Beruflich Dokumente
Kultur Dokumente
CFM56-7B
Jan 1999
CTC-103
CFM56-7B TRAINING MANUAL
EFG
CFM56-7B
LINE MAINTENANCE TRAINING COURSE
Document: CFM7LM3
Revised: Jan. 1999
Published by CFMI
EFFECTIVITY Page 2
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
This publication is for TRAINING PURPOSES ONLY. This information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult the
pertinent Maintenance Publication.
This product is considered CFMI Aircraft Engines technical data information and therefore is exported under U.S. Government
Export License Regulations. It is issued to the user under specific conditions that; the contained data, or it's product may not
be resold, diverted, transferred, transshipped, reexported, or used in any other country without prior written approval of the
U.S. Government.
EFFECTIVITY Page 3
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
EFFECTIVITY Page 4
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG TABLE OF CONTENTS
EFFECTIVITY Page 5
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
EFFECTIVITY Page 6
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
EFFECTIVITY Page 7
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
A CDS Common Display System
AC Alternating Current CDU Control Display Unit
A/C Aircraft CFMI CFM International
ACARS Aircraft Communication Addressing and CIP Compressor Inlet Pressure
Reporting System CIT Compressor Inlet Temperature
ADEPT Airline Data Engine Performance Trend cm.g Centimeter Grams
ADIRU Air Data and Inertial Reference Unit CONT Continuous
AGB Accessory Gearbox CSD Constant Speed Drive
ALF Aft Looking Forward CSI Cycles Since Installation
ALTN Alternate CTEC Customer Technical Education Center
AOG Aircraft On Ground CW Clockwise
A/P Airplane
APU Auxiliary Power Unit D
ARINC Aeronautical Radio Incorporated DAC Double Annular Combustor
ASM Autothrottle Servomotor DEU Display Electronics Unit
ATA Air Transport Association DOD Domestic Object Damage
A/T Autothrottle DMD Demand
AVM Airborne Vibration Monitoring DMS Debris Monitoring System
B E
BITE Built In Test Equipment EAU Engine Accessory Unit
BSI Borescope Inspection EBU Engine Buildup Unit
BSV Burner Staging Valve (SAC) ECS Environmental Control System
BSV Burner Selection Valve (DAC) ECU Electronic Control Unit (or EEC)
EE Electronic Equipment
C EEC Electronic Engine Control (or ECU)
C Celsius/Centigrade ( degrees) EGT Exhaust Gas Temperature (T49.5)
CCDL Cross Channel Data Link EHSV Electro-Hydraulic Servo Valve
CCW Counter Clockwise ESN Engine Serial Number
CDP Compressor Discharge Pressure (Ps3)
EFFECTIVITY Page 8
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
F HPC High Pressure Compressor
F Fahrenheit ( Degrees) HPCR High Pressure Compressor Rotor
F/I Flight Idle HPT High Pressure Turbine
FAA Federal Aviation Administration HPTCC High Pressure Turbine Clearance Control
FADEC Full Authority Digital Electronic Control HPTCCV HPT Clearance Control Valve
FAR Federal Aviation Regulation HPTN High Pressure Turbine Nozzle
FF Fuel Flow HPTR High Pressure Turbine Rotor
FFCCV Fan Frame Compressor Case Vertical HPSOV High Pressure Shut-off Valve
FDAU Flight Data Acquisition Unit Hz Hertz
FIM Fault Isolation Manual
FIT Fan Inlet Temperature I
FLA Forward Looking Aft I/O Input/Output
FMCS Flight Management Computer System IAS Indicated Air Speed
FMV Fuel Metering Valve ID Inside Diameter
FN Net Thrust IDG Integrated Drive Generator
FOD Foreign Object Damage IFSD In-flight Shutdown
FQIS Fuel Quantity Indicating System IGB Inlet Gearbox
IGN Ignition
G IGV Inlet Guide Vane
g.in gram inches in. inches
G/I Ground Idle IPB Illustrated Parts Breakdown
GEAE General Electric Aircraft Engines IPC Illustrated Parts Catalog
GEM Ground-based Engine Monitoring ips Inches Per Second
GPH Gallons Per Hour
GPM Gallons Per Minute K
GRD Ground K Kelvin (Degrees)
GSE Ground Support Equipment KIAS Indicated Air Speed in Knots
KV Kilovolts
H KPH Kilos Per Hour
HMU Hydromechanical Unit
HP High Pressure
EFFECTIVITY Page 9
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
L N
L Left N1 Actual Fan Speed
L/E Leading Edge N1* Desired Fan Speed
lbs. Pounds, Weight N1K Corrected Fan Speed
LCD Liquid Crystal Display N2 Actual Core Speed
L/H Left Hand N2* Desired Core Speed
LP Low Pressure N2K Corrected Core Speed
LPC Low Pressure Compressor N/C Normally Closed
LPT Low Pressure Turbine N/O Normally Open
LPTACC LPT Active Clearance Control NVM Non Volatile Memory
LPTN Low Pressure Turbine Nozzle
LPTR Low Pressure Turbine Rotor O
LRU Line Replaceable Unit OAT Outside Air Temperature
LVDT Linear Variable Differential Transformer OD Outside Diameter
OGV Outlet Guide Vane
M OSG Overspeed Governor
ma Milliamperes (Current) OVBD Overboard
MCD Magnetic Chip Detector
MCL Maximum Climb P
MCR Maximum Cruise Pb Bypass Pressure
MCT Maximum Continuous Pc Regulated Servo Pressure
mils D.A. Mils Double Amplitude Pcr Case Regulated Pressure
mm Millimeters Pf Heated Servo Pressure
Mo Mach Number PN Part Number
MPA Maximum Power Assurance Po Pressure Ambient
MPH Mile Per Hour PPH Pounds Per Hour
mV Millivolts PRSOV Pressure Regulating Shutoff Valve
mVDC Millivolts Direct Current Ps Pump Supply Pressure
Ps12 Fan Inlet Static Air Pressure
Ps13 Fan Outlet Static Air Pressure
EFFECTIVITY Page 10
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
P T
Ps3 Compressor Discharge Pressure TAI Thermal Anti Ice
psi Pounds Per Square Inch TBV Transient Bleed Valve
psia Pounds Per Square Inch Absolute T/E Trailing Edge
psid Pounds Per Square Inch Differential T/O Takeoff
PT Pressure Total T/R Thrust Reverser
PT25 HPC Total Inlet Air Pressure T12 Fan Inlet Total Air Temperature
T25 HPC Air Inlet Temperature
Q T49.5 Exhaust Gas Temperature
QAD Quick Attach Detach TAI Thermal Anti-Ice
QEC Quick Engine Change TAT Total Air Temperature
Qty. Quantity TBC Thermal Barrier Coating
TBO Time Between Overhaul
R TCCV Turbine Clearance Control Valve
R/H Right Hand TGB Transfer Gearbox
RPM Revolutions Per Minute TLA Thrust Lever Angle
RTO Refuse Takeoff TM Torque Motor
RVDT Rotary Variable Differential Transducer TR Thrust Reverser
TR Transformer Rectifier
S TRA Thrust Resolver Angle
SAC Single Annular combustor TRF Turbine Rear Frame
SAV Starter Air Valve TSI Time Since Installation
sfc Specific Fuel Consumption
SLS Sea Level Standard
SLSD Sea Level Standard Day
SN Serial Number
SNECMA Societe dEtude et de Construction de
Moteurs dAviation
STP Standard Temperature and Pressure
SW Switch
EFFECTIVITY Page 11
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
V
V ac Volts Alternating Current
VBV Variable Bleed Valve
V dc Volts Direct Current
VIB Vibration
VSV Variable Stator Vane
W
Wf Weight of Fuel or Fuel Flow
WOW Weight on Wheels
EFFECTIVITY Page 12
B737-600, -700, -800, -900, -BBJ/ALL INTRO Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
OBJECTIVES
EFFECTIVITY Page 13
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
POWERPLANT GENERAL
Given an objective exercise, the student will select the purpose of:
.... the CFM56-7 engine drain system (1.B.c)
Given an engine configuration exercise, the student will select the purpose of:
.... selected components within the CFM56-7 engine drain system (1.B.c)
EFFECTIVITY Page 14
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
ENGINE EXHAUST
Given an objective exercise, the student will select the purpose of:
.... the primary, secondary, airflows of the CFM56-7 engine. (3.B.a)
.... the thrust reverser control valve of the CFM56-7 engine. (3.B.a)
.... the thrust reverser opening actuator of the CFM56-7 engine. (3.B.a)
.... the thrust reverser sync lock of the CFM56-7 engine. (3.B.a)
Given an objective exercise, the student will match the operation with:
.... the thrust reverser hydraulic actuators used on the CFM56-7 engine. (3.C.a)
EFFECTIVITY Page 15
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
ENGINE GENERAL
Given an objective exercise, the student will select the purpose of:
.... the engine bearings and sumps of the CFM56-7 engine (1.B.a)
.... the engine flanges of the CFM56-7 engine. (1.B.a)
.... the primary, secondary, and parasitic airflows of the CFM56-7 engine. (3.B.a)
Given an objective exercise, the student will match the operation with:
.... the primary, secondary, and parasitic airflows used on the CFM56-7 engine. (3.C.a)
Given an engine configuration exercise, the student will select the purpose of:
.... the Engine Data Plate. (1.B.a)
.... selected assemblies of the major modules of the CFM56-7 engine. (1.B.c)
.... the borescope ports of a CFM56-7 engine (1.B.a)
.... selected line replaceable units of assemblies of the major modules of the CFM56-7 engine. (3.B.d)
EFFECTIVITY Page 16
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
FUEL AND CONTROL
Given an objective exercise, the student will select the purpose of:
.... the CFM56-7 Fuel and Control System (1.B.a)
.... the subsystems of the CFM56-7 Fuel and Control System (1.B.b & 1.B.c)
Given an engine configuration exercise, the student will select the purpose of:
.... selected components of the Fuel and Control System (1.B.c)
.... selected components of the CFM56-7 Engine Indicating System (1.B.c)
