-9
B1-4
B1-13
B4-2
B4-3
B1-8
B4-1
B1-13
B4-4
B1-2
B3-2
B3-1
B1-8
B1-12
B1-2
B1-6
B1-5
B5
MOTOR MOUNT
(HP ROTOR BORESCOPE)
B2-6
B2-1
B2-5
B2-2
B2-4
B2-3
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B1-1
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Starter Pad
IDG Pad
Purpose
Drain Mast
The engine vents and drains system collects and discharges drain fluids
overboard.
General Description
The drain system is divided into two parts. A drain module retains fluids until
expelled during flight and the drain mast discharges fluid directly overboard
through the drain mast. The oil tank scupper drain and combustion chamber
drain are not connected to the drain module or drain mast.
General Component Locations
The drain module is mounted to the aft side of the engine accessory gearbox. A
drain mast is attached to the fan stator case and protrudes through the engine
cowling into the airstream.
Drain Mast and Module
The drain module is bolted on the engine accessory gearbox lower backside
and is accessed by opening the thrust reverser. The drain mast is bolted to the
engine fan stator case rear underside, and extends below the fan cowl.
Drain Module
The accessories shown in the graphic have seperate drain cavities in the drain
module for storing leakage. When proper airspeed is reached the spring loaded
valve inside the module opens to admit air. This air flow empties the drain
cavities and discharges any accumulated fuel and oil overboard through the
drain mast.
The module also has push-to- open drain valves on the bottom. Each drain
valve is labeled for identification. Drain valves are provided for the following
components:
Hydraulic Pump Pad
Main Fuel Pump Pad
Hydro Mechanical Unit (HMU) Mount Pad
An ambient air inlet port provides air flow to the drain module. The drain lines
that exit directly through the main drain are
Strut Drain
Left and Right Variable Stator Vane (VSV) actuator
Left and Right Variable Bleed Valve (VBV) actuator
Fuel Line Shroud
Fuel Drain Manifold
Forward Electrical Junction Box
IDG Pressure Relief Valve
SCUPPER
DRAIN
COMBUSTOR
DRAIN LINE
OIL TANK
(REF)
COMBUSTOR DRAIN
VALVE (REF)
FUEL PUMP
TO DRAIN MAST
HMU
STARTER
DRAIN MAST
FWD
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FUEL
MANIFOLD
B767-3S2F
DRAINS
PYLON
FLUIDS
J-BOX
SAMPLING PLUGS
DRAIN MANIFOLD
OIL/HYD
IDG
FUEL AGB
FUEL
DIRECT
HYDRAULIC
PUMP
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ENGINE CHANGE
Engine Removal
Engine Installation
Install new barrel nuts in the aft engine mount pylon fitting
Prepare engine mounts for engine installation
Install new serviceable mount nuts on forward engine mount
Verify the Serial Number on the serviceable tag matches the Serial number
on the engine data plate
Provide OK to install engine
Install Engine
Remove cradle from engine and lower to transport stand
Remove forward and aft bootstrap equipment
Install the bolts on each side of the strut
Install access panel for the skirt fairing
Tighten the thrust links to platform attach bolts.
Install the bolt and nut retainers on the forward mount
Inspect mount bolt installation
Install starter
Drain the starter oil, check the starter magnetic chip detector and replenish
the starter with oil
Connect thrust reverser opening hydraulic lines
Connect the strut drain line
EQ Connect the drain lines for the strut raceway
Install the drain mast
Connect the line to the pre-cooler inlet duct
Connect the hydraulic lines
Install the pneumatic starter duct
Connect the fire extinguishing discharge flex line to the tube fitting
Connect pre-cooler inlet duct
Connect the line to the pressure regulating valve
Connect the main fuel supply line
5. FORWARD BRACKET
(2 LOCATIONS)
8. AFT
OUTBOARD
ARM
3. INBOARD BRACE
STRUT
2. FORWARD
SUPPORT
9. DYNAMOMETER
1. FORWARD
INBOARD ARM
SEE
A
11. OUTBOARD
BRACE
10. AFT HOIST
(2 LOCATIONS)
12. CABLE
13. SHEAVE
(2 LOCATIONS)
14. DYNAMOMETER
(2 LOCATIONS)
16. FORWARD
OUTBOARD
ARM
17. BOLTS
D
CRADLE
FWD
OUTBD
19. BOLT
22. BOLTS
20. BOLT
20A. BOLT
CAUTION:
_______ HOIST ASSEMBLIES MUST BE ORIENTED
AT THE TOP SO THAT SLACK CHAIN WILL
DESCEND FREELY BY FORCE OF GRAVITY
FWD
20C. BOLT
ENGINE CHANGE
B767-3S2F
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20B. BOLT
(5 LOCATIONS)
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767-400
MAINTENANCE MANUAL
CF6-80C2 SERIES
ENGINES
ACCESSORY
GEARBOX (REF)
HYDROMECHANICAL
UNIT
METERING VALVE
HEAD SENSOR
VSV ROD PORT
VSV HEAD PORT
UPPER PCB PORT
VBV OPEN PORT
PCR REGULATED
REFERENCE
PRESSURE PORT
wdmt-71-00-0017
EFFECTIVITY
FWD
71-00-03
ALL
H01A
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
ENGINE PRESERVATION
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Apr 22/07
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From the lube and scavenge pump the scavenge oil flows under pressure past
the magnetic chip detector and then through the servo fuel heater and the fuel/
oil heat exchanger. The scavenge oil flow is then cleaned by the scavenge oil
filter as it returns to the oil tank.
Note:
DEAERATOR
SCAVENGE
OIL FILTER
OIL
QTY
XMTR
OVER
FILL
SIGHT
GLASS
PRESS
RELIEF
VALVE
OIL FILTER
~P
D SUMP
B/C SUMP
A SUMP
SLINGER
DISK
PUMP
OIL LINE
PRESS
SUPPLY
SCAVENGE
PUMP IN
SCAVENGE
PUMP OUT
VENT
OIL JET
BALL BRG
ROLLER BRG
MAG DET
OIL STRAINER
DRAIN PLUG
FLAME
ARRESTOR
ENG OIL
PRESS XMTR
TRANSFER
GEAR BOX
ENG LOW
OIL PRESS
SWITCH
PRESS
PUMP
ACCESSORY
GEAR BOX
PR
OIL TEMP
SENSOR
MAGNETIC CHIP
DETECTOR
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Oil Tank
Oil Tank Filler Cap
Oil Tank Pressurizing Valve
Oil Tank Pressure Relief Valve
Oil Tank
The oil tank provides storage for the engine oil. It is located on the right side of
the fan case. Access is gained by opening the right fan cowl panel. It is
constructed of aluminum and may have an external coating of a silicone rubber
compound for insulation. A plug for oil draining is provided on the bottom of the
oil tank.
Oil Tank Filler Cap
The oil tank filler cap allows manual filling of the oil tank and seals the opening
of the fill port. The filler cap is located on the upper right side of the oil tank.
access for servicing may be gained by opening the oil tank access door located
on the right fan cowl panel or by opening the right fan cowl panel.
Oil Tank Pressurizing Valve
The oil tank pressurizing valve maintains tank internal pressure. The
pressurizing valve is located on top of the oil tank. Access is gained by opening
the right fan cowl panel. The oil tank is pressurized by the returning air-oil
stream. The oil tank pressurizing valve vents air into the A sump at 7-11 psi
above the transfer gearbox vent pressure.
Pressure Relief Valve
The pressure relief valve is a back-up safety valve that relieves tank pressure.
at 27 psi venting to ambient air preventing tank rupture. The relief valve is
located below the fill port scupper. Access is gained by opening the right fan
cowl panel.
SCAVENGE
RETURN TUBE
OIL TANK
FILLER
CAP
VENT
TUBE
PRESSURIZING
VALVE
FILLER CAP
SCUPPER
DRAIN TUBE
ACCESS
DOOR
ENGINE OIL
TANK
ENGINE
OIL TANK
OVERFILL
PORT
SCUPPER
DRAIN
DRAIN
PLUG
OIL
SUPPLY
TUBE
SIGHT GLASS
OIL STORAGE
B767-3S2F
Page - 43
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TRAINING MANUAL
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PRESSURE
FILL PORT
PRESSURE
RELIEF
VALVE
B767-3S2F
Page - 44
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ACCESSORY GEARBOX
SCAVENGE INLET D SUMP
SCREEN
SCAVENGE INLET
SCREEN
FROM
B AND C
SUMP
FROM
TRANSFER
GEARBOX
FROM
OIL
TANK
TO ENGINE BEARINGS
AND GEARBOXES
ANTI STATIC
LEAK VALVE
LUBE
SUPPLY
INLET
SCREEN
FWD
PRESSURE
PUMP
ACCESSORY
GEAR BOX
C SUMP
SCAVENGE
INLET
SCREEN
B SUMP
SCAVENGE
INLET
SCREEN
A SUMP AND
TRANSFER GEARBOX
SCAVENGE INLET
SCREEN
FROM D SUMP
SCAVENGE OIL
TO OIL TANK
OIL LINES
FWD
PRESSURE
SCAVENGE
PUMP OUT
SUPPLY
MAG DET
SCAVENGE
PUMP IN
OIL STRAINER
DRAIN PLUG
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B767-3S2F
Page - 46
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DRAIN
MODULE
OIL
TUBE
MAGNETIC CHIP
DETECTOR
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B767-3S2F
Page - 48
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TRAINING MANUAL
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Characteristics
The servo fuel heater consists of a multi-tube core, mounted in a cylindrical
housing that contains two inlet ports and two outlet ports. One set of ports is
used for fuel passage through the tubes of the heater core. The other set of
ports allows passage of oil around the core tubes within the housing.
The servo fuel heater is located on the right side of the engine at the 5:00
position. It is accessible when the right thrust reverser is open.
OIL TANK
OUTLET
PORT
OUTLET
PORT
SCAVENGE
OIL FILTER
FUEL/OIL HEAT
EXCHANGER
FAN CASE
IN
IN
FUEL
FLOW
PACKING
OUT
FILTER
ELEMENT
OIL FLOW
OUT
FWD
OIL SCAVENGE
FILTER BOWL
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FILTER
HEAD
INLET
PORT
B767-3S2F
Page - 50
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TRAINING MANUAL
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General Operation
All functions of the oil distribution system are completely automatic in operation.
MAGNETIC
CHIP
DETECTOR
SERVO FUEL
HEATER
DRAIN
MODULE
SCAVENGE
OIL FILTER
ACCESS
GEARBOX
LUBE AND
SCAVENGE
PUMP
FUEL/OIL HEAT
EXCHANGER
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FUEL
PUMP
B767-3S2F
Page - 52
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oil quantity
oil temperature
oil pressure
low oil pressure
oil filter bypass indicating
Oil indication appears on EICAS. A L(R) ENG OIL PRESS light for each engine
is located below the Standby Engine Indicator.
Indications
All oil pressure indications are visible on the Secondary Engine display and the
PERF / APU page. The engine oil temperature indication is provided to
EICAS from the EEC. Also, the following messages are displayed on the
primary engine display:
L / R ENG OIL PRESS (C)
L / R OIL FILTER (C)
In the case of the Low Oil Press indication two engine discrete lights are
located directly under the SEI. These lights indicate L / R ENG OIL PRESS.
The lights are normally on with the engines shut down and input for these
comes directly from the low oil pressure switch on the engine.
N1
AUTO
ON
EGT
N2
L ENG
OIL PRESS
a
LOW OIL
PRESSURE SWITCH
OIL PRESSURE
TRANSMITTER
OIL TEMPERATURE
SENSOR
PRIMARY
ENGINE
DISPLAY
EEC
OIL QUANTITY
TRANSMITTER
EICAS COMPUTER
ATA 79-00
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70
35
OIL
PRESS
105
70
OIL
TEMP
18
OIL
QTY
70
105
18
OIL FILTER
DIFF PRESSURE
B767-3S2F
R ENG
OIL PRESS
a
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SECONDARY
ENGINE
DISPLAY
OIL PRESS 35
OIL TEMP 70
OIL QTY 03
PERF/APU
PAGE
B767-3S2F
Page - 54
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<10 PSID
TO OIL
TANK
BYPASS
RELIEF
VALVE
MD & T
>15
PSID
L ENG
OIL PRESS
a
117.5
960
AUTO
ON
>33 PSID
L ENG
OIL PRESS
a
LUBE AND
SCAVENGE PUMP
PRESSURE OUTPUT
1.
ENG OIL
PRESSURE
EICAS
E
E
C
RESISTOR
SWITCH
NETWORK
REF PWR
105
EEC
L EICAS
R EICAS
22 SWITCHES.
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70
SECONDARY
ENGINE
DISPLAY
OIL
TEMP
QUARTS
18
OIL
3
QTY
LITERS
PERF/APU
REF PWR
DC REF
PRESS
CHAN B
35
DC REF
FROM SCAVENGE
OIL TEMP
PUMPS
SENSOR
EMPTY
70
OIL
CHAN A
OIL PRESSURE
TRANSMITTER
MAGNET
1.
PRIMARY
ENGINE
DISPLAY
P11
Page - 55
R ENG
OIL PRESS
a
28V DC
L BUS
OIL PRESS
LINE
112.5
N2
LOW OIL
PRESSURE
SWITCH
960
EGT
112.5
<25 PSID
117.5
N1
TRAINING MANUAL
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70
105
18
OIL PRESS 35
OIL TEMP 70
OIL QTY
PERF/APU PAGE
B767-3S2F
Page - 56
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Operation
The boost pump and gear pump pressurize fuel from the Main Supply Hose.
The pressurized fuel is supplied through the Fuel/Oil Heat Exchanger and Fuel
Filter to the HMU. Metered fuel from the HMU is supplied through the Fuel Flow
Transmitter, IDG Fuel/Oil Heat Exchanger, and Fuel Tubes Manifold to the Fuel
Nozzles.
Any fuel collected in the combustor drains through a Combustor Drain Valve
when the engine is shut down.
Note:
Interfaces
The Servo Fuel Heater provides heated fuel for the Engine Air System. The fuel
also cools the engine oil and IDG oil.
MAIN
FUEL
SUPPLY
HOSE
FUEL FILTER
DIFF PRESSURE
SWITCH (TO EICAS)
FUEL PRESSURE
TRANSMITTER
(TO EICAS)
FUEL
NOZZLES
(30)
RELIEF VALVE
IMPELLER
PUMP
GEAR
PUMP
FUEL PUMP
SPLINE
DRIVE
FUEL/OIL
HEAT
EXCHANGER
FUEL
FILTER
SERVO
FUEL
HEATER
TO ENGINE
AIR SYSTEM
ENGINE OIL
IDG FUEL/
OIL HEAT
EXCHANGER
HMU
METERED FUEL
RETURN PRESSURE
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FUEL FLOW
TRANSMITTER
(TO EEC AND EICAS)
B767-3S2F
Page - 58
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Servicing
The metal inter-stage strainer is removable for cleaning.