Given an objective exercise, the student will match the operation with:
.... the subsystems of the CFM56-7 Fuel and Control System (2.C.b & 2.C.c)
.... selected components of the CFM56-7 Fuel and Control System (2.C.c)
.... selected components of the CFM56-7 Engine Indicating System (2.C.c)
Given an objective exercise, the student will match the functional description with:
.... selected components of the CFM56-7 Fuel and Control System (3.D.c)
.... selected components of the CFM56-7 Engine Indicating System (3.D.c)
EFFECTIVITY Page 17
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
AIR SYSTEM
Given an objective exercise, the student will state the purpose of:
.... the CFM56-7 Air system (1.B.a)
.... the subsystems of the CFM56-7 Air system (1.B.c)
Given an engine configuration exercise, the student will state the purpose of:
.... selected subsystem components within the CFM56-7 Air system (1.B.c)
Given an objective exercise, the student will match the operation with:
.... the subsystems of the CFM56-7 Air system (2.C.c)
.... selected system components of the CFM56-7 Air System (2.C.c)
Given an objective exercise, the student will match the functional description with:
.... selected system components of the CFM56-7 Air System (3.D.c)
EFFECTIVITY Page 18
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
IGNITION SYSTEM
Given an objective exercise, the student will select the purpose of:
.... the CFM56-7 ignition system (1.B.a)
Given an engine configuration exercise, the student will select the purpose of:
.... selected components of the CFM56-7 ignition system (1.B.a)
Given an objective exercise, the student will match the operation with:
.... the CFM56-7 ignition system (2.C.a)
.... selected system components of the CFM56-7 ignition system (2.C.a)
Given an objective exercise, the student will match the functional description with:
.... selected system components of the CFM56-7 ignition system (3.D.a)
EFFECTIVITY Page 19
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
START SYSTEM
Given an Objective Exercise, the student will select the purpose of:
.... the CFM56-7 Start system (1.B.a)
Given an Engine Configuration Exercise, the student will select the purpose of:
.... selected components within the CFM56-7 start system (1.B.a)
Given an Objective Exercise, the student will match the operation with:
.... the CFM56-7 Start system (2.C.a)
.... selected system components of the CFM56-7 start system (2.C.a)
Given an Objective Exercise, the student will match the functional description with:
.... selected system components of the CFM56-7 start system (3.D.a)
Given an Objective Exercise, the student will select key maintenance practices associated with:
.... start system servicing for the CFM56-7 engine (2.E.a)
EFFECTIVITY Page 20
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
OIL SYSTEM
Given an Objective Exercise, the student will select the purpose of:
.... the CFM56-7 Oil system (1.B.a)
.... servicing requirements associated with the CFM56-7 Oil System (2.B.b)
Given an Engine Configuration Exercise, the student will select the purpose of:
.... selected components within the CFM56-7 Oil system (1.B.b)
Given an Objective Exercise, the student will match the operation with:
.... selected system components of the CFM56-7 Oil System (2.C.b)
Given an Objective Exercise, the student will match the functional description with:
.... selected system components of the CFM56-7 Oil System (3.D.b)
Given an Objective Exercise, the student will select key maintenance practices associated with:
.... Oil System servicing for the CFM56-7 engine (2.E.b)
EFFECTIVITY Page 21
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
ENGINE INDICATING
Given an Objective Exercise, the student will select the purpose of:
.... the CFM56-7 engine indicating system (1.B.a)
Given a Configuration Study Exercise, the student will select the purpose of:
.... selected components within the CFM56-7 engine indicating system (1.B.c)
Given an Objective Exercise, the student will match the operation with:
.... the CFM56-7 engine indicating system (2.C.a)
.... selected system components of the CFM56-7 engine indicating system (2.C.c)
Given an Objective Exercise, the student will match the functional description with:
.... selected system components of the CFM56-7 engine indicating system (3.D.c)
EFFECTIVITY Page 22
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
MAINTENANCE DOCUMENTS
EFFECTIVITY Page 23
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
ENGINE FAULT ISOLATION
Given an Objective Exercise, the student will select the purpose of:
.... the system interfaces used in engine fault isolation (1.B.a)
.... selected menu pages for engine fault isolation (1.B.a)
Given an Objective Exercise, the student will select the operation of:
.... the system interfaces used in engine fault isolation (2.C.a)
.... selected menu pages for engine fault isolation (2.C.a)
EFFECTIVITY Page 24
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION OBJECTIVES
CFM56-7B TRAINING MANUAL
EFG
POWERPLANT GENERAL
EFFECTIVITY Page 25
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
POWERPLANT - INTRODUCTION Acronyms and Abbreviations
BSV burner staging valve
Identification (1A.a) C celsius
Two CFM56-7B engines supply thrust for the airplane. cm centimeters
The engines also supply power for these systems: ft feet
HMU hydromechanical unit
- Electric HPTACC high pressure turbine active clearance
- Hydraulic control
- Pneumatic. IDG integrated drive generator
in inches
The CFM56-7B is a high bypass ratio, dual rotor, turbo kg kilograms
fan engine. lbs pounds
m meters
Power Plant RPM revolutions per minute
The power plant has these parts: TBV transient bleed valve
VBV variable bleed valve
- Engine mounts VSV variable stator vanes
- Engine cowling
- Wire harnesses
- Engine vents and drains.
EFFECTIVITY Page 26
B737-600, -700, -800, -900, -BBJ/ALL GENERAL Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
wymt-54-00-0001 (fa)
Identification (1.A.a)
The engine cowling consists of the following:
- Inlet cowl.
- Fan cowl.
- Thrust reverser.
The fan cowls are attached to the fan cowl support beam
through three hinges and contains the following items:
- Integrated drive generator (IDG) access door (left
fan cowl).
- Chip detector/pressure relief door (left fan cowl).
- Vortex control device (right fan cowl).
- Oil tank access door (right fan cowl).
The EEC ram air inlet allows cooling air to the EEC.
EFFECTIVITY Page 28
B737-600, -700, -800, -900, -BBJ/ALL 71-11-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
VORTEX
CONTROL T12 ACCESS/
INLET FAN THRUST DEVICE PRESSURE EEC RAM
COWL COWL REVERSER RELIEF DOOR AIR INLET
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Page 30
Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
45o
ENTRY/EXIT
CORRIDOR
ENTRY/EXIT
CORRIDOR
71-00-00-002
ENGINE HAZARDS
EFFECTIVITY Page 31
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE DRAINS
Identification (1.A.c)
The engine drain system consists of lines collecting and
carrying waste fluids overboard from various points along
the engine, from accessories, and from pylon drain
cavities. All of the drain lines migrate to the 6:00 o'clock
position of the engine where they are sent directly
overboard.
Purpose (1.B.c)
The purpose of the engine drain system is to carry oil,
fuel, hydraulic fluid, water, and vapor overboard through
provisions in the nacelle structure and prevent contact
with hot engine areas.
EFFECTIVITY Page 32
B737-600, -700, -800, -900, -BBJ/ALL 71-71-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
STARTER AIR
DISCHARGE DUCT
FIG601.TIF
ENGINE DRAINS
EFFECTIVITY Page 33
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE DRAINS
Identification (1.A.c)
The starter air discharge duct drains the following:
- Service disconnect (strut).
- Main fuel/oil heat exchanger.
- Hydromechanical Unit (HMU).
- Burner Staging Valve (BSV) for the single annular
combustor (SAC) system.
- Burner Selection Valve (BSV) for the dual annular
combustor (DAC) system.
- High Pressure Turbine Active Clearance Control
valve (HPTACC).
- Variable Stator Vane (VSV) actuators.
- Variable Bleed Valve (VBV) actuators.
- Transient Bleed Valve (TBV).
EFFECTIVITY Page 34
B737-600, -700, -800, -900, -BBJ/ALL 71-71-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
SERVICE DISCONNECT
(STRUT) DRAIN
71-00-00-005
ENGINE DRAINS
EFFECTIVITY Page 35
B737-600, -700, -800, -900, -BBJ/ALL 71-71-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE DRAINS - LEFT HAND COWL DRAINS
Identification (1.A.c)
The left fan cowl holes drain the following fluids
- Fuel pump.
- Integrated drive generator (IDG).
- Hydraulic pump.
EFFECTIVITY Page 36
B737-600, -700, -800, -900, -BBJ/ALL 71-71-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
AGB
FWD
IDG PAD FUEL PUMP
HYDRAULIC
DRAIN PAD DRAIN
PAD DRAIN
71-00-00-005
LEFT FAN COWL DRAINS
EFFECTIVITY Page 37
B737-600, -700, -800, -900, -BBJ/ALL 71-71-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE DRAINS - RIGHT FAN COWL DRAINS
Identification (1.A.c)
The right fan cowl hole drains fluid from the oil tank
scupper.
EFFECTIVITY Page 38
B737-600, -700, -800, -900, -BBJ/ALL 71-71-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
OIL
SCUPPER
DRAIN
FWD
71-00-00-005
RIGHT FAN COWL DRAINS
EFFECTIVITY Page 39
B737-600, -700, -800, -900, -BBJ/ALL 71-71-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
POWERPLANT - FAN COWL
General
There are two fan cowl panels for each engine. Each fan
cowl panel attaches to the strut with three hinges.
Each fan cowl panel has two fan cowl hold open rods,
forward and aft.
Each hold open rod has a collar that locks the hold open
rod in place. A yellow lock indication shows when the
hold open rod is in the locked position.
EFFECTIVITY Page 40
B737-600, -700, -800, -900, -BBJ/ALL 71-11-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG HINGE (3)
COLLAR
UNLOCK INDICATION
RECEIVER
(ON ENGINE)
FAN COWL PANEL
LATCH KEEPER (3) HOLD OPEN ROD
(TYPICAL)
71-11-00-001
POWERPLANT - FAN COWL
EFFECTIVITY Page 41
B737-600, -700, -800, -900, -BBJ/ALL 71-11-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
POWERPLANT - ELECTRICAL HARNESSES
General
The engine electrical harnesses connect at the fan cowl
support beam.
EFFECTIVITY Page 42
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
yyloc-rba-f75-0003 yyloc-lbf-f75-0003-b
ELECTRICAL HARNESS
(TYPICAL)
RIGHT FAN COWL SUPPORT BEAM LEFT FAN COWL SUPPORT BEAM
General
There is a forward and aft engine mount. Each engine
mount attaches the engine to the strut. The forward
engine mount attaches to the fan frame. The aft engine
mount attaches to the turbine frame.
EFFECTIVITY Page 44
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
cfm international CFM56-7B TRAINING MANUAL
STRUT WING
yypb-f71-00-0013-g(m)
wymt-54-00-0001 (fa)
wymt-f71-21-0001(fa)
FAN FRAME
TURBINE
FRAME
yypb-f71-00-0010-a(m )
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Page 46
Jan 99
CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE EXHAUST
EFFECTIVITY Page 47
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
ENGINE EXHAUST SYSTEM - INTRODUCTION
Purpose
The engine exhaust system controls the direction of the P panel
engine exhaust gases. prox proximity
REF reference
The engine exhaust system has these sub-systems: RLY relay
- Turbine exhaust RTO rejected take off
- Thrust reverser (T/R). S seconds
seq sequence
Abbreviations and Acronyms SL sync lock
stby standby
A/T autothrottle SW switch
CDS common display system sync synchronizing
CDU control display unit sys system
DCV directional control valve T/R thrust reverser
DEU display electronics unit
EAU engine accessory unit
EEC electronic engine control
ELEC electrical
ENG engine
FCC flight control computer
GND ground
HIV hydraulic isolation valve
INBD inboard
ind indication
ISV isolation valve
LVDT linear variable differential transformer
EFFECTIVITY Page 48
B737-600, -700, -800, -900, -BBJ/ALL 78-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
wymt-54-00-0001 (fa)
ENGINE EXHAUST
SYSTEM
78-00-00.000
ENGINE EXHAUST SYSTEM - INTRODUCTION
EFFECTIVITY Page 49
B737-600, -700, -800, -900, -BBJ/ALL 78-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
ENGINE EXHAUST SYSTEM - GENERAL DESCRIPTION
General
The engine exhaust system controls the direction of the Each T/R has a left and right half. Each half has a
turbine exhaust gases and the fan air exhaust gases. translating sleeve which moves aft (deploy position) for
reverse thrust. The two sleeves work independently from
Turbine Exhaust System each other. Fan air exhaust goes out radially and forward
The turbine exhaust system supplies an exit for the when the translating sleeves are in the deploy position.
engine exhaust gases. This exit increases the velocity of
the exhaust gases. This increases engine thrust. Four hinges attach each T/R half to the strut. You must
The major components of the turbine exhaust system are deactivate the thrust reverser before you open a T/R half.
the exhaust nozzle and the exhaust plug. Latches are at the bottom of the two halves. The latches
. keep the two halves together.
Thrust Reverser System
The thrust reverser (T/R) system changes the direction of
the fan air exhaust to help create reverse thrust. The
flight crew uses reverse thrust to slow the airplane after
landing or during a rejected takeoff (RTO). The turbine
exhaust airflow direction does not change during reverse
thrust. The T/R system has a electro-hydraulic control
system and an indicating system.
The T/R system has two thrust reversers. T/R 1 is the
thrust reverser for engine 1 (left). T/R 2 is the thrust
reverser for engine 2 (right).
EFFECTIVITY Page 50
B737-600, -700, -800, -900, -BBJ/ALL 78-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
T/R 2
T/R 1
wymt-25-62-0005 (m)
LEFT TRANSLATING
SLEEVE LEFT TRANSLATING
STRUT (REF) FAN AIR SLEEVE
FAN COWL EXHAUST
(REF)
INLET INLET
EXHA
AIR EXHAUST AIR AIR
AIR
EXHAUST EXHAU
EXHAUST PLUG EXHAUST PLUG
NOZZLE NOZZLE
T/R STOW POSITION T/R DEPLOY POSITION
78-00-00.002
ENGINE EXHAUST SYSTEM - GENERAL DESCRIPTION
EFFECTIVITY Page 51
B737-600, -700, -800, -900, -BBJ/ALL 78-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
TURBINE EXHAUST SYSTEM - GENERAL DESCRIPTION
General
The turbine exhaust system uses a nozzle and a plug to
control the direction of the turbine exhaust gases.
Components
These are the turbine exhaust system components:
- Plug
- Nozzle.
Physical Description
The exhaust nozzle controls the outer edge of the turbine
exhaust flow. The nozzle attaches to the engine turbine
frame.
EFFECTIVITY Page 52
B737-600, -700, -800, -900, -BBJ/ALL 78-11-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
FAN AIR
EXHAUST EXHAUS
NOZZLE
TURB
EXHA
TURB
EXHA
EXHAUST
wymt-f72-00-0004 (m) PLUG
FAN AIR
EXHAUST
wymt-f78-00-0001 (m)
ENGINE AIRFLOW
ENGINE AIRFLOW
78-11-00.001
TURBINE EXHAUST SYSTEM - GENERAL DESCRIPTION
EFFECTIVITY Page 53
B737-600, -700, -800, -900, -BBJ/ALL 78-11-00
ENGINE EXHAUST
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER - COMPONENT LOCATION
General
Each thrust reverser has two halves. These are some of
the thrust reverser components on each half:
- Translating sleeve
- Krueger flap deflector (inboard halves only)
- Blocker doors
- Blocker door drag links
- Opening actuator
- Tension latches
- Fire seals
- Access doors
EFFECTIVITY Page 54
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
KRUEGER FLAP
DEFLECTOR
BLOCKER DOOR
OPENING
ACTUATOR
ACCESS DOOR (6)
BLOCKER DOOR
DRAG LINK
Purpose
The T/R control valve modules control hydraulic power WARNING:
to the T/R hydraulic actuators. Each module also has a Before you remove the lock pin from the T/R control
handle that lets you deactivate the T/R for maintenance. valve module for the thrust reverser, make sure the
thrust reverser sleeves are in the correct position. if the
Location thrust reverser sleeves are in the stowed position, the
The T/R control valve modules are in the main gear reverse thrust lever must be fully forward. if the thrust
wheel on the keel beam. The T/R 1 control valve module reverser sleeves are in the deployed position, the
is on the left side. The T/R 2 control valve module is on reverse thrust lever must not be in the stowed position. if
the right side. the position of the reverse thrust lever does not agree
with the position of the thrust reverser sleeves, the thrust
You use the manual isolation valve handle to prevent reverser sleeves could move when the hydraulic system
accidental operation of T/Rs when persons or equipment is activated. this could cause injury to persons and
are near the T/R. You put in a lock pin to keep the damage to equipment.
handle in the shutoff position.
The T/R deactivation for maintenance is different than
the T/R deactivation for airplane dispatch. Be sure to
follow the airplane maintenance manual (AMM)
procedures.
EFFECTIVITY Page 56
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
wyloc-lbf-00-0003
KEEL BEAM
(REF)
T/R 1 CONTR
MODULE
MANUAL ISO
VALVE HAND
FWD
OUTBD
78-34-00.009
THRUST REVERSER CONTROL SYSTEM - CONTROL VALVE
EFFECTIVITY Page 57
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER - TENSION LATCHES
Purpose
The tension latches hold the T/R halves together.
General
There are six tension latches for each T/R. Numbers identify
each latch. Latch number one is the latch most forward.
Latch number six is the latch most aft. All latches are
interchangeable.
Location
All tension latches are at the bottom of the T/R halves.
The latch handles and mechanisms are on the left T/R
half. The latch keeper pins are on the right T/R half.