The fuel pump supplies pressurized fuel to the Hydro Mechanical Unit (HMU).
Location
The fuel pump is removed from the accessory gearbox after draining the fuel
lines. The fuel/oil heat exchanger and fuel filter are removed if necessary.
The pump is mounted to the engine accessory gearbox with a hinged 'V' flange
coupling on the aft side at the 5:00 position.
Characteristics
The pump spline drive shaft engages the wet spline of the accessory gearbox
adapter. An O-ring seal on the pump shaft retains lubricating oil. A carbon seal
prevents fuel leakage into the accessory gearbox adapter.
The fuel/oil heat exchanger, fuel pressure transmitter and fuel filter are mounted
directly to the pump assembly. The pump has two pumping elements, a
centrifugal boost element, and a fixed displacement high pressure gear
element. An inter-stage strainer is designed to protect the gear pump from
particle damage. Fuel outlet and bypass ports interconnect the fuel pump to the
HMU. An internal relief valve prevents over-pressurization of the pump. A drain
plug on the pump allows the assembly to be drained prior to disconnection.
Operation and limitations
The fuel from the airplane tanks is boosted in pressure by the boost element
impeller pump sufficiently to prevent cavitation of the gear pump. This interstage pressure (Pb) is measurable from a port on the pump. Boost pressure is
0-152 psid, depending on RPM.
The fuel from the impeller pump flows through the inter-stage strainer to the
positive-displacement gear pump. The outflow pressure is maintained below
1500-1700 psi by a relief valve.
Outflow from the gear pump flows through the externally mounted heat
exchanger and fuel filter to the discharge port. Excess fuel is returned to the
inter-stage section through the bypass port. Ports are provided for filter supply
pressure and filter discharge pressure.
FUEL PUMP
ADAPTER
DISCHARGE
PORT TO HMU
FUEL PUMP
ADAPTER
FUEL FILTER
DIFF PRESSURE
SWITCH PORTS
FUEL
INLET
FUEL FILTER
MOUNT
DISCHARGE
PORT TO HMU
O-RING
SEAL
V FLANGE
COUPLING
FUEL
INLET
RETURN PORT
FROM HMU INTERSTAGE
STRAINER
PUMP SPLINE
DRIVE SHAFT
DRAIN PLUGS
RIGHT PUMP VIEW
FWD
FUEL PUMP
INTERSTAGE
PRESSURE
TRANSMITTER
MOUNT
FUEL/OIL HEAT
EXCHANGER MOUNT
FWD
FUEL/OIL HEAT
EXCHANGER
LEFT PUMP VIEW
FUEL PUMP
B767-3S2F
Page - 59
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FUEL
FILTER
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B767-3S2F
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Purpose
The fuel filter removes particles from the fuel that are large enough to cause
contamination/damage to the using systems.
Location
The fuel filter is bolted to flanged ports on the side of the fuel pump.
Characteristics
The filter element is a disposable unit. It is made of an epoxy impregnated
inorganic glass/polyester compound, pleated and supported with a course
aluminum mesh. Each end has a seal ring.
A relief valve in the filter body allows fuel to bypass an obstructed filter element
at 35+/-5 psid. A wash screen with a relief valve is located in the filter body to
screen the servo fuel. The relief valve opens at 15+/-5 psid.
A servo fuel outlet port is located on the filter.
Removal and Installation
The fuel filter element is reversible allowing either end to be inserted into the
filter bowl during replacement. During installation the filter bowl is installed hand
tight only.
SERVO FUEL
OUTLET PORT
FUEL FILTER
SERVO
FUEL
DIFFERENTIAL
PRESSURE SWITCH HEATER
FUEL OUT
SERVO FUEL
OUTLET PORT
FUEL IN
FUEL OUT
RELIEF
VALVE
FUEL IN
WASH SCREEN
MAIN
FUEL
SUPPLY
PORT
SERVO FUEL
OUTLET PORT
RELIEF
VALVE
SERVO
FUEL
OUTLET
PORT
SEAL
RING
FUEL
TUBES
FUEL/OIL
HEAT EXCHANGER
FILTER
BOWL
FILTER
ELEMENT
SEAL
RING (2)
BYPASS
Page - 61
FUEL FILTER
ATA 73-00
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FUEL
PUMP
FUEL PUMP
INTERSTAGE
PRESSURE
TRANSMITTER PORT
FILTER
B767-3S2F
HMU
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FUEL
FROM
HMU
FUEL
FILTER
IDG FUEL/
OIL HEAT
EXCHANGER
FUEL FLOW
TRANSMITTER
B767-3S2F
Page - 62
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Purpose
The servo fuel heater heats the fuel used for HMU servo operations to prevent
icing of the fuel.
Location
The servo fuel heater is bolted to a bracket in the accessory compartment on
the right side of the Accessory Gearbox.
Characteristics
Hot oil from the engine lube system enters the heater through a relief valve
assembly to flow around fuel heater tubes. The relief valve opens at 60 psid if
the oil passage become blocked or attempting to start the engine in cold
weather. Baffles force the oil to change direction four times before exiting the
heater. Fuel passes straight through the heater tubes, without bypass,
absorbing heat from the oil before exiting.
FUEL TEMPERATURE
SENSOR VALVE
FUEL OUT
(TO HMU)
BAFFLES
FUEL
HEATER
TUBES
OIL BYPASS
VALVE ASSY
FUEL IN
(FROM FUEL
FILTER)
SERVO OIL
RETURN
OIL OUT
OIL IN
FUEL
IN
FUEL OUT
THERMAL
MASS
FUEL TEMPERATURE
SENSOR VALVE
1
OIL BYPASS
VALVE ASSEMBLY
OIL IN
OIL OUT
SERVO OIL
RETURN TO GEARBOX
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B767-3S2F
Page - 64
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Purpose
As fuel flow increases with engine acceleration, the flow divider valve opens to
allow fuel through the secondary flow passage.
The fuel nozzles distribute and atomize the fuel within the combustion section.
Heat Shield
Location and Access
The 30 fuel nozzles are mounted through the compressor rear frame (CRF).
Access is by opening the thrust reversers.
The heat shield prevents excessive temperatures from reaching the flow
passages.
Maintenance Practices
Characteristics
The nozzles are flange-mounted to the CRF. They are numbered 1 through 30,
clockwise from the top. Each nozzle includes an inlet check valve, a primary
flow passage, a secondary flow passage, a flow divider valve, a heat shield, and
an air shroud. There are 2 different type nozzles. Each is identified with a
colored aluminum identity band on the nozzle. Nozzles with blue identity bands
are used as pilot light nozzles at locations 15 and 16 only. Nozzles with
aluminum color identity bands are used at all other locations.
If replacing nozzles be sure to install the proper part numbers in the proper
locations.
Inlet Check Valve
The inlet check valve is closed when fuel pressure is less than 20 psid. This
prevents the fuel manifold from draining into the combustor when the engine is
shut down.
Primary Flow Passage
At low fuel flows, during starting and acceleration to idle, the primary flow
passage is used. The flow divider valve is closed.
Fuel nozzles 15 and 16 (blue band) have richer primary flows to help prevent
deceleration flameouts.
Be certain that a fuel nozzle is replaced with the same type (color band and part
number). The metallic gasket may require tape to hold it in place during
installation. If tape is used, it must be removed prior to final torquing.
FUEL
MANIFOLD
FUEL
MANIFOLD
KNURLED NUT
FUEL TUBE NUT
COUPLING
PACKING
FUEL NOZZLE
FEEDER MANIFOLD
(SHROUDED COUPLING)
FWD
30
AFT
LOOKING
FORWARD
15 16
FUEL
NOZZLE
FUEL
MANIFOLD
COUPLING
FUEL NOZZLES
B767-3S2F
Page - 65
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B767-3S2F
Page - 66
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ENGINE FUEL SYSTEM - FUEL FILTER BYPASS & INTERSTAGE PRESSURE TRANSMITTER
General
Fuel indicating systems fuel pump inter-stage pressure and fuel filter bypass
warning. The indications can be seen on the Primary Engine Page, and the
PERF/APU page.
Fuel Pressure Transmitter
The fuel pressure transmitter measures the inter-stage fuel pressure in the fuel
pump. This indication can be viewed on the PERF APU page on the lower
EICAS display. The fuel pressure transmitter sends an electrical analog signal
to the EICAS computer system for display on the EICAS PERF/APU page.
The transmitter is an external component attached to the fuel pump adjacent to
the fuel filter.
Fuel Filter Bypass Indication
The fuel filter bypass indication system provides a display in the flight
compartment of excessive differential pressure across the fuel filter. The
system signifies an impending filter bypass situation by using a differential
pressure switch to generate an EICAS message. The system uses an EICAS
status and maintenance message for indication.
The fuel filter differential pressure switch signal is sent to the EICAS computers.
Fuel tubes connect the switch to the filter supply and outlet ports on the fuel
pump. The fuel filter differential pressure switch is mounted by a bracket to the
top of the Fuel Filter.
System Operation
When blockage of the fuel filter causes a differential pressure across the filter of
21 psid or greater, the fuel filter differential pressure switch sends a ground
Signal to EICAS. EICAS then generates a C level message L(R) ENG FUEL
FILT after a 10 second time delay.
FUEL FILTER
FUEL
FLOW
18 PSI
10SEC
21-26 PSI
EICAS
DIFFERENTIAL
PERF/APU
70
105
18
GROSS WT 187.6
CAS 245
TAT+12.0
MACH 0.615
ALT 21030
OIL PRESS 70
OIL TEMP 105
OIL QTY 18
FUEL PUMP
1.2
0.9
1.1
FUEL PRESS.
TRANSMITTER
1.2
28V AC
R BUS
L/R ENG
FUEL PRESS
P11
VIB
FAN
LPT
N2
BB
1.2
0.9
1.1
1.2
PERF/APU
VENT
FUEL SUPPLY
(INLET) TUBE
MUX
FWD
FUELSUPPLY
SOFTWARE
EICAS
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PRESS L/R EICAS
DISPLAY
HARDWARE
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B767-3S2F
Page - 68
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FUEL
IN
SECONDARY ENGINE
DISPLAY
FUEL
OUT
FUEL
FILTER
(REF)
STOP PULSE
COMMON
EEC
EICAS
START PULSE
428
EGT
428
73.2
N2
26.5
4.310
FF
1.705
75
FP
35
40
DUCT PR
40
390
BURN PR
390
-90.1
T/R
OIL T YEL
120.5
EGT RED
PERF/APU PAGE
FLOW DIRECTOR
(DOUBLE SPRING
FINGERS)
SWIRL
GENERATOR
CIRCUMFERENTIAL
MAGNETS COIL (STOP)
IDG FUEL/OIL
HEAT EXCHANGER
(REF)
TURBINE
RESTRAINING
SPRING
FUEL
FLOW
DIRECTION
FUEL FLOW
TRANSMITTER
START
COIL
ROTOR
SIGNAL BLADE
STOP
COMMON SIGNALS TO EEC
START
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B767-3S2F
Page - 70
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Accessory cooling
Turbine Case Cooling System
Compressor Variable Stator Vanes (VSV)
Compressor Variable Bypass Valves (VBV)
External valves control the air flow for cooling. Compressor control is
accomplished with Variable Stator Vanes (VSV) and Variable Bypass Valves
(VBV). The systems are controlled by the Electronic Engine Control (EEC) and
the HydroMechanical Unit (HMU).
Core Compartment Cooling System
Fan air is used for cooling the engine core-mounted accessories. The single
Core Compartment Cooling Valve (CCCV) is controlled by the EEC. Engine
11th stage air is used as muscle pressure to close the valve and it is spring
loaded (Fail Safed) to the open position.
Turbine Case Cooling System
Turbine case cooling, or Active Clearance Control (ACC), cools the outside
surface of the turbine cases which reduces the internal turbine blade tip
clearance. The turbine case cooling controls case expansion keeping the
internal blade tip clearance small. The HPT turbine case cooling valve controls
the amount of fan air to the HPT. The HPTC valve is operated by servo fuel
pressure from the HMU and is controlled by the EEC. The Low Pressure
Turbine (LPT) cooling air is not controlled.
Variable Stator Vane (VSV) System
The VSV system maintains optimum airflow in the high pressure compressor for
all engine speed ranges. It is operated by servo fuel pressure from the HMU
and is controlled electronically by the EEC
N1
N2
TAT
FEEDBACK CHAN B
EEC
FEEDBACK CHAN B
FEEDBACK CHAN A
VARIABLE
BYPASS
VALVES (12)
(VBV)
T
2.5
FEEDBACK CHAN A
LEFT
LEFT
EHSV
HMU
EHSV
RIGHT
RIGHT
VBV ACTUATOR
(2)
VARIABLE
STATOR
VANES (VSV)
VSV ACTUATOR
(2)
VARIABLE BYPASS
VALVES (VBV) (12)
HIGH PRESSURE
COMPRESSOR
LOW PRESSURE
COMPRESSOR
HPC INLET
GUIDE VANES
(VARIABLE)
VARIABLE
STATOR VANES
(VSV)
SERVO FUEL
PRESSURE
HYDROMECHANICAL
UNIT (HMU)
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B767-3S2F
Page - 72
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FAN FRAME
STRUT
FEEDBACK
BELLCRANK
COMMAND
CHANNEL A
COMPRESSOR
CASE
PISTON
CHANNEL B
FEEDBACK
COMMAND
EEC
RIGHT
ACTUATOR
BYPASS VALVE
(12)
FWD
UNISON
RING
LEFT
ACTUATOR
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HMU
B767-3S2F
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MAINTENANCE TIP
Introduction
The actuator guide can only be fitted to the actuator lever one way. The word
AFT is embossed on the rear of the actuator to ensure proper installation.
Two VSV actuators position the stator vanes to control the airflow through the
HPC to prevent compressor surge.
If the actuator is not installed properly, the engine will surge when operated.
Access to the VSV system components is under the thrust reverser halves.
General
The VSV system components include these components:
Two actuators
Two actuation levers
Six actuation rings connected to VSV lever arms
VSV Actuators
The VSV actuators are a double-action piston type located at the 3:00 and 9:00
positions on the HPC case forward flange.
Operation
The Variable Stator Vanes (VSVs) control the HPC airflow. Both valves use
hydraulic actuators. Servo fuel from the HMU is used as the hydraulic fluid to
operate the actuators, scheduling is controlled by the EEC.