EFFECTIVITY Page 58
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
LATCH KEE
wymt-f78-31-0001 (m) PIN (RIGHT
LAT
HOO
wymt-54-00-0001 (fa)
FWD
wymt-f78-31-0002
78-31-00.010
THRUST REVERSER - TENSION LATCHES
EFFECTIVITY Page 59
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER OPENING ACTUATOR Operation
Purpose There are two procedures to open the T/Rs. The pump
Use the T/R opening actuator to open the T/R cowl (half). procedure is the best. You use the manual procedure
Each engine has two T/R opening actuators. Each only if no pump is available. You usually use a hand
actuator opens its cowl to approximately 45 from the pump to operate the T/R opening actuator. As the rod
closed position. extends, the T/R cowl opens and the lock collar moves
Location into the lock position. You can see and hear the lock
Each T/R opening actuator is on the forward face of its T/ collar move to the lock position. The red band confirms
R cowl. The upper end of the T/R opening actuator the lock collar position. With the manual procedure, you
attaches to the T/R cowl. The lower end attaches to the lift and move the cowl up until the actuator lock goes into
engine fan frame extension ring. You open the fan cowls the lock position. The leading edge flaps can extend and
to get access to the T/R opening actuators. damage the T/R cowls (halves) when they are in the
Physical Description open (maintenance) position. An actuator lock is usually
The T/R opening actuator has these components: put around the T/R opening actuators rod after the T/R
- Hydraulic piston housing cowl is open. The actuator lock is a safety device and
- Rod backs up the lock collar if it fails. Two quick release pins
- Lock collar mechanism hold the actuator lock around the T/R opening actuator
- Inlet fitting rod.
- Internal snubber assembly.
The rod extends approximately 12 inches (30.5 cm). The You use a hold open fitting (special tool) to keep the T/R
inlet fitting permits you to connect a hand pump halves open during an engine change. This fitting holds
necessary to operate the actuator. the T/R halves at approximately 45 degrees open. The
Functional Description outboard T/R halves can open more than 45 degrees. A
Fluid from the hand pump causes the T/R opening hold open rod can keep these T/R halves open at 55
actuator rod to extend and open the T/R cowl. As the degrees. Refer to the AMM for procedures.
actuator approaches the full extend position, the lock make sure you do the deactivation procedure for the
collar goes into the lock position. A red band on the rod thrust reverser. if the thrust reverser is not locked, it can
shows when the collar in the lock position. accidentally operate and cause injury to persons and
Fluid goes from the opening actuator back to the damage to equipment. If the adjacent fan cowl panel is
handpump when you close the T/R cowl. not fully open, you can damage it when you open the
reverser half.
EFFECTIVITY Page 60
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG yyloc-lbf-f75-0003-b wym t-f78-31-0022
LEFT T/R
COWL (H
T/R OPENING
ACTUATOR R
LOCK C
whmt-71-11-0004 (m)
INLE
QUICK FITT
RELEASE
PIN (2)
wym t-f78-31-0011 (m)
ACTUATOR LOCK
CONTROL
VALVE
whmt-71-11-0008
OPEN T/R COWL
1
78-31-00.007
THRUST REVERSER OPENING ACTUATOR
EFFECTIVITY Page 61
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER CONTROL SYSTEM - SYNC LOCK
Purpose
The sync lock has two purposes: actuators can operate.
- Locks the sync shafts to prevent operation of the The sync lock solenoid de-energizes 18 seconds after a
hydraulic actuators when there is no T/R deploy stow command. This ensures that the translating sleeve
signal. has sufficient time go to the stow position.
- A manual drive for the hydraulic actuators.
Refer to the T/R control system functional description
Location pages of this section for more information about the
A sync lock attaches to the head end of the lower electrical operation of the sync locks.
hydraulic actuator on each T/R half.
The manual drive portion of the sync lock engages
Physical Description internal mechanisms to turn the sync shafts.
The sync lock is a mechanical lock which requires The sync lock unlocks when its solenoid energizes.
electrical power to operate during normal T/R operation. However, you manually unlock the sync lock when you
The sync lock has one electrical connector. The manual push a square drive tool into the manual drive connector.
drive is on the bottom. You use the manual drive to The square drive tool pushes in a small pin which is
disengage the lock mechanism. Electrical power is not inside the drive connector. The sync lock unlocks when
always necessary when you use the manual drive. this pin is in.
Functional Description You must energize the sync lock if you use a wrench on
Without electrical power, the sync lock is in the lock the manual drive. A wrench does not push the pin at the
position, and the sync shafts can not turn. The T/R drive connector.
hydraulic actuators can not operate.
Always follow the procedures in the airplane
During a T/R deploy operation, the internal solenoid maintenance manual (AMM) when you use the sync lock
energizes and the sync lock clutch disengages (unlocks). as a manual drive unit.
The sync shafts are free to turn and the hydraulic
EFFECTIVITY Page 62
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
wymt-f78-31-0027 (m)
SYNC S
LOWER (INSIDE
HYDRAULIC
ACTUATOR
SYNC LOCK
ELECTRICAL
CONNECTOR
SYNC LOCK
FWD
LEFT T/R HALF
MANUAL DRIVE
wymt-f78-34-
FWD
SYNC LOCK INSTALLATION
78-34-00.007
THRUST REVERSER CONTROL SYSTEM - SYNC LOCK
EFFECTIVITY Page 63
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER - HYDRAULIC ACTUATORS -
FUNCTIONAL DESCRIPTION
General Location
There are two types of T/R hydraulic actuators: The locking actuators are near the top of each T/R half.
- Locking The two non-locking actuators are below the locking
- Non-locking. actuators. All actuators attach to the torque box at the
forward end and to the translating sleeve at the aft end.
Each T/R half has one locking actuator and two non- You open the fan cowl and move the translating sleeve
locking actuators. The locking actuators have a feedback aft to get access to the hydraulic actuators.
mechanism and a manual unlock lever.
EFFECTIVITY Page 64
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER - HYDRAULIC ACTUATORS -
FUNCTIONAL DESCRIPTION
The locking actuators also have these components: The T/R control valve sends hydraulic fluid to the retract
- Manual unlock lever pressure ports of each actuator during a stow operation.
- Position feedback mechanism With hydraulic pressure at these ports, the actuators retract
- Internal lock mechanism. and move the translating sleeve forward. The hydraulic fluid
at the extend port returns through the hydraulic control valve
Hydraulic pressure at the extend port unlocks the locking module to the hydraulic reservoir.
actuator during normal T/R operation. You can use the
manual unlock lever to unlock the actuator for a manual
translation of a sleeve.
EFFECTIVITY Page 65
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER - HYDRAULIC ACTUATORS
- FUNCTIONAL DESCRIPTION
Gimbal Assembly
A gimbal assembly attaches the head end of each
hydraulic actuator to the aft side of the torque box.
You must move the translating sleeves aft to get
access to the gimbal assembly.
EFFECTIVITY Page 66
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG wymt-f78-34-0002-a
wym t-f78-31-0027 (m)
LVDT
CONNECTOR
POSITION
FEEDBACK
MECHANISM
T/R SLEEVE
FWD LOCK SENSOR
(REF)
LEFT T/R HALF FWD
wymt-f78-31-0034 (fa) LOCKING ACTUATOR INSTALLATION
yymm-f78-31-0001-fa(m)
wymt-f78-31-0033
TORQUE
CASCADE BOX (REF)
(REF)
ACTUATOR
GIMBAL
ASSEMBLY
FWD FWD
RIGHT TRANSLATING SLEEVE ACTUATOR ATTACHMENT (TYP)
Purpose
The thrust reverser sleeve lock proximity sensor supplies The sensor is a proximity type sensor. The actuators
a hydraulic actuator lock/unlock signal to the engine manual unlock lever is the target for the sensor. The
accessory unit (EAU). sensors output changes when target is close (near).
The EAU uses this signal for these functions:
- Normal T/R stow control Functional Description
- Auto-restow control The EAU supplies excitation to the sensor. The EAU
- Fault logic and fault indication sees a large change in the sensors output when the
- Fault isolation. target is close (near).
Refer to the functional description in this section for more The manual unlock lever (target) moves close to the
information about how the EAU uses this input. sensor when the hydraulic actuator unlocks during a T/R
Refer to chapter 78-36 for more information about T/R deploy operation. The lever stays in this position until the
fault indication. sleeve comes back to the stow position and the hydraulic
actuator locks.
Location
The sensor is on the head end of the T/R locking
actuator. You open the fan cowl to get access to the
sensor. Each T/ R locking hydraulic actuator has a
sleeve lock proximity sensor. Therefore, there is one
sensor for each T/R translating sleeve.
General
Each sensor has two output levels. One level for the lock
position, the other level for the unlock position.
EFFECTIVITY Page 68
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
LOCKING HYDRAULI
ACTUATOR
78-34-00.006
THRUST REVERSER SLEEVE LOCK PROXIMITY SENSOR
EFFECTIVITY Page 69
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER - DEACTIVATION FOR FLIGHT
DISPATCH
General
Each T/R translating sleeve has two deactivation points.
You install two pins at these points to deactivate the T/R
for airplane dispatch.
Each translating sleeve has two holes at the
deactivation points. Rubber plugs are usually in these
holes. You remove these plugs before you install the
pins. The pins are usually in the fly away kit.
The pins mechanically connect the translating sleeve
structure to the stable cascade support ring. This
prevents the movement of the T/R sleeve.
Be sure to follow the thrust reverser deactivation for
flight dispatch procedure found in the airplane
maintenance manual (AMM).
EFFECTIVITY Page 70
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
UPPER T/R
DEACTIVATION
POINT
FWD
wym t-f78-31-0009 (m)
LOWER T/R
DEACTIVATION
POINT
T/R DEACTIVATION PIN
LEFT T/R HALF TRANSLATING
SLEEVE
OUTER SKIN DEACTIVATION TRANSLATING
PIN SLEEVE OUTER
SKIN
wym t-f78-31-0004
CASCADE
SEGMENT
wymt-f78-31-0003
CASCADE SEGMENT
SUPPORT RING
T/R DEACTIVATION PIN INSTALLATION (TYP)
78-31-00.200
THRUST REVERSER - DEACTIVATION FOR FLIGHT DISPATCH
EFFECTIVITY Page 71
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
EFFECTIVITY Page 72
B737-600, -700, -800, -900, -BBJ/ALL 71-71-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
CFM56-7B TRAINING MANUAL
EFG
ENGINE GENERAL
EFFECTIVITY Page 73
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
RATINGS AND APPLICATIONS
Identification (1.A.a)
The following chart shows the ratings and applications of
the CFM56-7 engine for the Boeing 737-600/700/800/
900/ COMBI/ BBJ and C40A airplanes.
EFFECTIVITY Page 74
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
B737_600.TIF
B737_700.TIF
B737_800.TIF ENGINE RATINGS AND APPLICATIONS
EFFECTIVITY Page 75
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE DATA PLATE
Identification (1.A.a)
The stainless steel engine data plate is painted with black
enamel and located on the right hand fan case aft of the oil
tank. The plate consists of the following data:
- Regulatory agency data.
- Engine manufacture data.
- Engine performance data.
Purpose (1.B.a)
The engine data plate serves as a single source to record
engine type, model, type certification, production codes,
serial number, thrust ratings, and manufacturer.
EFFECTIVITY Page 76
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00
71-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
71-00-00-001.TIF
ENGINE DATA PLATE
EFFECTIVITY Page 77
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00
71-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE INTRODUCTION
Identification (1.A.a)
The CFM56-7B engine is a high bypass, dual rotor, axial
flow turbofan engine.
Purpose (1.B.a)
The engines supply thrust to the aircraft, and supply
power to the following aircraft systems:
- Electrical
- Hydraulic
- Pneumatic
EFFECTIVITY Page 78
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
_7325M1.TIF
ENGINE INTRODUCTION
EFFECTIVITY Page 79
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE BEARINGS AND SUMPS
Identification (1.A.a)
There are two sumps for the engine, they are the:
- forward sump
- aft sump
Purpose (1.B.a)
The bearings provide support for the N1 and N2 shafts.
Ball bearings absorb axial and radial loads from the
shafts. Roller bearings absorb only radial loads.
EFFECTIVITY Page 80
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
FAN FRAME
AFT TURBINE
SUMP FRAME
N2 SHAFT
FORWARD
SUMP N1 SHAFT
EFFECTIVITY Page 82
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG 42.1 IN.
66.1 IN.
35.8 IN.
FAN AND BOOSTER HIGH PRESSURE COMBUSTOR HIGH PRESSURE LOW PRESSURE
COMPRESSOR TURBINE TURBINE
46.3 IN.
FAN
SECONDARY AIR FLOW DUCT
N1 SHAFT
SPLITTER FAIRING
RADIAL N2 SHAFT
DRIVE FUEL
SHAFT NOZZLES
(20)
INLET GEARBOX
TRANSFER
ACCESSORY GEARBOX
GEARBOX HORIZONTAL DRIVE SHAFT
637618M1.TIF
ENGINE - GENERAL DESCRIPTION
EFFECTIVITY Page 83
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE GENERAL DESCRIPTION
Accessory Drive
The accessory drive has these components:
- Inlet gear box (IGB)
- Radial drive shaft (RDS)
- Transfer gear box (TGB)
- Horizontal drive shaft (HDS)
- Accessory gear box (AGB).
EFFECTIVITY Page 84
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
FAN AND BOOSTER HIGH PRESSURE COMBUSTOR HIGH PRESSURE LOW PRESSURE
COMPRESSOR TURBINE TURBINE
FAN
SECONDARY AIR FLOW DUCT
N1 SHAFT
SPLITTER FAIRING
N2 SHAFT
RADIAL
DRIVE FUEL
SHAFT NOZZLES
(20)
INLET GEARBOX
TRANSFER
ACCESSORY GEARBOX
GEARBOX HORIZONTAL DRIVE SHAFT
637618M1.TIF
ENGINE - GENERAL DESCRIPTION
EFFECTIVITY Page 85
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
ACCESSORY GEARBOX (AGB) MODULE
Purpose (1.B.a)
Identification (1.A.a) The AGB sends torque from the N2 rotor, through the IGB
The accessory gearbox (AGB) module is on the left hand and the TGB gears, to turn the engine and aircraft
side of the engine, on the fan inlet case accessories.
EFFECTIVITY Page 86
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
ACCESSORY GEARBOX
ACCESSORY GEARBOX MAIN OIL/FUEL
HEAT EXCHANGER
(SERVO FUEL
EEC ALTERNATOR HEATER
HAND CRANKING PAD NOT SHOWN)
N2 SPEED SENSOR HMU
ENGINE AIR
STARTER
FUEL
PUMP
FUEL PUMP
INTEGRATED DRIVE
FWD FWD
GENERATOR (IDG) LUBE UNIT
SCAVENGE
HYDRAULIC PUMP OIL FILTER
72-00-00-060.TIF
ACCESSORY GEARBOX (AGB) MODULE
EFFECTIVITY Page 87
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE - FAN BLADES AND SPINNERS Balance Weight Screws
You balance an engine with the 36 balance weight
Front and Rear Spinners screws. You install the balance weight screws on the rear
The front and rear spinners are aerodynamic fairings spinner.
which direct engine inlet airflow.
Offset Holes
Fan Blades A dimple or a machined mark, shows the number 1 fan
There are 24 wide-chord, titanium fan blades. A spacer blade position on the spinner cones, fan disk and the fan
under each fan blade holds it in the correct radial retaining flange.
position. You remove the spacer to make it easier to
remove the fan blade. The platforms between the blades The offset holes let you install the spinners and the
make the airflow smooth. The retainer ring holds the locking retainer in only one correct angular position.
spacers and have a fan blade retention purpose. The Spherical indents show the offset holes. There are offset
retainer flange holds the platforms and centers the rear bolt holes or threads on these components:
spinner. - Front spinner
- Rear spinner
You read this information engraved under the root of the - Retainer flange
fan blade: - Fan disk.
- Part number
- Serial number You must remove the front spinner to remove the rear
- Momentum weight. spinner. You remove the rear spinner, the retainer flange
and the retainer ring to get access to the fan blades. You
When you remove or replace fan blades, record the must remove the adjacent platforms and the spacer to
position and the serial number of the blades. That lets remove a fan blade.
you do these tasks:
- Install the blades you removed in the same position
to keep the engine in balance
- Calculate the spare blades position and the
momentum weight correction when you replace
blades.
EFFECTIVITY Page 88
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
FAN BOOSTER
FAN BLADE
SPACER
FAN BLADE
PLATFORM
FAN RETAINING
FLANGE
SPINNER
REAR CONE
FAN DISK
RETAINING RING
SPINNER
FRONT CONE
_7030M2.TIF
ENGINE - FAN BLADES AND SPINNERS
EFFECTIVITY Page 89
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
ENGINE AERODYNAMIC STATIONS
General
There are probes or sensors at these 7 aerodynamic
stations on the CFM56-7B.
- Station 0 (ambient air)
- Station 12 (fan inlet)
- Station 25 (high pressure compressor inlet temp.)
- Station 30 (high pressure compressor discharge)
- Station 49.5 (stage 2 low pressure turbine nozzle).
EFFECTIVITY Page 90
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
STA STA STA STA STA STA STA
0 12 13 25 30 49.5 50
1 1 1
EFFECTIVITY Page 92
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
CFM56-7B TRAINING MANUAL
EFG
EFFECTIVITY Page 93
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
ENGINE FUEL AND CONTROL SYSTEM HPSOV high pressure shutoff valve
HMU hydromechanical unit
Identification (1.A.a) HPTACC high pressure turbine active clearance
The fuel and control system consists of three control
subsystems: IDG integrated drive generator
- Distribution. J junction
- Control. LPT low pressure turbine
- Indication. LPTACC low pressure turbine active clearance
control
Purpose (1.B.a) LRU line replaceable unit
The engine fuel and control system supplies fuel for all LVDT linear variable differential transducer
engine thrust and control operations M manifold
N1 low pressure compressor rotor speed
Abbreviations And Acronyms N2 high pressure compressor rotor speed
ADIRU air data inertial reference unit P pressure
AGB accessory gearbox PDL portable data loader
ASM autothrottle servo-motor PT total pressure
A/T autothrottle RVDT rotary variable differential transducer
BITE built in test equipment SAC single annular combustor
BSV burner staging valve (SAC) T temperature
BSV burner selection valve (DAC) TAT total air temperature
CDS common display system TBV transient bleed valve
CDU control display unit TGB transfer gearbox
CCDL cross channel data link T/L thrust lever
DEU display electronics unit TLA thrust lever angle
FIM fault isolation manual TLR thrust lever angle resolver
FF fuel flow T/R thrust reverser
EEC electronic engine control TRA thrust resolver angle
EHSV electrohydraulic servo valve VBV variable bleed valve
fwd forward VSV variable stator vane
EFFECTIVITY Page 94
B737-600, -700, -800, -900, -BBJ/ALL 73-00-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
B737-
FUEL AND CONTROL
700.TIF
EFFECTIVITY Page 95
B737-600, -700, -800, -900, -BBJ/ALL 73-00-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG Electronic Engine Control (EEC)
ENGINE FUEL AND CONTROL - GENERAL The EEC is the primary control component for the engine
DESCRIPTION fuel and control system. Two channels in the EEC use
input data and calculate the engine fuel and control
General outputs to operate the engine.