The VSV include the HPC inlet guide vanes and the first five stages of the HPC
stator vanes. Modulation of these vanes permits optimum compressor
performance throughout the engine operating range. The VSV components are
on the forward HPC case. The VSVs are varied in unison by two VSV
actuators. They are closed at low power and modulate open as power
increases.
An electrical connector on each actuator provides position feedback to the EEC
from an LVDT inside the actuator. The left actuator LVDT is excited by and
sends position feedback signals to EEC channel A. The right actuator LVDT is
excited by and sends position feedback signals to EEC channel B.
VSV
ACTUATOR
ACTUATION
LEVER (2)
SEE A
STATOR
VANE
(TYP)
ACTUATION
RINGS (6)
VSV LEVER
ARM (TYP)
FEEDBACK
POSITION
COMMAND
CHANNEL A
CHANNEL B
FEEDBACK
HEAD END FUEL PRESSURE
CONNECTOR
TO EEC
HEAD END
PISTON
ROD END
FAN
FRAME
ACTUATOR
LEVER
FWD
(3:00 AND
9:00 POSITIONS)
VARIABLE STATOR
VANE ACTUATOR
ACTUATOR GUIDE
HMU
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POSITION
COMMAND
EEC
B767-3S2F
Page - 76
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FULL
CLOSED
THROTTLE
CHOP
2
30 IN
NORMAL VSV
SOFTWARE SCHEDULE
REVERSE THRUST
VBV SOFTWARE SCHEDULE
VSV ANGLE
VBV AREA
NORMAL VBV
SOFTWARE SCHEDULE
REVERSE THRUST
VSV SOFTWARE SCHEDULE
THROTTLE CHOP
N1/N2 DECELERATION
STABILIZED
FULL
OPEN
4 DEGREES
N2
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B767-3S2F
Page - 78
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LPTC
MANIFOLD
CORE COMPARTMENT
COOLING MANIFOLD
FAN AIR
HPTC
MANIFOLD
CORE COMPARTMENT
COOLING VALVE
(CCCV)
TO IGNITION
LEADS (REF)
HPTC
VALVE
EEC
HMU
FAN
AIR
LEFT SIDE
RIGHT SIDE
EEC
CCCV
SOLENOID
EHSV
HMU
LEGEND
11TH STAGE
SUPPLY AIR
11TH STAGE
CONTROL AIR
CCCV
SERVO FUEL
HPTC
VALVE
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B767-3S2F
Page - 80
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CRF FORWARD
FLANGE
T3 SENSOR
T3 SENSOR
CRF ACCELEROMETER
(REF)
CRF FORWARD
FLANGE
T3 SENSOR
LEAD
CRF ACCELEROMETER
(REF)
T3 ELEC
CONNECTOR
CABLES
T3 SENSOR
CONNECTOR
LPT COOLING
AIR TUBE (REF)
EGT JUNCTION
BOX (REF)
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T3 SENSOR
LEAD
B767-3S2F
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+16V DC
TAT
N2
ACCEL
>86%
N1 ACT
>150 RPM/SEC
<699C
T4.9
(EGT)
1.2 SEC
CLOSE
COMMAND
<7.95 PSIA
P0
>70 RPM/SEC
ACCELERATION DETECTOR
DISABLE
N2 CMD
CHANNEL A
CHANNEL B
DISABLE
DIFF >5%
N2 ACT
SAME
AS
CH A
ACCELERATION COMMAND
DETECTOR
EEC
FAN AIR
OPEN
CCCV SOL
11TH
STAGE
AIR
UNCONTROLLED
CCCV CONTROL
B767-3S2F
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CCCV
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Page - 84
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HPC case
IDG
Hydraulic pump
Fuel pump
CCCV Solenoid
The CCCV solenoid controls the flow of eleventh-stage air. The solenoid valve
is spring-loaded closed. The eleventh stage air pressure comes from the supply
duct on the left side of the engine. When the solenoid is energized, the
eleventh-stage air pressure is directed to the CCCV to close it.
MAINTENANCE TIP
To remove the valve, move the butterfly to the closed position against spring
pressure. The butterfly valve shaft is attached to the valve position indicator
with a roll pin. The valve position indicator has a hexagonal nut casting that can
be moved with a 7/16-inch wrench.
CAUTION: IF YOU USE TOO MUCH TORQUE DURING MANUAL CLOSING
OF THE VALVE, THE ROLL PIN WILL SHEAR. THIS CAUSES
MANUAL/LOCK OPEN
SCREW/PIN STOWAGE
CLOSED
ELECTRICAL
CONNECTOR
11TH
STAGE
AIR
SOLENOID
OPEN
VALVE POSITION
INDICATOR
TOP VIEW
CHANNEL A
16V DC
CHANNEL B
CORE COMPARTMENT
COOLING MANIFOLD
EEC
FLOW ARROW
BUTTERFLY
VALVE
FAN AIR
DUCT
CORE COMPARTMENT
COOLING VALVE (CCCV)
CCCV SYSTEM
B767-3S2F
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B767-3S2F
Page - 86
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The growth calculators receive multiple engine sensor inputs and insure the
size of the inner diameter of the turbine case is equal to the size of the outer
diameter of the rotor plus the desired clearance.
HPTC
VALVE
HPTC VALVE
POSITION FEEDBACK
N1 ACT
FEEDBACK
HPT
DIMENSIONAL
N2 ACT
CALCULATOR
PT
SIZE ERROR
TAT
HPTC
COMMAND
CALCULATOR
HPT
CMD
HPTC
DEMAND
CALCULATOR
HPT
DMD
HPTC
VALVE
DRIVE
HPTC
EHSV
SERVO
REGULATOR
PO
PS3
HMU
T25
T3
T49
ACTIVE CHANNEL
EEC
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SERVO
FUEL
IN
B767-3S2F
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FAN AIR
SUPPLY DUCT
LPTC
MANIFOLD
HPTC
MANIFOLD
HPTC
VALVE
FAN AIR
SUPPLY DUCT
ACTUATOR
LVDT
ROD END
HEAD END
REF
CH A
HPTC
SERVO
VALVE
(EHSV)
CH B
PRESS
EHSV
PRESS
BUTTERFLY
VALVE
FLOW ARROW
EEC
HMU
VALVE
(TYPICAL)
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B767-3S2F
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The indications are in percent of maximum angle, with 0 percent equal to fullyclosed positions and 100 percent equal to fully-open. The ranges for the
indications are from -5.0 percent to 105.0 percent.
The P0 pressure indication range is from -1.5 to 20 PSIA, the PS3 indication
range is from -5 to 600 PSIA, the T25 indication range is from 55 to 160C, and
the T3 indication range is from -55 to 650C.
A box surrounds the EEC channel that is in control.
EPCS
A
-5.0
-5.0
-127.5
-80
-1.5
-5
-5.0
-5.0
-55
-55
-5
1
105.0
105.0
127.5
90
20.0
105
105.0
105.0
160
650
600
VSV
VBV
TRA
T 12
P0
HPTC
T/R L
T/R R
T 2.5
T3
PS3
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25.3
58.5
33.9
15
14.7
0
0.0
0.0
18
172
48
2
EPCS PAGE
B767-3S2F
84.3
0
71.1
15
14.7
35
0.0
0.0
90
504
381
3
B767-3S2F
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NAME OF SUBSYSTEM
ENGINE
SHUT
DOWN
IDLE
TAKEOFF
POWER
CRUISE
RAPID
DECEL
FAIL/
SAFE
REV
N/A
1
HPTC VALVE
N/A
= MODULATING
= OPEN
= CLOSED
= REDUCED FLOW
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B767-3S2F
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Power Indication
Vibration Monitoring
Temperature Indication
Power Management Control Monitoring
Oils System Indication
Fuel System Indication
Power Indication
The primary power indication is the Low Pressure Rotor Speed, or N1, given in
percent rpm. The N1 Rotor Speed is measured by an Electromagnetic Sensor
and a 38 Tooth Rotor in the "A" Sump of the engine. An Electromagnetic Pulse
is generated in the Sensor Coils each time a Tooth passes. The pulses per unit
of time are measured by the EICAS Computers, Standby Engine Indicator, EEC,
or by the Fan Trim Box as appropriate, and converted to an N1 rpm signal. The
signal is presented on the upper EICAS display. The signal is displayed digitally
on the Standby Engine Indicator. The signal is used by the EEC for
Computations and trimming.
The N2 Rotor Speed is provided by a seperate sensor mounted to the front of
the accessory gear box. The N2 sensor generates a Frequency that is
proportional to N2 Rotor Speed. The EICAS Computers and Standby Engine
Indicators convert the Frequency to a N2 rpm Display. The N2 is presented on
the Lower EICAS Display Unit when the "ENGINE" EICAS switch is selected.
The N2 is displayed Digitally on the Standby Engine Indicator also.
Oil Pressure
Low Oil Pressure
Oil Filter DP Indication
Oil Temperature
Oil Quantity
These indications are reported to EICAS as wel as the SEI for reporting, and
fault annunciation in the cockpit.
Fuel Indication Systems
The fuel indication system reports inter-stage fuel pressure and fuel flow to the
EICAS systems as well as the FMS. This is used by the FMS to calculate fuel
economy along with the software profile loaded. Also, fuel differential pressure
(DP) is measured across the Main fuel filter. This is reported to EICAS if this
pressure differential becomes too great.
N1 SPEED SENSOR
CRF ACCELEROMETER
N2 SPEED SENSOR
N2 SPEED
CARD
ALTERNATE ACCELEROMETER
P50
PIMU
(E1/E2)
AVM
SIGNAL CONDITIONER
EICAS
TAT +13c
ENG 2 FIRE
L GEN OFF
PARKING BRAKE
PERF/APU
D-TO +15c
65
577
81.1
81.1
756
756
N1
CABIN CALL
GROUND CALL
(E8)
120
577
OIL
PRESS
OIL
TEMP
65
N2
120
6.4
6.4
15 OIL QTY 15
EGT
1.2
BB
VIB
70 OIL PRESS 70
105 OIL TEMP 105
18 OIL QTY 18
VIB
FAN
LPT
N2
BB
1.2
0.9
1.1
1.2
1.2
0.9
1.1
1.2
FF
APU:
EGT 640
RPM 99
1.2
N2
GROSS WT 187.6
CAS 245 TAT +12.0
MACH 0.615 ALT 21030
85.0 N 1 MAX
81.2 N 1 CMD
81.2 N 1 ACT
141.7 TRA SEL
625 EGT
N2
67.7
12.312
FF
FP
86
40 DUCT PRESS
104.0
81.2
81.2
141.7
625
67.7
12.312
86
40
PERFORMANCE/APU PAGE
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ENG EXCD
R EGT REDLINE
967
965
955
945
935
:05.4
:12.3
:16.8
:19.3
B767-3S2F
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FAIL
NO
LIM
EPR
FAIL
NO
LIM
SUPPLIER
PLACARD (2)
N1
FAIL
NO
LIM
EGT
FAIL
NO
LIM
REMOVE
COVERPLATE (2)
N2
AUTO/ON
SWITCH
AUTO
ON
TEST
SWITCH
AS DELIVERED BY SUPPLIER
ADD OPERATIONAL
PLACARDS (2)
EPR
117.4
N1
117.4
960
EGT
960
112.5
N2
112.5
OPERATIONAL
PLACARDS
AUTO
ON
AS INSTALLED ON AIRPLANE
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B767-3S2F
Page - 98
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General
The three coil-induced speed signals are sent through two separate electrical
connectors. One coil output goes through one connector to EEC channel A.
The other two coil outputs go through the second electrical connector - one
output to EEC channel B, and the other output to EICAS and the AVM. All three
outputs are identical.
There are two engine tachometer indications. The low pressure shaft speed is
called N1. The high pressure shaft speed is called N2. N1 is the primary thrust
indication. An N1 speed sensor on the fan case provides the output signals.
The signal is sent to the EEC, and the Airborne Vibration Monitor (AVM). The
EEC forwards the information in digital format to EICAS and the SEI.
The output of the N1 sensor is also used during the fan trim balance procedure.
One of the ferromagnetic teeth provided on the sensing wheel is taller than the
rest, and the pulse it produces is stronger. This stronger pulse is generated
once for every complete revolution of the fan shaft, and is used to track
balancing errors in the fan assembly.
N1 SPEED
SENSOR
FAN 3 STRUT
N2 SPEED
SENSOR
ACCESSORY GEARBOX
(FWD SIDE)
FWD
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The round analog scale has a white arc with a red line limit. The actual N2
digital readout, box and analog pointer change color from white to red when the
red line limit is exceeded. During an exceedance, the scale extends to the
pointer. The highest value of N2 exceedance reached appears directly under
the N2 digital readout box in white numbers after the exceedence event has
passed. This excessive speed information is also recorded on the engine
exceedence page.
A magenta fuel on command line appears when the engines are shut down.
The value is set at 15 percent N2 on the ground and 10 percent N2 in flight.
This is minimum engine speed indication for fuel command on.
The analog speed information given to EICAS is compared with the N2 digital
information. Should the analog signal be 40% or less and the digital signal be
greater than idle for 10 seconds, the Status/Maintenance message L/R Eng
Analog will be displayed on the EICAS Status / Maintenance page. This
indication alerts maintenance to the loss of N2 speed information to the AVM
and N2 Speed Card.
EICAS - PERF/APU PAGE
N1 command, N1 maximum, N1 actual and N2 actual appear in digital form on
the PERF/APU maintenance page.
EICAS - ENGINE EXCEEDANCE PAGE
The highest N1 and N2 exceedance valves reached during engine operation
appear in digital form on the engine exceedance maintenance page. The total
time that N1 and N2 exceeded their red line limits also appears in digital form on
the engine exceedance page.
PERF/APU
GROSS WT187.6
CAS
MACH
70
105
18
OIL PRESS
OIL TEMP
OIL QTY
35
70
12
95.2
95.2
54.9
-21.54
528
104.2
12.436
86
40
320
-19.1
VIB
1.2
0.9
1.1
1.2
N1, N2
FAN
LPT
N2
BB
0.3
2.2
0.9
2.3
APU:
APU:
CHANNEL A
EGT
RPM
SEI
CHANNEL A
CHANNEL B
245
0.615
640
87
TAT
ALT
N1
CMD
MAX
ACT
TRA SEL
EGT
N2
FF
FP
DUCT PR
BURN PR
T/R
AUTO EVENT
+12
21030
0.0
0.0
26.1
141.75
825
23.4
15.312
84
40
390
120.5
R EGT RED
N1, N2
AENG EXCD
CHANNEL B
121.7
903
EEC
:06
:12
N1 RED
EGT START
EGT RED
N2 RED
MAX
N1 SPEED SENSOR
114.9
N1
EICAS
AIRBORNE
VIBRATION
MONITOR
CHANNEL A
FROM OTHER
ENGINE
N2
DIGITAL N2
> IDLE
<40
CHANNEL B
N2 SPEED
CARD
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N2 SPEED SENSOR
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:03
L EGT STRT
B767-3S2F
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L (R) ENG RPM LIM is a level C message. It means that the EEC is
limiting thrust due to N1 overspeed, and that additional thrust is not
available. The message appears 3 seconds after the EEC starts limiting
thrust.