The engine fuel and control system determines the quantity of
fuel needed to make the commanded thrust. The engine fuel Engine Fuel And Control System To Engine
and control system then meters the fuel and injects it into the
Connection
combustor. The engine fuel and control system also sends
the needed fuel to the engine air system so the engine
The electronic engine control (EEC) connects to these
operation is both efficient and stable. See the engine air engine systems and components:
system chapter for more information. (AMM PART I 75) - Identification plug
- Hydromechanical unit (HMU)
Airplane Fuel System - Engine air control system
The airplane fuel system supplies pressurized fuel from the - Engine sensors
center or main tank. The fuel goes form the tank through a - Fuel control
boost pump and a spar valve before the fuel goes to the - EEC alternator
engine See the fuel system chapter for more info on the - Ignition system.
airplane fuel system. (AMM PART I 28)
Identification Plug
Engine Strut The EEC uses the identification plug for thrust rating and
The engine strut has grounds that give the airplane model to
other engine information.
the EEC. The EEC uses this information to determine the
maximum certified thrust for the airplane. This is different
from the rated thrust. The maximum certified thrust is the Hydromechanical Unit (HMU)
thrust the engines will produce if the thrust levers are put The HMU supplies metered fuel for combustion and
against the forward stops. servo fuel pressure for engine systems operation. The
HMU uses electrical input commands from the EEC for
Thrust Reverser fuel supply operation. The HMU also receives commands
The EEC monitors thrust reverser sleeve position. It also from the airplane start lever and fire handle switch to
controls the thrust reverser interlocks for engine reverse control some fuel flow operations.
thrust operation.
EFFECTIVITY Page 96
B737-600, -700, -800, -900, -BBJ/ALL 73-00-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
ENGINE FUEL AND CONTROL - GENERAL - Autothrottle computer
DESCRIPTION - Thrust lever angle
- Thrust reverser sleeve position.
Engine Air Control
The EEC controls engine air flow for thrust and turbine ARINC 429 Components
clearance control systems. The engine fuel and control system connects through the
ARINC 429 bus to these components:
Engine Sensors - Common display system and display electronics
The EEC uses input data from the various engine units (CDS/DEUs)
sensors to calculate the engine fuel and control outputs - Autothrottle computer.
for engine operation.
Isle Control Stand
Fuel Control The EEC uses the thrust lever resolvers (TLRs) on the isle
The EEC sends commands to the HMU to control the stand to get thrust resolver angle (TRA). This data is used to
fuel metering valve. This supplies the correct amount of find the commanded engine thrust. The EEC also sends TRA
fuel for combustion in the engine. to the autothrottle computer.
The start levers and fire handle send signals directly to the
Electronic Engine Control Alternator HPSOV in the HMU. This allows the flight crew to shut down
The EEC alternator is the usual electrical power supply the engine in normal or emergency situations. The EEC does
not control the closing of the HPSOV. See the engine
for the EEC.
controls chapter for more information on the engine controls
Ignition system in the isle stand.
The EEC controls the ac power supplies, from the (AMM PART I 76)
airplane, to operate the left and right ignition systems on
the engine. CDS/DEUs
The EEC connects with these airplane systems and
Fuel And Control System To Airplane Connection components through the two DEUs of the CDS:
The engine fuel and control system connects to these - Engine and fuel indication
airplane systems and components: - Start lever on or start command
- Common display system/display electronic units - Air data inertial reference unit (ADIRU) 1 and 2
(CDS/DEUs) - Flight management computer (FMC) and control
- Start lever stop command display units (CDUs)
- Engine fire switches - Flight data acquisition unit (FDAU)
- AC transfer bus 1 or 2
EFFECTIVITY Page 97
B737-600, -700, -800, -900, -BBJ/ALL 73-00-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
ENGINE FUEL AND CONTROL - GENERAL
DESCRIPTION
Engine Fire Switches
The EEC sends input data from many of the engine When pulled up, engine fire switches send a close
sensors to the DEUs. The DEUs send this data to the command to the HPSOV. This stops metered fuel flow for
display units (DUs) of the CDS. This becomes engine combustion.
display data. In IDLE, the start levers send an on or
start command to the EEC. The EEC operates the AC Transfer Bus 1 or 2
engine ignition system; and causes the HPSOV to The EEC uses the airplane transfer buses for power
open. when it does not receive power from the EEC alternator.
The ADIRU sends total pressure and temperature data Autothrottle (A/T)
to the EEC. The EEC uses the input data to calculate The autothrottle computer receives thrust lever angle
engine thrust. (TLA) and other engine data from the EEC. The
autothrottle computer uses this data to control thrust lever
The FMC supplies a connection between the CDU and position.
the DEUs and the EEC. The FMC also supplies some
data for use by the EEC. The CDU shows EEC Thrust Resolvers
maintenance data, and sends commands to the EEC to The EEC uses thrust resolver angle data to control
do system BITE tests. The FDAU collects engine engine thrust.
parameter data. It sends this data to the flight data
recorder (FDR). These are digital signals. Thrust Reverser System
The EEC gets thrust reverser translating sleeve position from
Start Lever Stop Command a linear variable differential transformer (LVDT). This data is
used to limit engine thrust while the thrust reverser translating
In CUTOFF, the start levers send a close command to
sleeves are moving. The EEC also commands the engine to
the high pressure shutoff valve (HPSOV). idle if it senses a thrust reverser sleeve has deployed part way
in flight. The EEC sends thrust reverser position indication on
the display units (DUs).
EFFECTIVITY Page 98
B737-600, -700, -800, -900, -BBJ/ALL 73-00-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
cfm international CFM56-7B TRAINING MANUAL
ENGINE AIR
FUEL CONTROL HMU CONTROL
IDENTIFICATION
PLUG
ENGINE FIRE
SWITCHES
ENGINE AND FUEL
INDICATING
ELECTRONIC START
TRA RESOLVERS ENGINE LEVERS
CONTROL
(EEC)
ENGINE SENSORS
THRUST
REVERSER
IGNITION
OIL
INDICATING
AUTO-
FDAU FMC ADIRU THROTTLE
COMPUTER
73-00-00.002
ENGINE FUEL AND CONTROL - GENERAL DESCRIPTION
EFFECTIVITY Page 99
B737-600, -700, -800, -900, -BBJ/ALL 73-00-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
ENGINE FUEL AND CONTROL - GENERAL through the DEUs. The start levers also send ignition
DESCRIPTION power to the EEC. The EEC operates the engine ignition
system and causes the HPSOV in the HMU to open.
ENG VALVE CLOSED Light
The ENG VALVE CLOSED light gives the position of the The EEC operates the engine ignition system and
HPSOV. The ENG VALVE CLOSED light comes on causes the HPSOV in the HMU to open. See the ignition
bright when the HPSOV is in transit or is not in the chapter for more information. (AMM PART I 74)
commanded position. This light is on dim when the
HPSOV is closed and is commanded closed. The ENG The ADIRU sends total and static air pressure and total
VALVE CLOSED light is off when the HPSOV is open air temperature data to the EEC. The EEC uses this
and commanded open. data to control engine thrust.
Display Electronics Units (DEUs) The FMC supplies a connection between the CDU and
The EEC gets and receives data from these airplane the DEUs. The FMC also supplies target thrust to the
systems and components through the two DEUs: EEC. The CDU shows EEC maintenance data, and
- Engine and fuel indication sends commands to the EEC to do system BITE tests.
- Start lever IDLE or CUTOFF command
- Air data inertial reference unit (ADIRU) 1 and 2 The FDAU collects engine parameter data. It sends this
- Flight management computer (FMC) and data to the flight data recorder (FDR).
control
display units (CDUs) Engine Control Light and EEC Switches
- Flight data acquisition unit (FDAU) The EEC sends a signal to the engine control light on the
overhead aft p5 panel through the DEUs for some faults
The EEC sends input data from many of the engine detected by the EEC. If this light is on the airplane
sensors to the DEUs. The DEUs sends some of this cannot dispatch. The EEC sends a signal directly to the
data to the display units (Dus). This becomes engine EEC ALTN light on the overhead aft p5 panel if the EEC
parameters that show on the primary and secondary is in soft or hard alternate modes. When the EEC switch
engine displays. is selected to the off position, the EEC goes to the hard
alternate mode. If the ENGINE CONTROL or ALTN light
In IDLE, the starts levers send a start signal to the EEC is on, the MASTER CAUTION lights also come on.
Purpose (1.B.c)
The engine fuel distribution system supplies fuel to the
engine for combustion and servo system operation. The
airplane fuel system supplies fuel to the engine fuel
distribution system.
wymt-54-00-0001 (fa)
Identification (1.A.c)
The distribution system consists of the following From the fuel/oil heat exchanger the fuel goes back to
components: the fuel pump assembly. Fuel goes through the high
- Fuel pump. pressure stage element. This high pressure fuel goes to
- Integrated Drive Generator fuel/oil heat exchanger. the hydromechanical unit (HMU). The HMU supplies
- Fuel/oil heat exchanger (see Oil System). metered fuel for combustion. The HMU also supplies
- Servo fuel heater. high pressure fuel through the servo fuel heater to
- Hydromechanical unit (see Control). operate different engine servo systems.
- Fuel flow transmitter (see Indicating)
- Fuel nozzle filter. Metered fuel goes through the fuel flow transmitter. The
- Burner staging valve. fuel flow transmitter measures the amount of fuel the
- Fuel Manifold. engine uses for thrust.
- Fuel Nozzles.
From the fuel flow transmitter, metered fuel goes through
General Description a fuel nozzle filter. The filter is to protect the fuel nozzles
The engine fuel pump assembly receives fuel from the from contamination.
airplane fuel system.
Fuel goes from the filter to the unstaged fuel nozzles and
The fuel pump assembly cleans and increases the to the burner staging valve (BSV). When the BSV
pressure of the fuel that goes to the hydromechanical opens, fuel goes to the staged fuel nozzles.
unit (HMU). The fuel pump assembly supplies fuel to the
servo and metering sections of the HMU. The fuel pump The unstaged and staged fuel nozzles supply atomized
always supplies more fuel to the HMU than the HMU can fuel to the engine combustion chamber.
use. The fuel that the HMU does not use, bypass fuel,
goes back to the outlet of the integrated drive generator
(IDG) oil cooler. The IDG oil cooler and the fuel/oil heat
exchanger heat the fuel before it goes to the HMU.
Identification (1.A.c.) The IDG cooler attaches to the fan frame at the 7:00
These are the fuel distribution system components: position.
- Fuel nozzle filter
- Fuel pump assembly The BSV is in the core section of the engine. It is at the
- Fuel filter 6:00 position on the high pressure compressor case.
- Servo fuel heater
- IDG oil cooler The fuel manifold goes from the inline fuel filter, down the
- Burner staging valve (BSV) left side of the fan case to the 6:00 fan support strut. The
- Fuel manifolds manifold then goes along the high pressure compressor
- Fuel nozzles case at the 6:00 position. The manifold attaches around
- Fuel/oil heat exchanger (see Oil System). the combustion chamber case.
- Hydromechanical unit (see Control).
- Fuel flow transmitter (see Indicating) There are 20 fuel nozzles in the combustion case
assembly.
Component Locations
The fuel nozzle filter is near the top of the engine fan
case at the 10:00 position.
wymt-f74-00-0001(fa)(m)
FUEL MANIFOLD
INLINE
FUEL FUEL FILTER
NOZZLE FILTER (REFERENCE)
FWD
wymt-f73-11-0009
FUEL NOZZLE
(TYPICAL)
wymt-f73-11-0006
wymt-f73-11-0007
wymt-f73-11-0004
FUEL FILTER
BSV
FUEL PUMP ASSEMBLY
SERVO FUEL HEATER IDG OIL COOLER
AIRPLANE FUEL
SUPPLY LINE
FILTER ATTACH FLANGE
FUEL/OIL
BY PASS
HEAT EXCHANGER
ATTACH FLANGE
P5-2 PANEL
QAD FLANGE
DRIVE SHAFT
FUEL FILTER
ELEMENT
FWD
FUEL
FILTER
FUEL FILTER
DRAIN PLUG
FWD
Identification (1.A.c)
The integrated drive generator (IDG) fuel/oil heat
exchanger is of a tubular type construction and consists
of the housing, removable core and core access cover.
Purpose (1.B.c)
The main purpose of the IDG fuel/oil heat exchanger is to
cool the IDG oil.
Operation (2.C.c)
The IDG fuel/oil heat exchanger uses the process of
convection to transfer heat from the hot oil to the fuel.
OIL OUT
OIL IN
STANDBY
1 PWR OFF 2
a
DRIVE DRIVE
a STANDBY POWER a
DISCONNECT DISCONNECT
r r
TO AC
TRAN
BUS
OIL OUT LCT GCB
wymt-24-00-0013
IDG
OIL IN
FUEL/OILCOOLER
FUEL/OIL
AIR/OIL COOLER HEAT EXCHANGER
Identification (1.A.c)
The integrated drive generator (IDG) air/oil cooler is of a
tubular type construction.
Purpose (1.B.c)
The main purpose of the IDG air/oil cooler is to cool the
IDG oil.
Operation (2.C.c)
The IDG air/oil cooler uses the process of convection to
transfer heat from the hot oil to the airflow that passes
through the air/oil cooler.
AIR/OIL COOLER
wymt-g70-00-0002
FWD
wym t-24-11-0001
Purpose (1.B.b)
The servo fuel heater raises the temperature of the fuel
to eliminate ice in the fuel before entering the control
servos, inside the HMU.
Location (2.A.b)
The servo fuel heater is mounted on the aft side of the
main oil/fuel heat exchanger.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL
73-11-00 Page 116
Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
MAIN OIL/FUEL
HEAT EXCHANGER
FUEL-IN FUEL-OUT
FUEL TO
FUEL FILTER
FUEL
OIL BYPASS BYPASS
COVER VALVE
VALVE
FUEL FROM
FUEL PUMP
LP STAGE
OIL-IN OIL-OUT
FUEL TO HMU
SERVOS
HOUSING
FUEL FROM
FUEL PUMP
WASH FILTER
ATTACHING FLANGE
TO MAIN OIL/FUEL SERVO FUEL HEATER
TUBE BUNDLE
HEAT EXCHANGER OIL-IN
OIL-OUT
TO TANK
LPTACC
HPTACC
TBV
VSV HEAD
VSV ROD
AIRFRAME
SHUTOFF
VALVE
SOLENOID
(HPSOV)
PCR
OVERBOARD FWD
DRAIN LINE
73-21-00-015.TIF
HYDROMECHANICAL UNIT
EFFECTIVITY Page 119
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
FUEL INDICATING - FUEL FLOW TRANSMITTER Functional Description (3.D.c)
The electronic engine control (EEC) uses internal fuel
Identification (1.A.b) metering valve (FMV) resolvers to determine fuel flow for
The fuel flow transmitter consists of a housing, swirl control of metered fuel supply. If the EEC cannot read
generator, and start/stop magnets and coils. Mounted on FMV resolver postion, it will use a modeled N1and
the fan case at the 10 o'clock position. calculate the position allowing continued engine
operation.
Purpose (1.B.b)
The fuel flow transmitter measures the quantity of fuel The FMV resolver position can also give the EEC fuel
that goes to the manifold and fuel nozzles. flow data that can be used for indication display if the fuel
flow transmitter is inoperative.
Operation (2.C.b)
The start magnet is in the plane of a start coil mounted in When the EEC cannot find any fuel flow data, or the fuel
the housing. Each revolution of the rotor produces a flow data is not correct, the fuel used stays at the last
start signal pulse. The second magnet attached to the calculated value.
rotor is a stop magnet. The stop magnet passes under a
signal blade that is attached to a turbine. The stop
magnet produces a stop pulse through a signal blade to
a stop coil, also mounted to the housing.
FUEL FLOW
TRANSMITTER TO FUEL NOZZLE
FILTER, FUEL
MANIFOLD, AND
NOZZLES
HMU
Identification (1.A.c)
The fuel nozzle filter is near the top of the engine fan
case at 10 o'clock and attaches to the fuel flow
transmitter outlet.
Purpose (1.B.c)
The fuel nozzle filter collects contamination from the fuel
pump before it can go to the fuel nozzle supply manifold.
Inside the fuel nozzle filter, a bypass valve can open and
allows the filter to still supply fuel to the fuel nozzles, if
the filter becomes clogged.
TO FUEL NOZZLE
SUPPLY MANIFOLD
Identification (1.A.c)
A bracket mounted, normally open, solenoid activated
poppet valve assembly with two separate linear variable
differential transducers (LVDT) for position feedback to
the electronic engine control (EEC).
Purpose (1.B.c)
There are ten unstaged and ten staged nozzles in the
combustion chamber. The burner staging valve (BSV)
controls fuel flow to the ten staged nozzles.
Operation (2.C.c)
When closed, the BSV prevents fuel flow to the stage
nozzles. With the staged nozzles closed, a stronger flow
of fuel goes to the unstaged nozzles. This stronger flow
creates a larger fuel spray out of the unstaged nozzles
which in turn makes a stronger flame pattern in the
combustion chamber. This stronger flame pattern helps
provide a better flameout margin, to prevent a loss of
engine power at lower speeds due to a possible flame
out.
At higher speeds, the BSV opens and lets fuel flow to the
staged nozzles.