IDLE DISAGREE is a level C/M message. It means that one engine is at
"approach" idle while the other engine is at "minimum" idle. The message
appears if the idle disagreement exists for more than 6 seconds.
EICAS Status and Maintenance Messages
Many EICAS status and maintenance messages relate to engine, HMU and
EEC operation. In general, all of the messages indicate that the EEC is
operating in a reduced capacity. They do not necessary mean that the EEC is
inoperative, but they do mean that the EEC may not be able to perform all its
normal functions. The following status and maintenance messages associated
with engine control and aircraft dispatchability appear on the EICAS status or
ECS/MSG pages:
L (R) ENG EEC C1 is a status and maintenance message. It means that
the EEC is in a time-limited dispatch configuration. In this condition, the
aircraft can be dispatched. The problem must be corrected as required by
GE engine type certificate data sheet number E13NE, note 18. This
message is latched.
L (R) ENG EEC C2 is a latched maintenance message. It means that the
EEC is in a long time limited dispatch configuration condition. In this
condition, the aircraft can be dispatched. The problem must be corrected
as required by GE engine type certificate data sheet number E13NE, note
18.
L (R) ENGINE O/S GOV is a status and maintenance message. It means
that the HMU N2 overspeed governor has failed an initialization test. This
message appears 5 seconds after the test failure and is latched.
2
3
NO DISPATCH
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(T4.9) PROBES
The EGT alumel/chromel probes sense engine exhaust temperatures for flight
deck indication and engine operation. The probes are connected to the EEC
through a junction box.
Each of the eight EGT probes senses the temperature of the gas flow between
the HPT and LPT. The EGT probes are mounted in the LPT nozzle guide vanes
around the LPT case, just forward of the low pressure turbine fist-stage rotor
blades. Each probe has two parallel-wired thermocouple junctions. The
junctions are at two different immersion depths within a protective sleeve.
When the probe is inserted into the LPT inlet air stream, one junction senses
the air temperature at a depth of approximately 1.5 inches (3.8 cm), and the
other, at a depth of approximately 3 inches (7.6 cm).
System Operation
As the LPT inlet airflow heats the junctions, the chromel and alumel
components become electrically charged by differing amounts at different
temperatures. The resulting voltage potential developed across the studs
represents the average temperature sensed at both junctions.
Each probe is mounted with two bolts. An arrow inscribed in the top of the
probe shows the correct orientation of the probe. The probes can be replaced
individually. Each probe has exposed studs to permit continuity and resistance
checks without removal. Thermocouple cables attach to studs on each
thermocouple probe. The chromel lead goes to the small stud, and the alumel
lead goes to the large stud. The thermocouple cable connects the probes to a
junction box on the engine.
The round EGT analog scale consists of a white arc with yellow-band and red
line limit markers and an actual EGT pointer. A red hot-start limit marker is
shown whenever the engine N2 speed is below 50 percent and the fuel control
switch is in the on position. Actual EGT digital readout and its enclosing box are
displayed in white. The digital readout, box, and analog pointer change color to
yellow or red, as appropriate when a limit is exceeded. The highest value
attained of a red limit exceedance is displayed in white below the digital
readout, once the engine returns to within normal parameters. The exceedence
information is also recorded on the Engine Exceedence maintenance page.
Probe Troubleshooting
The continuity and resistance of individual thermocouple cables may be
checked at the shunt junction box.
UPPER
HARNESS
THERMOCOUPLE
PROBE (8)
8
7
CH A
2
6
JUNCTION
BOX
CH B
5
4
EEC
LOWER
HARNESS
CHROMEL LEAD
(SMALL NUTWHITE)
EICAS
ALUMEL LEAD
(LARGE NUTGREEN)
THERMOCOUPLE
PROBE
(2 JUNCTIONS)
THERMOCOUPLE
PROBE
(2 JUNCTIONS)
SEI
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AFT VIEW
B767-3S2F
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bearing accelerometer.
accelerometer.
sensor.
sensor.
The AVM signal conditioner uses the accelerometer and speed signals to
determine vibration velocity and displacement data for each airplane. The
vibration data is sent to EICAS on an ARINC 429 digital bus. Data sent by the
signal conditioner to EICAS can also be used for fan trim balancing.
The AVM signal conditioner has four cable connectors -- three on the back (not
shown) and one on the front panel. The connector on the front panel is a 24-pin
bayonet connector with protective cover. Maintenance operations are
performed using the front panel connector; the signal conditioner has no
additional test switches, status LEDs or fault readout displays.
PIEZOELECTRIC
CRYSTALS
CRF ACCELEROMETER
METALLIC
COLLECTOR
INSULATOR
CONNECTOR
ASSEMBLY
SCREW
COMPRESSOR
REAR FRAME
INERTIAL
MASS
TO SIGNAL
CONDITIONER
B SUMP
VENT LINE
ENG FAN VIBRATION
N1 ROTOR SPEED
N2 ROTOR SPEED
CORE VIBRATION
YES
NO
EICAS
ENGINE VIBRATOR MONITOR
Type:
P/N:
S/N:
INPUTS
FROM
OTHER
ENGINE
EVM 280
241-280-001-011
0007
2000-01
BO no S362A001-1R
FSCM No: S3960
SWITZERLAND
1
2
3
4
5
MOD
RECORD
6 11 16
7 12 17
8 13 18
9 14 19
10 15 20
AVM SIGNAL
CONDITIONER
ATA 77-00
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N1
0.9
0.9
VIB
BEARING 1
ACCELEROMETER
B767-3S2F
N2
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EICAS DISPLAY
B767-3S2F
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PT 2.5
PROBE
(REF)
NO. 8
FAN STRUT
ALTERNATE
MOUNTING PAD
FWD
ALTERNATE NO. 1
BEARING ACCELEROMETER
ALTERNATE
NO. 1 BEARING
ACCELEROMETER
ELECTRICAL
CONNECTOR
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NO. 1 BEARING
ACCELEROMETER
ELECTRICAL
CONNECTOR (REF)
B767-3S2F
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PERF/APU
GROSS WT 187.6
93
70
35
OIL
PRESS
93
70
105
18
OIL PRESS
OIL TEMP
OIL QTY
35
70
12
VIB
105
70
OIL
TEMP
12.4
12.4
18
3.1
0.9
1.1
1.2
180
90
FAN
N1
N2
BB
FAN PH
LPT PH
0.3
2.0
0.9
2.3
90
45
12
FF
OIL
APU:
QTY
EGT
FAN
BB
3.1
RPM
640
87
CAS
MACH
245
0.615
95.2
95.2
54.9
-21.54
528
104.2
12.436
86
40
320
-19.1
TAT
ALT
N1
CMD
MAX
ACT
TRA SEL
EGT
N2
FF
FP
DUCT PR
BURN PR
T/R
0.0
0.0
26.1
141.75
825
23.4
15.312
84
40
390
120.5
2.3
VIB
APU OIL QTY
PERF/APU PAGE
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+12
21030
R EGT RED
B767-3S2F
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28V DC
BAT BUS
POWER
SUPPLY
ENG SPEED
SENSE
28V DC
BAT BUS
TEST
ENG SPEED
SENSE
83/72%
COMPARATOR
50/47%
COMPARATOR
NORM
P11
REF
28-25
83%
28-25
72%
28-22
50%
73-21
50%
30-31
50%
80-11
50%
CLOSES RESPECTIVE ENGINE START VALVE BY DEENERGIZING THE START SWITCH SOLENOID AND START
RELAY WHEN N2 > 50% (K1)
24-51
50%
21-51
50%
21-58
50%
(K6)
PROVIDES "INBOARD OPEN LOOP" FOR EQUIPMENT
COOLING ON THE GROUND WITH BOTH ENGINES N2 > 50%
29-00
50%
(K6)
EXTENDS THE RAM-AIR-TURBINE (RAT) WHEN AIRBORNE
ABOVE 80 KNOTS WITH BOTH ENGINES N2 < 50% (K8)
30-32
50%
30-33
50%
80-11
52%
(K7)
ILLUMINATES THE RESPECTIVE ENGINE START VALVE
AMBER LIGHT WHEN THE STARTER CONTINUES TO
OPERATE WITH N2 > 52% (K5)
STBY BUS ON
N2 SENSING
10 SEC
NVM
CHANNEL 1
NORMAL
MOMENTARY
CHANNEL 2
B
B
TEST
CH 2
NORMAL
POWER
SUPPLY
STATUS AND MAINT MSG PAGES
NON-MOMENTARY
TEST
NORM
TEST
CH 1
N2 SENSING
CARD FRONT
EDGE
GND = NORMAL
OPEN = FAULT
52/49%
COMPARATOR
50/47%
COMPARATOR
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PURPOSE
EICAS
N2 SPEED
SENSOR
B767-3S2F
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ACARS
PS14
PS14 PROBE
P25
PIMU
P4.9
T5
P25 PROBE
(P.A.RT OF
T25/P2.5
SENSOR)
EEC
DFDAU
DFDR
P4.9
PROBE
T5 TEMPERATURE
SENSOR
CONDITION MONITORING
B767-3S2F
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B767-3S2F
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L ENG
PIMU
NAMEPLATE
R ENG
PIMU
MAIN EQUIPMENT
CENTER ACCESS
24 CHARACTER LED
ALPHANUMERIC DISPLAY
E2
E1
CHANNEL A
CH A
INTERFACE
BUFFER
EEC
CH B
POWER
SUPPLY
115V AC
GND SVC
CHANNEL B
TMC
CHANNEL
IN COMMAND
BIT
MONITOR
VERIFY
DFDAU
CH A
RESET
CH B
GND TEST
CH A
AIR
CH B
TEST
LOGIC
ECS/MSG
EICAS
L(R) PIMU
GROUND
PIMU
MAINT
RECALL
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PIMU
B767-3S2F
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IN CASE OF A REJECTED
TAKEOFF, THERE IS NO
AIR-TO-GROUND LANDING
SIGNAL, SO THERE IS NO
AUTOMATIC STORING OF
EEC FAULTS BY THE PIMU.
EEC GETS
POWER
AIRPLANE LANDS.
FOR 5 SECONDS,
THE PIMU STORES
EEC FAULTS IN
PIMU NVM.
FAULT MONITORING
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ENGINE
SHUTDOWN
N2 <20%
B767-3S2F
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Push the Monitor Verify switch and hold. A matrix of point light emitting diodes
(LEDs) 5 LED wide by 7 LEDs high should appear for each of the 24 character
positions. Note if any are not operating but continue the test. Release the
Monitor Verify test switch. The PIMU enters a self test mode. If the test takes
more than three seconds, the message Test In Progress appears. The
message Ready appears for 10 seconds if the test was successful.
Push the BIT switch. The first channel A fault will appear if there are any. To
see the next fault, push the BIT switch again. After all of the channel A faults
are viewed the next push of the BIT switch will show the first channel B fault if
any exist. When all faults have been displayed, or if no faults are present, the
message END appears for 10 seconds. After this time the display will blank.
Be sure to erase the fault data from the PIMU by pushing the RESET switch.
This will erase PIMU NVM faults but will not erase the faults stored in the EEC.
If the PIMU memory is not erased, the faults from the next flight will be added to
the current faults in the PIMU memory.
TEST MODES
EEC MAINT
L ENG
POWER
TEST
NORM
28V DC
GND
HDLG
READY
R ENG
POWER
TEST IN
PIMU
PROGRESS
MONITOR
ALPHANUMERIC
DISPLAY
TEST
FAIL
MONITOR
SELF-TEST
VERIFY MODE (>3 SEC)
P34
SELF-TEST
COMPLETE
NAMEPLATE
NORM
END
EEC MAINT
TEST (P61)
352 14-A
EEC CH A
EEC CH B
T-12
TEST IN
DATA
SENSOR
PROGRESS
BUS INOP
BITE
CHANNEL A
CHANNEL B
115V AC
GND
SVCE
INSTRUCTION
BIT
BIT DATA
RECEIVE MODE
MAINT
RECALL
EEC
TMC
DFDAU
P33
MONITOR
VERIFY
AIR
CH A
RESET
CH B
ECS/MSG
GND TEST
GND
EICAS
PIMU
GND TEST
MODE
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L(R) PIMU
DAVIN IS THE MAN
GND TEST
FAIL
B767-3S2F
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115V AC
GND SVCE
P33
28V DC
BAT BUS
P34 APU/EXT
PWR PNL
EEC MAINT
L ENG
POWER
NAMEPLATE
TEST
NORM
TEST
1
EEC MAINT
TEST (P61)
CH A
352 21-A
TEST IN
N1
PROGRESS
SENSOR
PUSH BIT
BITE
INSTRUCTION
CHAN B
DATA BUS
BIT
CH A
PWR
MAINT
RECALL
CH A
MONITOR
VERIFY
CH B
CH B
PWR
CH A
1
RESET
CH B
GND TEST
L ENG EEC
EEC ALTERNATOR
PIMU
INOP
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B767-3S2F
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The Fault Isolation Manual only requires that the latest flight leg with faults be
recalled. For historical data or to analyze recent problems, it may be required to
recall all of the faults for all possible 64 flights. A maximum of 40 faults can be
recalled for each channel.
To get the faults from the opposite channel, exit the maintenance mode with the
MONITOR VERIFY switch, shut off the ground test power, turn the ground test
power back on, and pull the appropriate circuit breaker to change the channel in
control. The recall procedure for the other channel can then be done.
TEST
TEST
IN
READY
IN
PROGRESS
1
RELEASE: MONITOR
VERIFY
FLIGHT
350 $27-A
TEST
FLIGHT
LEG
NO 28V DC
IN
LEG
DETECTED
PROGRESS
PROGRESS
PUSH: BIT
351 $26-A
TEST
FLIGHT
EXITING
R ADC
IN
LEG
MAINT
CHANFAIL
PROGRESS
PUSH: BIT
10
MODE
11
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12
PUSH: MONITOR
VERIFY
B767-3S2F
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EPCS
____
EPCS
____
PAGE 1
A
1.6
99.8
34.5
4
14.5
0
0
0.0
0.0
7
20
14
OIL T YEL
1.6
99.7
34.4
4
14.5
1
0
0.0
0.0
7
20
15
A
VSV
VBV
TRA
T 12
P0
HPTC
LPTC
T/R L
T/R R
T25
T3
PS 3
1.4
100.0
34.0
4
14.5
0
0
0.0
0.0
7
20
14
AUTO EVENT
PAGE 2
1.4
100.0
34.1
4
14.5
1
0
0.0
0.0
7
20
15
0840
0300
0802
4000
0E01
4140
1180
0800
0300
6802
4000
0E01
4140
1180
LABEL
270
271
272
273
274
275
276
EGT RED
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0801
0300
6802
4000
0E01
4240
1180
0841
0300
0802
4000
0E01
4240
1180
B767-3S2F
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To adjust the switch group, put the thrust levers at the proper angle as
described in the Maintenance Manual. A scale on the forward drum shows the
position. Push on the lock channel to disengage the adjustment bolt. Turn the
bolt to adjust the switch. Make sure the position is correct by a continuity test on
the applicable pins in the electrical connector. When the position is correct,
release the lock channel to re-engage the bolt.
Switches
These are the switches:
CONTROL RODS TO
THRUST LEVERS
AUTOTHROTTLE
CLUTCH PACK
S14
S5
CLUTCH
LINK
AUTOTHROTTLE
SERVO UNIT
S18
S16
S6
SPACER
S7
S8
S10
S2
S1
SPACER
S3
S17
S12
S11
FWD
CAM
FOLLOWING
ARMS
FWD
MICROSWITCH PACK
MICROSWITCH
ASSEMBLY
FWD
DRUM
MOUNTING
SCREWS
MOUNTING ARM
SWITCH
CAM
CAM FOLLOWING
ARMS
SHAFT
SWITCH
MICROSWITCH PACK
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LOCK CHANNEL
ADJUSTING
BOLT
B767-3S2F
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AUTOTHROTTLE
CLUTCH PACK
ASSEMBLY
TLA RESOLVER
FORWARD
ACCESS DOOR
AUTOTHROTTLE
SERVO MOTOR
THRUST LEVER
CONTROL RODS
CLUTCHES
RESPONSE
SIGNALS
SENSING
CIRCUITS
POWER
SUPPLY
CHANNEL A
CHANNEL B
SENSING
CIRCUITS
TLA RESOLVER
RESPONSE EEC
SIGNALS
TLA RESOLVER
LINKS (2)
CHANNEL A
CONNECTOR
EEC
EXCITATION
PHASE ANGLE
THRUST LEVER
ANGLE RESOLVER (2)
AUTOTHROTTLE
SERVOMOTOR
CHANNEL B
CONNECTOR
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B767-3S2F
Page - 132
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General
The General Electric CF6-80C2 full authority digital electronic control (FADEC)
system is a computer-based engine control system. Each engine on the 767
has its own independent engine control system. The main component of the
FADEC system is the electronic engine control (EEC). The FADEC system is
divided into subsystems to perform two basic functions - information processing
and engine control.
EICAS
(CHAPTER 31)
SEI
(CHAPTER 77)
FMC
(CHAPTER 34)
TMC
(CHAPTER 22)
ADC
(CHAPTER 34)
.
EEC DISCRETES
CARD
(CHAPTER 73)
IDLE SIGNAL
PNEUMATIC
DEMAND
THRUST LEVERS
(CHAPTER 76)
FUEL CONTROL
SWITCHES
(CHAPTER 73)
TLA RESOLVER
(CHAPTER 73)
MICROSWITCH PACK
(CHAPTER 22)
EEC
(CHAPTER 73)
CONTROL
ALTERNATOR
(CHAPTER 73)
THRUST
REVERSER
(CHAPTER 78)
T12 SENSOR
(CHAPTER 73)
P25/T25
SENSOR
(CHAPTER 73)
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HYDROMECHANICAL
UNIT (HMU)
(CHAPTER 73)
B767-3S2F
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J7 Black Channel A
J8 Brown Channel B
N2 Sensor; ESCV Solenoid, Escv Position Switches; HMU
J9 red Channel A
J10 Orange Channel B
Control Alternator; Starter Air Valve; N1 Sensor; T12
J11 Yellow Channel A
J12 Green Channel B
T2.5; HPTC Valve; VSV Actuators; VBV Actuators
J13 Blue Channel A and B
T3; T49; T5; Engine Oil Temperature Sensort; Fuel Flow Transmitter
ENGINE RATING
PLUG CONNECTOR
(J15)
EEC
FWD
PS3
ENGINE RATING
PLUG
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SERIAL NUMBER
PLUG CONNECTOR
(J14)
B767-3S2F
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N1 Modifier
EGT Shunt Valve
Active Clearance Control Schedules
Engine Serial Number (Programed Through J15)
Pressure Inputs
The EEC has pressure transducer and signal conditioning circuits. The
pressures measured are as follows:
Ambient Pressure (PO)
Compressor Discharge Pressure (Ps3)
One transducer for each channel measures PO through a small hole in the EEC
case. A tube for Ps3 goes to the EEC. The two channels send data to each
other on a crosstalk data bus.
ENGINE RATING
PLUG CONNECTOR
(J15)
EEC
FWD
PS3
ENGINE RATING
PLUG
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SERIAL NUMBER
PLUG CONNECTOR
(J14)
B767-3S2F
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PERMANENT
MAGNETS
WINDINGS (2)
ROTOR
NUT
FLATS (3)
AGB DRIVE
SHAFT
MOUNTING PAD
CHANNEL A
O-RING
CHANNEL B
STATOR
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B767-3S2F
Page - 140
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I
+V
-
ELECTRICAL
CONNECTOR
CHANNEL A
10:00
CHANNEL B
I
PROTECTIVE
HOUSING
PLATINUM
WIRE
ELEMENT
AIRFLOW
2:00
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+
V
-
EEC
B767-3S2F
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P2.5 PORT
FAN
STRUT 8
T2.5
CONNECTORS
FWD
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B767-3S2F
Page - 144
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Characteristics
The card is a printed circuit type. Relays on the card provide interface between
inputs and outputs. The card has two sections, one for the left engine and one
for the right. The left engine section is shown.
Power
The left engine section of the card is powered by the 28 volt dc battery bus and
the left 28 volt dc bus, the right engine section is powered by the 28 volt dc bat.
bus and the right 28 volt dc bus.
28V DC
R BUS
RIGHT ENGINE
SECTION
(SAME TO LEFT)
28V DC
BAT BUS
EEC DISCRETES
PRINTED CIRCUIT
CARD
28V DC
L BUS
P50
8
10
POWER
L ENG EEC
DISCRETES
P11
5
SEC
T
/
D
+
-
TO IDLE SELECT
CONTROL CIRCUIT
10
K1 COWL
ANTI-ICE
K4 ADP
BLEED
STATES
K10 R
ISLN VLV
L PACK FLOW
K3 L ECS
HI/LO
CONT CARD
TO FMC
TO FMC
EEC
K2 L ECS
ON/OFF
P5 SWITCHES
TMC
28V DC
BAT BUS
APU ENG
START/ECS
DISCRETE
P11
INBD
EEC DISCRETES
PRINTED CIRCUIT
CARD (P50)
BLEED AIR
CTR ISN VALVE
AUX POWER
CONTROL UNIT
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B767-3S2F
Page - 146
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Bypass Valve
Fuel Metering Valve
A fuel metering valve (FMV) inside the HMU controls fuel flow to the fuel
nozzles. The hydraulically driven metering valve is controlled by the FMV
EHSV. Control of the EHSV is through two coils , one for each EEC channel.
The controlling EEC channel increases current through its EHSV coil to
hydraulically open the FMV. The FMV has two position indicating resolvers,
each providing feedback to and getting power from its own respective EEC
channel.
The bypass valve has a piston inside a multi ported sleeve. Un-metered fuel
from the fuel pump enters the sleeve, is blocked by the piston, and is forced out
of the sleeve ports. The fuel flow rate to the FMV, and the bypass return flow to
the fuel pump, are controlled by moving the piston in and out of the sleeve,
varying the number of outlet ports. The piston position is controlled by the delta
P regulator.
The delta P regulator maintains a constant pressure drop across the FMV. This
makes the fuel flow rate vary with the FMV position.
The regulator monitors the pressure difference between the un-metered fuel
input and the metered fuel output developed across the FMV. The regulator
positions the bypass valve to equalize the two fuel pressures. If the FMV input
pressure increases above the output pressure, the delta P regulator opens the
bypass valve to increase bypass fuel flow to the fuel pump. If the FMV input
pressure decreases below the output pressure, the bypass valve closes to
decrease bypass fuel flow..
.
VBV SERVO
FUEL PORTS
HPTC REFERENCE
PRESSURE PORT
ACCESSORY GEARBOX
FORWARD SIDE
HPSOV
SOLENOID
CONNECTOR
SERVO FUEL
INLET
EHSV (5)
HPSOV
POSITION
SWITCH
CONNECTOR
EEC
CHANNEL A
CONNECTOR
EEC
CHANNEL B
CONNECTOR
VSV SERVO
FUEL PORTS
FUEL
DISCHARGE
(HIDDEN)
FUEL
INLET
HPTC
VALVE
PORT
TOP
FWD
TOP
DRIVE
COUPLING
BYPASS FUEL
RETURN
RIGHT, TOP SIDE
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FWD
B767-3S2F
Page - 148
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Servo fuel pressure to the Low Pressure Turbine Cooling Valve (LPTC)
Servo fuel pressure to the High Pressure Turbine Cooling Valve (HPTC)
Servo fuel reference pressure to the LPTC and HPTC valves
Servo fuel pressure to the variable bypass valves (VBVs)
Servo fuel pressure to the Variable Stator Vanes (VSVs)
Note:
The LPTC system is currently not used on the 767. The EHSV is
still located on the HMU, however the control valve has been
removed. The system flows constantly without and external
control systems.
VBV SERVO
FUEL PORTS
HPTC REFERENCE
PRESSURE PORT
ACCESSORY GEARBOX
FORWARD SIDE
HPSOV
SOLENOID
CONNECTOR
SERVO FUEL
INLET
EHSV (5)
HPSOV
POSITION
SWITCH
CONNECTOR
EEC
CHANNEL A
CONNECTOR
EEC
CHANNEL B
CONNECTOR
VSV SERVO
FUEL PORTS
FUEL
DISCHARGE
(HIDDEN)
FUEL
INLET
HPTC
VALVE
PORT
TOP
FWD
TOP
DRIVE
COUPLING
BYPASS FUEL
RETURN
RIGHT, TOP SIDE
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FWD
B767-3S2F
Page - 150
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CONTROL INPUT
FROM EEC
FEEDBACK
TO EEC
FIRE
CUTOFF
UNMETERED
FUEL
METERED
FUEL
SERVO
FUEL
METERING
VALVE EHSV
IN FROM
FUEL PUMP
METERING VLV
RESOLVERS
NORM
RUN
FUEL CONT
SW (P10)
FIRE SW
(P8)
HPSOV
OUT TO
NOZZLES
PRESSURIZING
AND SHUTOFF
VALVE
METERING
VALVE
28V DC
BAT BUS
HPSOV
SOLENOID
VALVE
POSITION
SWITCH
ENG
VALVE
P10
DIFFERENTIAL
PRESSURE REG/
BYPASS VALVE
RETURN TO
FUEL PUMP
INTERSTAGE
ACCESSORY
GEARBOX
A
B
N2 OVERSPEED
GOVERNOR
O/S SWITCH
EEC
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EICAS
B767-3S2F
Page - 152
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COMMAND
P0
ENGINE
AIR SYSTEMS
FEEDBACK
PNEUMATIC
PS3
COMMAND
T12 SENSOR
T25
T3
OIL TEMP (TEO)
T49 (EGT)
N1
N2
P25/T25 SENSOR
ENGINE
ANALOG
HMU
METERED
FUEL FLOW
FEEDBACK
T12
THRUST LEVER
T/R INTERLOCK
AIRCRAFT
DISCRETE
EEC DISCRETES
APPROACH IDLE
TEST SW
TEST
FUEL CONTROL SW
RESET
EEC CONTROL SW
START
START/IGN SW
POWER
PIMU
CONTROL ALTERNATOR
CROSSTALK
AIRCRAFT POWER
CHANNEL A
POWER
IGNITORS
CHANNEL B
CHANNEL B INPUTS
SAME AS CHANNEL A
CHANNEL B OUTPUTS
SAME AS CHANNEL A
EEC
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MULTIPLE ANALOG
SIGNALS
B767-3S2F
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a power supply
central processor unit
digital interface unit
signal conditioning unit
data interface unit
solenoid driver unit
When the engine is running, both channels have power, receive input signals,
process data, and send information to aircraft systems and to the other EEC
channel. However, only the active channel operates the servo valves, solenoids
and relays to control the engine. Similar outputs from the standby channel are
terminated inside the EEC by switching relays.
MEMORY
28V DC
L BUS
DATA
INTERFACE
TO
AIRPLANE
SOLENOID
DRIVER
TO ENGINE
(ACTIVE
CHANNEL
ONLY)
PWR SUPPLY
TEST
K1169
L ENG
PWR CH A
EEC MAIN
TEST (P61)
START
RECTIFIER
FROM
AIRPLANE
SYSTEMS
DIGITAL
INTERFACE
FROM
ENGINE
SENSORS
SIGNAL
COND
CPU
K11736 ENG
START 3 RLY
RUN
CHANNEL A
K1036 CH A
RST RLY (P36)
CHANNEL B
SIGNAL
COND
PRESS
XDCR
SIGNAL
COND
PRESS
XDCR
PRESSURE SENSORS
CROSSTALK
A
CONTROL ALTERNATOR
EEC
EEC OPERATION
B767-3S2F
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PRESSURE
SIGNAL
INPUTS
B767-3S2F
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Fuel On
When the fuel control switch is set to RUN and the fire switch is set to NORM, a
fuel-on signal is sent to both EEC channels. The EEC will then send signals to
the solenoid valve inside the HMU to latch open the Pressurizing and Shutoff
Valve. When the fuel control switch is set to the CUT-OFF position a signal is
sent to the EEC and it signals the latch closed solenoid in the HMU to close the
Pressurizing and Shutoff Valve. The fire switch pulled up to the FIRE position
will also signal the EEC to close the Pressurizing and Shutoff Valve.
28V DC
L BUS
L ENG EEC
PWR CH A
L ENG EEC
PWR CH B
28V DC
A
K1169 L ENG
PWR CH A
(P36)
P11
POWER
FUEL ON
FIRE
28V DC
BAT
RESET
RUN
L ENG FUEL
CONTROL VALVE
RESET A
K1036 L ENG
CH A RST (P36)
P11
TO FUEL/IGNITION
CONTROL RELAY(S)
CHANNEL A
CHANNEL B
28V DC
HOT BAT
L SPAR VALVE
RESET B
NORM
FIRE SWITCH
(P8)
P6
CUTOFF
FUEL ON
FUEL CONTROL
SWITCH (P10)
COMMON RETURN
RESET
1
1
28V DC
- ENG STARTING (N2 <50%)
- FUEL CONT SWITCH RUN
- EEC TEST
K1037 L ENG
CH B RST (P36)
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K1170 L ENG
PWR CH B (P36)
EEC
B767-3S2F
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Mode Select
If the EEC fails to receive a valid total pressure value from either ADC, the EEC
operates in a soft reversionary control mode. If N2 is greater than 50 percent,
as sensed by the N2 speedcard, the ALTN light in the EEC control switch comes
on after 10 seconds and the EICAS level C message L(R) ENG EEC MODE
appears. This message is also latched as an EICAS status and maintenance
message.
Operating one engine using the soft revisionary control mode can cause thrust
lever stagger, depending on ambient conditions. To eliminate this, the flight
crew can command the EEC to operate in a hard reversionary control mode.
This is done by pressing the EEC control switch on the P5 panel. The EEC
common return is connected to the mode select input when the EEC control
switch is cycled from the normal to the alternate position. This tells the EEC
that the hard reversionary control mode has been selected. In this mode, the
ATN light in the EEC control switch is on. The EICAS message L(R) ENG EEC
MODE appears as a level C message and as latched status and maintenance
messages.
If N1 command is greater than N1 maximum by more than 2% when the EEC is
in either reversionary control mode, the level B EICAS message L(R) ENG LIM
PROT appear.
Test
Setting the EEC maintenance test switch on the P6 panel to TEST starts and
EEC test. Power is supplied to the EEC and the EEC common return is
connected to the ground test enable input of both EEC channels. During the
test, all EICAS engine parameters that normally appear when the engine is
running are shown.
POWER
START
CONTROL
ALTERNATOR
POWER
SUPPLY
RUN
28V DC
L BUS
RUN
K11736 ENG
START 3 RLY
(P36)
L ENG EEC
PWR CH A
GND TEST
ENABLE
K1169 L ENG
PWR CH A
(P36)
K1036 CH A
RST RLY (P36)
TEST
L ENG EEC
PWR CH B
REVERSIONARY
RUN
MODE (SOFT,
OR HARD)
P11
K1037 CH B
RST RLY (P36)
MODE SELECT
COMMON RETURN
CHANNEL A
L ENG LIM
PROT (B)
EEC MAINT
TEST (P61)
POWER
L ENG EEC
MODE (C,S,M)
MASTER
K1170 L ENG
PWR CH B (P36)
DIM AND
TEST
EICAS (E8)
CHANNEL B
SAME AS
CHANNEL A
A A
10 SEC
A
A
N2 >50%
ON
S1 L ENG EEC
CONTROL SW (P5)
L ENG N2
SPEED CARD (P50)
B767-3S2F
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L ENG EEC
B767-3S2F
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and the EICAS level C message L(R) ENG EEC MODE appears. The most
recent DTAMB value while in the normal control mode is used for the soft
reversionary control mode.
This permits a smooth transition from the normal to soft reversionary modes.
The fixed DTAMB value is used to calculate an assumed TAMB as altitude
changes, and to calculate Mn and Q. N1 command is calculated using the
assumed values for Mn, Q, TAMB and DTAMB and the PO, T2, TLA and bleed
values.
If the conditions required for normal control mode operation return while the
EEC is in the soft reversionary control mode, the EEC goes back to the normal
control mode if the current calculated Mn is within 0.1 of the current actual Mn.
This ensures that control mode change does not cause significant changes in
N1.
PT2 (L ADC)
PT2 (R ADC)
TO EEC SW
ALTN LIGHT
AND EICAS
FAULT
LOGIC
NORMAL
CONTROL
ALTERNATE
MODE SELECT
(USING EEC
SWITCH)
PT2
INPUT FAIL
LAST VALID
ADC DATA
THRUST
RATING
LOGIC
SOFT
REVERSIONARY
CONTROL
N1
CMD
TAT/T12
CORNERPOINT
AT AMB (30C)
HARD
REVERSIONARY
CONTROL
PO
PS3
N2 MIN
MIN IDLE
SEL
CPU
FROM
L ADC
FROM
R ADC
PO
CROSS
CHANNEL
DATA BUS
DIGITAL
INTERFACE
T2
PT2
DIGITAL
INTERFACE
T2
PT2
N1
CPU
N2
T/R POS
ACCEL/
DECEL
SCHEDULE
EEC
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FUEL
FLOW
LIMIT
PROTECTION
TLA
CHANNEL A
CHANNEL B
PO
N1
N2
PS3
N2
IDLE
TRAINING MANUAL
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TR MAX
REVERSE
CONTROL
B767-3S2F
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Idle Control
The idle control calculates N2 demand. If minimum idle is not selected, the
EEC calculates a flight idle N2 demand valve based on ambient temperature
and pressure. When minimum idle is selected, the flight idle N2 demand is set
to 6,050 rpm (61.6 percent). The fuel flow is set to keep N2 speed at or above
the flight idle N2 demand. If the N2 demand makes the compressor discharge
pressure to low to meet bleed requirements, fuel flow is increased.
Reverser Control
Reverse control is active whenever the thrust reverser is not fully stowed. The
EEC calculates the reverse thrust demand based on the thrust lever position. If
the calculated reverse thrust N1 demand is greater than 3,280 rpm, or if the
thrust demand is calculated to be greater than about 30,700 pounds, the fuel
flow is reduced to ensure that these limits are not exceeded.
PT2 (L ADC)
PT2 (R ADC)
TO EEC SW
ALTN LIGHT
AND EICAS
FAULT
LOGIC
NORMAL
CONTROL
ALTERNATE
MODE SELECT
(USING EEC
SWITCH)
PT2
INPUT FAIL
LAST VALID
ADC DATA
THRUST
RATING
LOGIC
SOFT
REVERSIONARY
CONTROL
CORNERPOINT
AT AMB (30C)
N1
CMD
TAT/T12
PO
PS3
N2 MIN
MIN IDLE
SEL
HARD
REVERSIONARY
CONTROL
CPU
FROM
L ADC
FROM
R ADC
PO
CROSS
CHANNEL
DATA BUS
DIGITAL
INTERFACE
T2
PT2
DIGITAL
INTERFACE
T2
PT2
N1
CPU
N2
T/R POS
ACCEL/
DECEL
SCHEDULE
TR MAX
EEC
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FUEL
FLOW
LIMIT
PROTECTION
TLA
CHANNEL A
CHANNEL B
PO
N1
N2
PS3
N2
IDLE
TRAINING MANUAL
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REVERSE
CONTROL
B767-3S2F
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A
28V DC
L BUS
L ENG IDLE
CONTROL
P11
28V DC GND
HANDLING
BUS
ENG IDLE
CONTROL
K1034 L T/R
VALVE RELAY
(P36)
K434 L
IDLE SOL
RLY (P36)
K1025 L T/R
DEPLOY IDLE
RLY (P36)
TO RIGHT
ENGINE
CIRCUIT
28V DC
R BUS
GND
AIR
T/D
5 SEC
EICAS
MIN
IDLE
P34
COMMON
RETURN
CHANNEL A
CHANNEL B
AIR
GND
R ENG IDLE
CONTROL
FLAPS
LANDING
P11
K167 SYS 1
AIR/GND BAT RLY
(P36)
EEC DISCRETES
CARD (P50)
L FLAP/STAB
POSITION
MODULE (P50)
TAI
ON
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CONTINUOUS
IGNITION ON
K785 L ENG
TAI IDLE
(P36)
R ENG
TRAINING MANUAL
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EEC (L ENG)
B767-3S2F
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APU Air
The auxiliary power unit (APU) provides approximately 54 psi air. The APU air
supply shutoff valve (SOV) is controlled by APU switch on the P-5 overhead
panel. The center isolation valve is normally open. The left and right isolation
valves are controlled by switches on the P-5 overhead panel. During a main
engine start the APU operates at a higher speed to insure adequate air flow.
Engine Air
During a cross-engine start, air from an operating engine is used to start the
other engine. Two engine air sources are available; 8th stage bleed air and
14th stage bleed air. At high engine speeds, the high pressure SOV is closed
and 8th stage air is used. At low engine speeds (idle to 75% N2), the high
pressure SOV is open, the low pressure air supply check valve is closed, and
14th stage air is used.
General Operation
During a cross-engine start, the air supply pressure regulating and shutoff valve
(PRSOV) must be open on the running engine and closed on the engine that is
being started. The PRSOV is controlled by switches on the P5 overhead panel.
To pressurize the starting system, the air conditioning pack control selector
must be in "OFF", the pneumatic starter control valve must be open and
applicable PRSOVs (depending upon the air source) are shut. The pneumatic
starter control valve is controlled by the engine start switch on pilots' overhead
panel.
LEFT
ISOLATION
VALVE
RIGHT
ISOLATION
VALVE
E
GROUND AIR
SOURCE
LEFT
PRSOV
RIGHT
PRSOV
R ENGINE
PRESSURE REG
VALVE (PRV)
8TH STAGE
SUPPLY CHECK
VALVE
CENTER
ISOLATION
VALVE
AIR SUPPLY
PRECOOLER
APU AIR
SUPPLY
VALVE
TO R ENGINE START
CONTROL VALVE
APU
PNEUMATIC STARTER
CONTROL VALVE
14
60
40
L ISLN
80
L R
HIGH
PRESSURE
VALVE
DUCT
PRESS
PSI
20
VALVE
R ISLN
VALVE
F
C ISLN
ENG START
L
SINGLE
V
A
L
V
E
DUCT
LEAK
BOTH
VALVE
VALVE
BLEED
STARTER
DL
UE
CA
TK
HI STAGE
GND
IGNITION/START
CONTROL SWITCH
AUTO OFF
GND
AUTO
OFF
CONT
CONT
FLT
FLT
G
PILOTS OVERHEAD PNL (P5)
B767-3S2F
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BLEED
ADP
APU
L ENG
O
AF
F
DUCT
LEAK
V
A
L
V
E
HI STAGE
R ENG
O
BFF
B767-3S2F
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STARTER
(REF)
MANUAL DRIVE
ACCESS
PACKING
FILTER
ELEMENT
STARTER
CONTROL
VALVE
FILTER
SPRING CAP
THRUST REVERSER LATCH
ACCESS DOOR
ENGINE START
SOLENOID
FROM
EEC
VALVE
BODY
ENGINE START
SOLENOID
ACTUATOR
POSITION
INDICATING
SWITCH ASSEMBLY
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B767-3S2F
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HOLDING
COIL
N2 <50%
PNEUMATICS
SPEED CARD
(P50)
COMMON
RETURN
GND
CH A
28V DC
BAT BUS
ENABLE
ENG START
3 (P36)
ENG IGNITION/
START CONTROL
SWITCH (P5)
P11
STARTER
CH B
EEC
FULL CLOSED
2
N2 >52%
FULL OPEN
STARTER CONTROL
VALVE
SPEED CARD
(P50)
ENG START 1
(P6)
MD&T
A A
5 SEC
2 SEC
ENG START
VALVE (P10)
5 SEC
ALL LEVEL B AND C
MESSAGES INHIBITED
FOR 20 SEC
EICAS
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B767-3S2F
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Characteristics
The conductor is 14 AWG stranded copper wire with silicone rubber insulation
within a flexible conduit. The conduit contains an inner copper braid and an
outer braid of nickel wire. Tubular plastic covers the cold section of the lead and
an air cooling jacket covers the hot section.
Fan air, used for cooling the lead enters through perforations at the forward end
as the cable passes through a plenum. After cooling the lead, the air is
discharged through a concentric port just above the coupling nut at the igniter
plug.
Ignition/Start Switches
There is a separate switch for each engine. The switches have five positions.
These positions are
GND
AUTO
OFF
CONT
FLT
Location
The leads run from the exciter box location at the 7 o'clock position on the left
fan case, to the igniter plugs on the compressor rear frame at the 3 and 4
o'clock position.
Igniter Plugs
The igniter plug is a surface gap type used to ignite fuel within the combustion
chamber. A coupling nut secures the igniter plug into a recessed adapter bolted
into the compressor rear frame at two places, 4 and 3 o'clock.
The immersion depth of the igniter plug is preset at the factory using spacers
under the adapter. No depth check is required.
Safety Precautions
Due to the high voltages, care should be taken with all ignition system
components. See the following WARNING:
PNEUMATICS
ENG START
R
L
SINGLE
BOTH
PNEUMATIC
VALVE
VALVE
STARTER
GND
IGNITION/
START
CONTROL
SWITCHES
AUTO
OFF
GND
AUTO
OFF
CONT
CONT
FLT
FLT
IGNITION
SELECT
SWITCH
PNEUMATIC
STARTER
CONT VALVE
ENGINE
IGNITION AND
START CONT
PANEL (P5)
IGNITION
EXCITER 1
STARTING/
IGNITION
FUEL CONTROL
IGNITER
PLUG 1
(4:00)
RUN
IGNITION
EXCITER 2
CUTOFF
CHANNEL A
CHANNEL B
(SAME AS
CHANNEL A)
EEC
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IGNITER
PLUG 2
(3:00)
B767-3S2F
ACCESSORY
GEARBOX
TRAINING MANUAL
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B767-3S2F
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Ignition Exciters
The two independent exciter units are mounted on the engine fan case, left side
at 7:00 o'clock. They are electrical capacitors that are enclosed in welded steel
cases.
and slat position. The EEC actually selects the ignition plug to fire in the
SINGLE position. The EEC alternates Igniter plugs every other engine start in
this position. In the BOTH position the EEC selects igniter plugs One and Two
to fire together.
RUN
NORM
L AC BUS
L ENG IGN 1
L AC BUS
L ENG BUS
PWR SEN
CUTOFF
K158
(P11)
FUEL/IGN
CONT 2
(P36)
FIRE
FUEL CONT
SW (P10)
FIRE SW
(P8)
L ENG
IGNITER
PLUG 1
28V DC
BAT BUS
L ENG FUEL
CONT VALVE
L ENG IGN
EXCITER 1
P11
L ENG
IGNITER
PLUG 2
CHANNEL A
IGN SELECT LOGIC
R AC BUS
L ENG IGN 2
L ENG IGN
EXCITER 2
K608
(P11)
FUEL/IGN
CONT 1
(P36)
CHANNEL B
L ENGINE EEC
ECS/MSG
STBY BUS
STBY IGN 1
CHANNEL A
L AC BUS
R ENG IGN 1
STBY BUS
STBY IGN 2
FUEL/IGN
CONT 2
(P36)
R ENGINE EEC
R AC BUS
R ENG IGN 2
CUTOFF
K159
(P11)
B767-3S2F
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R ENG IGN
EXCITER 2
CHANNEL B
RUN
FUEL/IGN
CONT 1
(P36)
R ENG
IGNITER
PLUG 2
EICAS
FUEL CONT
SW (P10)
R ENG IGN
EXCITER 1
NORM
FIRE
FIRE SW
(P8)
28V DC
BAT BUS
R ENG FUEL
CONT VALVE
P11
R ENG
IGNITER
PLUG 1
B767-3S2F
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FLEXIBLE
DRIVE SHAFT
FAN
EXHAUST
TURBINE
EXHAUST
ANGLE GEARBOX
BALLSCREW
ACTUATOR (2)
TRANSLATING
COWL
CDU/
ACTUATOR
THRUST REVERSER - STOWED
FAN EXHAUST
OUTER
FAN DUCT
DEFLECTORS
INNER
FAN DUCT
TURBINE
EXHAUST
BLOCKER DOOR
DRAG LINKS (6)
BLOCKER
DOORS (6)
FAN DUCT
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B767-3S2F
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Maintenance Practices
Thrust reverser deflectors are not interchangeable because of the different flow
angles. Exact deflector position is found in the maintenance manual.
Deflectors must be inspected periodically for cracks, corrosion, and impact
damage.
CAUTION: DO NOT OPERATE ENGINE IN REVERSE THRUST WITH
DEFLECTORS MISSING. DAMAGE TO THE REVERSER MAY
RESULT.
SPRING
RETAINER
CLIP
SPRING (4)
BLOCKER
DOOR
DRAG LINK
BLOCK
DEFLECTOR QTY
TYPE
(R ENG)
A
B
C
D
E
F
G
INNER
FAN
DUCT
BLOCKER
DOOR DRAG
LINK
INNER FAN
DUCT COWL
HINGE
15
3
1
2
2
4
5
DESCRIPTION
RADIAL -43 |5 FWD
SKEWED -25 |5 FWD, 45 LH
SKEWED -25 |5 FWD, 45 RH
BLANK
CURVED STRONGBACK -45 |5 FWD, LH
CURVED STRONGBACK -45 |5 FWD, RH
SPOILED RADIAL 0-10 FWD
TRANSLATING
COWL
FWD
LINK
SUPPORT
LINK
PIN
DEFLECTOR
BOLT
TRIWING
SCREW
GANG
CHANNEL
THRUST REVERSER
FIXED STRUCTURE
A
A
A 1
A
32
A 2
31 A
3
30 A
A
4
29 A
C
5
28
A
F 6
27
F 7
26 A
AFT LOOKING FORWARD
25 E
F 8
24 E
F 9
INBD
23 A
G 10
11
22
G
A
21
12
G 13
20 A
19 A
G 14
17 18 B
G 15 16
B
D
D
B
RIGHT ENGINE SHOWN - LEFT ENGINE SIMILAR
DEFLECTOR INSTALLATION
(TYPICAL)
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B767-3S2F
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Engine Operation
During the approach to landing, the engine is not permitted to decelerate below
flight idle. After touchdown, the engine speed is maintained at flight (high) idle
for 5 seconds by a time delay relay on the engine discretes card. This allows 5
seconds for the pilot to decide to go around or to use reverse thrust. If the pilot
does neither, after 5 seconds the engine will decelerate to ground (low) idle and
the crew will use the airplane brakes to slow down.
Thrust Reverser Indications
When both halves of a thrust reverser are fully deployed, a green REV
indication will appear on the upper EICAS display just above the N1 digital
display. When both of the translating sleeves are fully stowed there is no REV
message shown. When either or both of the translating sleeves are between
the fully stowed and fully deployed position, a yellow REV indication appears
above the N1 indication. No thrust reverser messages are shown to the flight
crew in flight unless there is an actual abnormal in-flight deployment of a thrust
reverser. Then the yellow or green REV indication could be observed.
After the airplane has been on the ground for 60 seconds, faults in the thrust
reverser system detected in-flight will illuminate the REV ISLN light and cause
the EICAS advisory and latched maintenance message "L (R) REV ISLN VAL"
to be displayed.
Stow
When the thrust reverser is commanded to stow, air from the T/R PRSOV flows
to the left and right CDUs and the DPV. Now the DPV remains closed, blocking
the air signal to the CDUs. This arms the CDUs to the stow mode. The air
motors reverse direction, driving the actuators and translating cowl forward to
the stow position. The blocker doors (pushed by the drag links) rotate back to a
flush position with the inner translating cowl. When fully stowed, the system deenergizes the solenoids on the electro-mechanical brakes. The system is now
locked in the stowed position by the CDU cone brakes and by the electromechanical brakes.
28V DC
AIR/GND
SWITCH
28V DC
FIRE
SWITCH
28V DC
FIRE
SWITCH
T/R CONTROL
SWITCH
10 DEGREE SW
ITCH
T/R DPV
SWITCH
29 DEGREE SWITCH
AIR/GND
RELAY
T/R AUTOSTOW
LOCK SWITCH
AIR/GND
RELAY
RELAY LOGIC
THRU SEQUENCING
RELAY K2184 AND
TRAS LOCK RELEASE
RELAY K2188
ELECTROMECHANICAL
DISK BRAKE
G
29 D E
W
REE S
ITCH
REV
ISLN
P10
REV
26.1
10
6
CDU POSITION
SWITCH MODULE
PRESSURE
SWITCH
T/R PRSOV
PRSOV
BLEED
AIR
N1
EICAS DISPLAY
INDICATION
LOGIC AND
BITE RELAY
MODULE
EICAS
YELLOW
GREEN
CDU POSITION
FEEDBACK
TRANSDUCER
DIRECTIONAL
PILOT VALVE (DPV)
CENTER DRIVE
UNIT (CDU)
FLEXIBLE
DRIVE SHAFT
ANGLE GEARBOX
AND BALLSCREW
ACTUATOR
TRANSLATING COWL
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EEC
INTERLOCK
ACTUATOR
B767-3S2F
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REVERSE
THRUST LEVER
FWD
T/R CONTROL
SWITCH (OPERATES
AT 10 DEG)
REVERSE
THRUST LEVER
FORWARD
DRUM (REF)
FORWARD
THRUST LEVER
T/R TRAS
LOCK SWITCH
(OPERATES
AT 29 DEG)
T/R DIRECTIONAL
PILOT VALVE SWITCH
(OPERATES AT 29 DEG)
T/R CONTROL
SWITCH COVERS
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B767-3S2F
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Description
There are two electro-mechanical brakes installed on each engine, one on each
thrust reverser half. The brakes are mounted on brackets attached to the fan
reverser torque boxes. Each brake is connected to its upper angle gearbox by a
flexible drive shaft. The electro-mechanical brakes are solenoid activated disk
brakes. When 28VDC is applied to the brake solenoids, the brakes will release
to permit thrust reverser operation. These brakes lock their reverser half by
locking the flex drive cable at the upper actuator.
Operation
The electro-mechanical brake (TRAS lock) is spring loaded to the fully braked
position. Dual rotors contacting stators provide the braking force friction. To
release the brake, the solenoid is energized by electrical current from the thrust
reverser actuation system relays and switches. This solenoid force acts against
the springs to reduce the rotor/stator friction force, thus releasing the brake.
A manual lockout lever is mounted to the upper surface of the brake. Lifting of
this lever will cause an internal cam to act against the springs to reduce the
rotor/stator friction force, thus releasing the brake. The lockout lever is used
during manual extension of the translating cowl for maintenance and rigging of
the thrust reverser. The lockout manual release handle will automatically be
returned to the brake position when the fan cowl is closed.
ELECTRICAL
CONNECTOR
MANUAL
RELEASE
HANDLE
ELECTRO-MECHANICAL
BRAKE
BRACKET
FLEXSHAFT
ANGLE GEARBOX
DRIVE PAD
CENTER
DRIVE
UNIT
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B767-3S2F
Page - 186
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SOLENOID
VALVE
PRESSURE
REGULATOR
(70 PSI)
RELIEF
VALVE
(150 PSI)
SOLENOID
PNEUMATIC
ACTUATOR
INLET
POPPET
VALVE
INLET
OUTLET
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OUTLET
B767-3S2F
Page - 188
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TRAINING MANUAL
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Operation
When reverse thrust is selected, the solenoid is energized and the ball valve
moves down and closes the vent. The poppet valve opens to let air pressure
from the T/R PRSOV go to the directional control valve.
When the thrust reverser system is in the stow position, the solenoid is deenergized. Air pressure from the T/R PRSOV is blocked. The signal air lines to
both CDU directional control valves are vented through the DPV ball valve to
ambient.
The pressure switch senses air pressure to the DPV. It is open when the T/R
PRSOV is closed. The pressure switch closes when it senses pressure from
the T/R PRSOV. Its position is independent of the directional pilot valve position.
There is an indication in the flight compartment if the pressure switch position
disagrees with the T/R PRSOV position. This indication is discussed later.
SOLENOID
AMBIENT
VENT
BALL VALVE
ASSEMBLY
PRESSURE
SWITCH
OUTLET
TO CDU
DCV
POPPET
VALVE
DPV
FILTER
FWD
THRUST
REVERSER
TORQUE BOX
PRESSURE
SWITCH
SOLENOID
DPV
VALVE
BODY
AIR IN FROM
T/R PRSOV
OUTLET TO
RIGHT CDU DCV
INLET
DPV
FILTER
OUTLET TO
LEFT CDU DCV
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B767-3S2F
Page - 190
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Deploy Operation
Air from the DPV moves the valve actuator piston to the DEPLOY position. The
helix rod turns the DCV as the valve actuator piston moves. The piston and
pivoted lever release the cone brake, and the air motor rotates turning the
ballscrew in the deploy direction. The ballnut and ballscrew actuator move the
translating cowl to the deploy position. The stop rod is pulled toward the deploy
stop as the actuator approaches fully deployed. At about 1.5 inches from full
deploy, the stop rod touches the ballnut.
The stop rod then moves the DCV to the neutral position to stop airflow to the
air motor, and engage the cone brake. The stop rod also activates the switches
in the CDU position indicating switch module. This causes the T/R PRSOV to
close and controls indication of thrust reverser position.
Stow Operation
The air signal from the DPV stops when the stow mode is selected. The spring
in the DCV assembly drives the valve actuator piston and moves the DCV to the
stow direction. The directional valve override linkage lets the valve turn without
the stop rod moving. Air is admitted to the air motor. The ballscrew turns and
the ballnut and ballscrew actuator begin moving toward stow. When the
actuator is about .25 inch from fully stowed, the stop rod moves the DCV toward
neutral. When closed, the DCV has bleed air holes which allows air to drive the
CDU to the full stow stop to pre-load the actuation system.
Removal
Remove middle actuator access panel. Manually deploy the thrust reverser half
about 6-8 inches until the ballscrew actuator clevis pin is exposed. Deactivate
the thrust reverser by reversing the lockout plate. Loosen the retaining clip bolt.
Rotate clip and remove clevis pin using a pin extracting tool.
CAUTION: DO NOT REMOVE CLEVIS PIN RETAINING CLIP BOLT. BACK
BOLT OUT ENOUGH TO ROTATE RETAINING CLIP. REMOVAL
OF BOLT WILL DAMAGE NUTPLATE.
Disconnect the feedback cable and the rotary flexible drive shafts. Remove the
4 CDU flange bolts. Ensure that the CDU upper flexible drive shaft does not
slide out of the sheath. Pull CDU and ballscrew actuator from torque box noting
shim installation details. Mark the position of the actuator on the ballscrew to
aid CDU installation.
Note:
Be sure to reference the aircraft M/M when ever you perform any
maintenance operation.
SIGNAL AIR
FROM DPV
CDU POSITION
FEEDBACK TRANSDUCER
MANUAL
BRAKE
RELEASE
HANDLE
STOW
VALVE
ACTUATOR
PISTON
IN
DEPLOY
AIR
MOTOR
HELIX
ROD
PIVOTED
LEVER
ACTUATOR
(CONE) BRAKE
DCV (NEUTRAL
POSITION)
AIR MOTOR
AIR
INLET
TO POSITION
INDICATING
SWITCHES
OVERRIDE
LINKAGE
DEPLOY
STOP
STOW
STOP
STOP ROD
MECHANICAL
SWITCH INPUT
STOP
ROD
BALLNUT
CDU POSITION
INDICATING
SWITCH MODULE
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FLEXIBLE
DRIVE SHAFT
OUTPUT DRIVES
GEARBOX
LOCKOUT
PLATE
BALLSCREW
ELECTRICAL
CONNECTOR
(BACK SIDE)
TO
DCV
B767-3S2F
STOP
ROD
TORQUE
TUBE
TRAINING MANUAL
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SQUARE
DRIVE
B767-3S2F
Page - 192
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Removal
The angle gearbox and ballscrew actuator must be removed as a unit. The
angle gearbox can be separated from the ballscrew actuator after removal. To
remove, deploy the translating cowl 6-8 inches to access the ballscrew actuator
clevis pin. Remove the flexible drive shaft, then the clevis pin, and finally the
gearbox and actuator.
CAUTION: ENSURE THAT THE DRIVE SHAFT CORE DOES NOT SLIDE
OUT OF OUTER CASE WHEN REMOVING THE ROTARY
FLEXIBLE DRIVE SHAFT.
CAUTION: DO NOT REMOVE THE CLEVIS PIN RETAINING CLIP BOLT.
BACK THE BOLT OUT ONLY ENOUGH TO ROTATE THE
RETAINING CLIP. THE NUT PLATE WILL BE DAMAGED IF THE
BOLT IS REMOVED.
Note:
SPLINED
OUTPUT DRIVE
BALLNUT
ACTUATOR
TUBE
BALLSCREW
ROD END
BEARING
BALLSCREW ACTUATOR
ANGLE GEARBOX
THRUST
REVERSER
TORQUE BOX
RETAINING
CLIP AND
BOLT
FLEXIBLE
DRIVE SHAFT
ANGLE GEARBOX
AND BALLSCREW
ACTUATOR
CLEVIS
PIN
FACEPLATE
(INWARD FACING
NOT SHOWN)
TRANSLATING
COWL
FWD
CAPPED
END
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B767-3S2F
Page - 194
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Deploy Mode
For an engine thrust reverser deployment the T/R PRSOV, DPV and the two
TRAS solenoids all must be energized. To energize the four solenoids, the
airplane must be on the ground. With the forward thrust levers at the forward
idle position the pilot rotates the reverse thrust lever aft. Rotation of the reverse
thrust lever to the rear sequentially closes three switches:
T/R control switch (S5)
T/R DPV control switch (S11)
TRAS lock switch (S21).
The T/R control switch (S5) is the first to close at approximately 10 degrees of
reverse thrust lever rotation.
At approximately 29 degrees of reverse thrust lever rotation the T/R DPV control
and the TRAS lock switches close. The DPV solenoid, T/R sequence relay
(K2184), and TRAS lock release relay (K2182) are energized; followed by the T/
R PRSOV solenoid (V360), the left and right TRAS solenoids, and the T/R
unstow relay (K26); and finally the TRAS lock release control relay (K2188).
The proper sequencing of the four controlling solenoids is critical. The DPV
solenoid is the first to be energized even though it is controlled by one of the
29 switches. The T/R PRSOV solenoid and the left and right TRAS solenoid
are essentially energized simultaneously, however, the TRAS brakes are
released prior to pneumatics being available to drive the CDUs. There is
approximately a 160 millisecond window between the TRAS brake release and
the CDUs spinning up to speed thereby insuring that the TRAS brakes are not
released under load. With proper sequencing, the engine thrust reverser, driven
by the CDUs, translates to the fully deployed position.
Stow Mode
During stow operations, the reverse thrust levers are moved forward and down.
There is no stop position between deployed and stowed. The 29 switches
open first and then the 10 switch opens. The DPV closes. The T/R PRSOV
opens to drive the translating sleeves to the stow position. Position switches
signal the T/R PRSOV to close, removing air from the CDUs. Two seconds
after removal of the pneumatic operating pressure from the thrust reverser
system, the 28 VDC power is removed from the electro-mechanical brake
solenoids and the brakes engage again.
AIR
28V DC
STBY BUS
C1491
L ENG T/R
CONT ALT (11D5)
GND
STOWED
DEPLOY
L T/R DPV
(L ENG)
K895 SYS 1
AIR/GND (P36)
UNSTOW
NOT DEPLOY
C1482
L ENG T/R
CONT (11L6)
28V DC
L BUS
STOW
FIRE
AIR
STOW
DEPLOYED
C1487
28V DC L BUS
PWR SENSE (11M3)
DEPLOY
S5(10 DEG)
L T/R CONT
K897 28V DC
L BUS PWR
SENSE (P11)
GND
RH T/R LOGIC SW
(R CDU-L ENGINE)
K895 SYS 1
AIR/GND (P36)
NOT DEPLOY
NOT
DEPLOY
28V DC
STBY BUS
C1576
L ENG T/R
TRAS LK
CONTROL (11D18)
P11 CB PANEL ASSY
FAULT
LATCHING
GND
FOR TRRM
L ENG
RESTOW
COMMAND
LAMP
DEPLOYED
STOWED
UNSTOW
FULLY
DEPLOYED
LH T/R LOGIC SW
(R CDU-L ENGINE)
STOWED
K1023 L T/R
DEPLOY (P36)
STOWED OR
DEPLOY
POWER TO COIL
OF K1034 L T/R
VALVE RELAY
(APP IDLE CMD)
ONE SEC
T/D ON
RELEASE
AFTER
STOWED
V360 L ENG
T/R PRSOV
(L STRUT)
UNLATCH
2 SEC
DEPLOY
T/D
UNSTOW
OR NOT
DEPLOY
K26 RLY-L
T/R UNSTOW (P36)
TD-L TRAS
UNLATCH (P33)
K2184 RLY-L
T/R SEQ (P33)
UNSTOW
K2182 L TRAS
LK REL (P33)
R702 DIO - LH
TRAS LK RLY (P33)
POWER TO COIL
OF K2186 L T/R
TRAS UNLK
LH TRAS SOL
AIR
STOW
GND
DEPLOY
K2157 RLY
AIR/GND (P37)
RH TRAS SOL
M
LATCH
K2188 L TRAS
LK REL CONT (P33)
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R704 DIO - RH
TRAS LK RLY (P33)
B767-3S2F
Page - 196
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REV (YELLOW
REV (GREEN)
MUX
L T/R IN TRANSIT
L T/R DEPLOYED
NVM
LATCH
2 SEC
STOWED
AIR
UNSTOW
SOFTWARE
GND
NOT DEPLOY
K2175 AIR/GND
SYS 1 (P36)
FAULT LOGIC
GND REQ'D
SOFTWARE
TEST
S1 L TEST ENABLE
L3 L ENG
RESTOW
COMMAND
DEPLOYED
R T/R LOGIC SW
(R CDU-L ENG)
R3
UNLATCH
RESET
S3 L RESET
CR3
MD&TR10117 L T/R
IND (P37)
L5 REV ISLN
FUEL CONT PNL
(P10)
LATCH
FAULT
FAULT
5 SEC
LATCH
NOT DEPLOY
K7 L T/R
FAULT LATCH
UNSTOW
BYPASS OF
K26 TO KEEP
TRAS LK
SOLENOIDS
ENERGIZED
DURING STOW
28V DC
STBY BUS
C1480
L ENG T/R
IND (11D13)
K3 L ENG
RESTOW
COMMAND
LATCH
STOWED
UNLATCH
NOT DEPLOY
CR1
DEPLOYED
R1
L T/R LOGIC SW
(L CDU-L ENG)
NORMAL
K10358 L T/R
ISLN DET (P33)
L1 L ENG
TRAS UNLOCK
DEPLOY
60 SEC
K1023 L T/R
DEPLOY (P36)
AIR
T
/
D
LATCH
K1 L ENG
TRAS UNLOCK
LATCH
NORMAL
K9 L ENG FAULT DET
GND
STOW
K11 L T/R
FAULT DELAY
K2175 AIR/GND
SYS 1 (P36)
UNSTOW
M3 TD L T/R
RESTOW COMMAND
K26 L T/R
UNSTOW (P36)
LAMP TEST
LOCK
LEFT ENG
RIGHT ENG
AIR
RESTOW
PRESSURE
5 SEC
STOWED
OR
DEPLOYED
PSEU
RESTOW
M1 TD L ENG
TRAS UNLOCK
AIR
L5 L ENG
PRSOV PRESS
5 PSI
RESET
LATCH
M7 TD L
T/R FAULT
GND
PRESS AND HOLD FOR
TEN (10)SECONDS
K178 SYS 1
AIR/GND
(P36)
GND
NOT
DEPLOYED
K10234 L ENG
T/R DISAGREE
(P36)
FIRE SWITCH
NORMAL AND
ON GROUND
K1021 L T/R
PNEU VLV (P36)
UNLOCK
K2186 L T/R
TRAS UNLOCK
(P33)
TRAS SOLENOID
POWER IS
APPLIED
PNEUMATICS
COMMANDED
FOR DEPLOY
CR5
PRSOV PRESS
SWITCH (LEFT
STRUT)
R700 L PRSOV
PRESS (P33)
TEST
S5 LAMP
TEST
5 SEC
M5 TD L ENG
PRSOV PRESS
THRUST REVERSER RELAY MODULE (E2-6 OR E1-4)
R5
5 SEC
HIV
PRESSURE
GROUND MODE
TEST
ENABLE
UNLATCH
5 SEC
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TRAINING MANUAL
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PC CARD
K5 L ENG
PRSOV PRESS
LATCH
B767-3S2F
Page - 198
ATA 78-00
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TRAINING MANUAL
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Deploy
Open the applicable circuit breakers on the P11 panel to remove power from the
thrust reverser actuation system; install DO-NOT-CLOSE identifiers on the
circuit breakers. Deactivate the spoiler/speed brake control system. Insure that
the reverse thrust levers are fully forward, and attach a DO-NOT-OPERATE tag.
Make sure that a pneumatic source is not connected to the thrust reverser.
Open the fan cowl panels. Make sure that the D-shaped pressure relief door is
closed and latched. If the thrust reverser is opened to the 34-degree (first stick)
position, make sure that the leading edge slats are fully retracted. Pull up on
the manual release handle to unlock the electro-mechanical (TRAS lock) brake.
Pull the cone brake release handle out and away from the CDU until the detent
is felt. Remove the two bolts that attach the lockout plate to the manual drive
pad on the bottom of the CDU. Put a 1/4-inch square-drive into the CDU
manual drive. Turn the square-drive on the CDU to extend the translating cowl.
Less than 10 pound-inches of torque should be applied. Open the other thrust
reverser half if it is necessary.
Stow
CAUTION: MAKE SURE THAT THERE IS NO EQUIPMENT IN THE AREA
AFT OF THE THRUST REVERSER. DAMAGE CAN OCCUR IF
THE THRUST REVERSER HITS THE EQUIPMENT.
CAUTION: WHEN YOU MANUALLY MOVE THE THRUST REVERSER,
LOOK FOR THE TOP AND BOTTOM BALLSCREW ACTUATORS
TO TURN. IF YOU DO NOT SEE THESE BALLSCREW
ACTUATORS TURN, DO A CHECK FOR FLEXSHAFTS THAT
ARE BROKEN OR GONE.
Prepare the thrust reverser for stowing the thrust reverser as you did for
deploying the translating cowl. Put a 1/4-inch square-drive into the CDU
manual drive. Turn the square-drive on the CDU to retract the translating cowl.
Less than 10 pound-inches of torque should be applied. When the translating
cowl is about one inch from the fully retracted position, push the stow rig button
on the CDU. Stop turning the CDU when the stow rig pin moves and then starts
to move out again. Turn the wrench in the direction that aligns the rig pin
plunger with the groove in the CDU actuator. Measure to make sure that the
clearance between the torque box and the translating cowl is between 0.0600.150 inch (1.5-3.8 mm). Restore the airplane to normal.
MANUAL BRAKE
RELEASE HANDLE
RIG INDICATOR
PLUNGER
GROOVE
CDU RIG
WINDOW
CDU
CONNECTOR
CDU
TRANSLATING
COWL
SPRING
TORQUE
WASHER
BOX
MANUAL
DRIVE PAD
LOCKOUT
PLATE
CDU POSITION
SWITCH MODULE
ATA 78-00
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B767-3S2F
Page - 200
ATA 78-00
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TRAINING MANUAL
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Deploy
Open the selected circuit breakers on the P11 panel and install DO-NOTCLOSE identifiers. (see MM) Deactivate the spoiler/speedbrake control
system, ensure the reverse thrust levers are in the forward (stow) position, and
ensure that the thrust reverser is not open beyond the 34-degree position,
ensure that the core cowl panels are removed or closed. Open the fan cowl.
Remove the blue cap opposite the CDU pneumatic supply and connect
pneumatic power from a ground air source. Slowly pressurize to 20-30 psig.
Remove the DO-NOT-CLOSE identifiers and close the T/R PRSOV circuit
breakers. Place the reverse thrust levers to the reverse idle position and allow
translating cowl to fully deploy.
Stow
Provide pneumatic power and place the reverse thrust lever to forward (stow)
position. Allow translating sleeve to fully stow. Reduce pneumatic pressure to
zero and disconnect ground pneumatic source. Install, tighten and lockwire the
blue cap on the CDU air connection. Ensure the thrust reverser is fully stowed
by checking that the gap between the torque box and the translating cowl is
0.060 - 0.150 inch at the center drive unit. Return the aircraft to normal.
MANUAL
RELEASE
HANDLE
ENGINE
AIR SUPPLY
BLUE CAP
COVERING
GROUND
CONNECTION
TRANSLATING
COWL
TORQUE
BOX
CENTER DRIVE UNIT
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B767-3S2F
Page - 202
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EFF - ALL
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
module on the P5 panel to the open position. Remove the DO NOT CLOSE
identifiers and close the T/R PRSOV circuit breakers. Place the reverse thrust
levers to the reverse idle position. Lift the guard on the PRSOV ground service
switch. Push the switch to the up position and hold it. Allow the translating
cowls to fully deploy before releasing the switch.
Stow
Provide pneumatic power. Push the applicable L or R ENG OFF switch light
on the air supply module on the P5 panel to the open position and place the
reverse thrust lever to the forward position (stowed). Lift the guard on the
PRSOV ground service switch and push the switch up. Hold the switch until the
T/R is fully stowed. Release the ground service switch. Ensure the T/R is fully
stowed by checking the gap between the torque box and the translating cowl is
between 0.060 and 0.150 inch at the CDU. Return the aircraft to normal
configuration.
ENGINE OFF
SWITCH-LIGHTS
DIRECTIONAL
PILOT VALVE
ELECTRO-MECHANICAL
BRAKE (TRAS LOCK)
TO
OTHER
CDU
FROM
PNEUMATIC
SOURCE
REVERSE
FLOW
SOLENOID
(PULL
TYPE)
BLEED
DL
UE
CA
TK
OVHT
APU
L ENG
O
F
F
OVHT
ADP
R ENG
V
A
L
V
E
PRSOV
ELECTRICAL
HEX FOR
CONNECTOR
MANUAL
OPERATION
CDU
THRUST REVERSER
PRESSURE REGULATING
AND SHUTOFF VALVE
(T/R PRSOV)
PNEUMATICS
B767-3S2F
Page - 203
4/24/13
OIL TANK
(REF)
TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
O
F
F
GROUND
SERVICE
SWITCH
B767-3S2F
Page - 204
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Deactivation
CAUTION: WITH PNEUMATIC POWER PROVIDED, DEPLOYED THRUST
REVERSER WILL STOW IF ELECTRICAL POWER IS LOST TO
DIRECTIONAL PILOT VALVE CAUSING POSSIBLE INJURY TO
PERSONNEL AND/OR DAMAGE TO EQUIPMENT.
CAUTION: THIS PROCEDURE IS FOR GROUND INADVERTENT THRUST
REVERSER TRANSLATION MAY OCCUR IF PROCEDURE IS
USED TO DEACTIVATE THRUST REVERSER FOR FLIGHT
DISPATCH.
Open the circuit breakers on the P12 panel to remove power from the T/R
PRSOV. Put DO-NOT-OPERATE identifiers on the reverse thrust levers.
Open the fan cowl panels. Remove, invert and reinstall the lockout plates on
both CDUs and attach REVERSER DEACTIVATED pennants.
Lockout
Note:
TORQUE BOX
FLANGE
BRACKET
(3)
TRANSLATING
COWL
LOCKING
BOLT
HOLES
LOCKOUT
PLATE
MANUAL
DRIVE
FWD
DO NOT OPERATE
DO NOT OPERATE
DO NOT OPERATE
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