FWD
CHANNEL A
CHANNEL B
FWD
73-11-00-009.TIF
FUEL DISTRIBUTION - BURNER STAGING VALVE
EFFECTIVITY Page 125
B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
FUEL DISTRIBUTION - BURNER STAGING VALVE
The fuel manifold goes from the fuel nozzle filter, down
the left side of the fan case to the 6 o'clock fan support
strut. The manifold then goes along the high pressure
compressor case at the 6 o'clock position. The manifold
attaches around the combustion chamber.
Purpose (1.B.c)
The fuel manifold supplies fuel to the fuel nozzles.
Operation (2.C.c)
The unstaged fuel manifold has continuous flow from the
hydromechanical unit (HMU) to the unstaged manifold.
The unstaged manifold supplies fuel to the ten unstaged
fuel nozzles.
STAGED FUEL
STAGED FUEL MANIFOLD
NOZZLE (TYPICAL)
UNSTAGED FUEL
MANIFOLD
FUEL NOZZLE
SHROUD (TYPICAL) UNSTAGED FUEL
NOZZLE (TYPICAL)
FWD
FWD
73-11-00-011M1.TIF
FUEL DISTRIBUTION - FUEL MANIFOLD
EFFECTIVITY Page 129
B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
FUEL DISTRIBUTION - FUEL NOZZLES
Identification (1.A.c)
Consists of 16 standard and 4 wider spray pattern dual
flow nozzles. Four silver color coded nozzles have a
higher primary fuel flow and a wider spray pattern, than
the other sixteen blue color coded nozzles. Each nozzle
is inserted into the combustion chamber and bolted with
three bolts to combustion case. The silver band nozzles
are placed adjacent to the igniters. Each nozzle is color
banded to aid in correct identification and location.
Purpose (1.B.c)
The fuel nozzles introduce a fine mist of fuel into the
combustion chamber. The silver banded nozzles are
designed to help improve engine operation during start
and adverse weather conditions.
Operation (2.C.c)
All the fuel nozzles have a primary and secondary fuel
flow. The primary fuel flow occurs at approximately 15
psig and the secondary flow occurs at 125 psig.
FUEL INLET
73-11-001M2.TIF
FUEL DISTRIBUTION - FUEL NOZZLE
EFFECTIVITY Page 131
B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
FUEL DISTRIBUTION
The cleaned fuel enters the high pressure stage of the fuel
pump. The high pressure stage increases the fuel pressure
and delivers the fuel in two directions. Fuel that is used for
servo system operation goes through a wash filter, next a
servo fuel heater, then the hydromechanical unit (HMU).
The remaining fuel enters the HMU to be used by the fuel
metering system for combustion.
Fuel that does not get used by the HMU (bypass fuel) is
sent back to the IDG fuel/oil cooler
General
The fuel control system controls fuel flow for engine
operation. There are two fuel control system subsystems:
- Metered fuel control
- Servo fuel control.
wymt-54-00-0001 (fa)
Autothrottle Computer
The autothrottle computer receives data from the EEC.
The autothrottle computer uses this data to calculate
thrust lever angles (TLA). The autothrottle computer can
operate the thrust levers.
See chapter 22-30 for more information on the
autothrottle computer.
Flight Compartment
Some controls in the flight compartment supply control
data directly to some components on the engine.
wyloc-fd3-41-0001 (fa)
FLIGHT COMPARTMENT
AUTOTHROTTLE
CDS/DEU 1 OR 2 COMPUTER
yypb-f71-loc-0001
wymt-f72-00-0003(fa)
ENGINE
EEC
73-21-00.002
ENGINE CONTROL - GENERAL DESCRIPTION
EFFECTIVITY Page 137
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
ENGINE CONTROL - INTERFACES
PT25 TEMPERATURE SENSOR ANALOG FUEL METERING LOGIC AND HPTACC LOGIC
PT25 PRESSURE SENSOR AIR AND HPC INLET PRESSURE (OPTIONAL) P25
(HEALTH MONITORING SENSOR) HEALTH MONITORING
P3 TEMPERATURE SENSOR AIR HPC DISCHARGE PRESSURE
FOR FUEL METERING LOGIC
PT PRESSURE TOTAL ARINC 429 THRUST MANAGEMENT, FMV LOGIC FROM
ADIRU AND LPTACC LOGIC
PO PRESSURE AT EEC STATIC AIR FUEL METERING LOGIC, LPTACC LOGIC AND
HPTACC LOGIC
Electronic Engine Control - Airplane Interfaces Electronic Engine Control - Engine Interfaces
The EEC interfaces with these airplane components: The EEC interfaces with these engine systems and
- Thrust reverser (T/R) linear variable differential components:
transformer (LVDT) position sensors - Turbine clearance control
- Thrust reverser (T/R) lever interlock solenoids - Thrust lever angle (TLA) resolvers
- Common display system/display electronics units - Engine airflow control
(CDS/DEU) - Temperature (T3) sensor
- Flight management computer (FMC) - Exhaust gas temperature (EGT)
- Air data inertial reference unit (ADIRU) - Fan inlet temperature (T12)
- Airplane electrical bus - Compressor inlet pressure and temperature (PT25)
- Start levers - High pressure turbine active clearance control
- Bleed air computer (HPTACC) sensor
- Autothrottle computer - Hydromechanical unit (HMU)
- Flight data acquisition unit (FDAU). - Burner staging valve (BSV)
- High pressure compressor discharge air (P3)
- EEC alternator
- Identification plug
- N1 speed sensor
- N2 speed sensor.
HYDROMECHANICAL
N1 SPEED UNIT
SENSOR
BSV POSITION
N2 SPEED
SENSOR TURBINE
CLEARANCE
SYSTEM
T3
SENSOR ENGINE
AIRFLOW
SYSTEM
THRUST REVERSER
INTERLOCK
SOLENOIDS
AUTOTHROTTLE
COMPUTER
THRUST REVERSER
POSITION LVDT
CDS/DEU 1 OR 2
START
LEVERS
IDENTIFICATION
PLUG
T12 SENSOR
START SWITCH
PT25 SENSOR
TRANSFERT BUS
PS3 SENSOR 1 OR 2
Identification (1.A.c)
Control system components located on the right side of
the engine consists of the following:
- T49.5 (EGT)Sensors (ATA 77-11-00)
- Electronic Engine Control (EEC)
- P0 Sensor (part of EEC)
- P3 Sensor (part of EEC)
- T12 Sensor
- Identification (ID) Plug
- High Pressure Turbine Active Clearance Control
(HPTACC) Sensor.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Page 142
Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
cfm international CFM56-7B TRAINING MANUAL
wyloc-r-f77-0001
wymt-f73-21-0005
yym m-f73-21-0002-fa
yymm-f77-21-0001-fa(m)
T12 SENSOR
INLET COWL
AUTOTHROTTLE
CLUTCH PACK
wymt-f73-21-0001 ENGINE - RIGHT SIDE THRUST LEVER FWD
ANGLE RESOLVERS
yymm-f73-21-0001
wymt-22-31-0001
73-21-00-005
FUEL CONTROL COMPONENTS - RIGHT SIDE
EFFECTIVITY Page 49
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
FUEL CONTROL COMPONENTS - CONTROL STAND Start Levers
There are two start levers, one for each engine. You use
Identification (1.A.c) the engine start lever during an engine start. You also
These components of the engine fuel and control system use it to shutdown the engine. The start levers operate
are in the airplane flight compartment: switches which supply signals to different aircraft and
- Thrust lever resolvers engine systems and components.
- Autothrottle clutch pack.
Reverse Thrust Interlock Solenoids
The engine control system supplies manual and There are two reverse thrust interlock solenoids, one for
automatic control inputs to operate the engine. The each engine. Each reverse thrust interlock solenoid limits
engine control system has these components: the range of motion of a reverse thrust lever. You can
- Thrust levers (forward and reverse) make the thrust reverser deploy, but you can not
- Engine start levers and switches increase the reverse thrust until the thrust reverser
- Thrust lever interlock solenoids. sleeves are near the full deployed position. The EEC
operates the solenoids. The thrust lever interlock
Thrust Levers solenoids are in the autothrottle assembly. You must
You use the thrust levers to supply the manual inputs to remove the autothrottle assembly to access the thrust
the engine control system. There are four levers, two for lever interlock solenoids.
each engine. For each engine, there is a forward thrust
lever and a reverse thrust lever. The reverse thrust lever See chapter 78 for more information on the thrust
is on the forward thrust lever. reverser.
For each engine, the thrust levers supply a thrust See chapter 22 for more information on the autothrottle
command signal to the electronic engine control (EEC) system.
through a resolver. Each thrust lever assembly connects
mechanically to a resolver through an adjustable rod.
An interlock latch prevents the operation of the forward
thrust lever and the reverse thrust lever at the same time.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Page 144
Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
REVERSE FORWARD
THRUST LEVER THRUST LEVER
INTERLOCK
LATCH
START LEVER
SWITCH
ASSEMBLY
wymt-22-31-0001
ROD
THRUST LEVER
INTERLOCK SOLENOID
THRUST LEVER
RESOLVERS AND
RESOLVERS
AUTOTHROTTLE
CLUTCH PACK
wymt-f76-00-0003-a
73-21-00-005M1.TIF
FUEL CONTROL COMPONENTS - CONTROL STAND
EFFECTIVITY Page 145
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
FUEL CONTROL COMPONENTS - LEFT SIDE
Identification (1.A.c)
Control system components located on the left side of
the engine consists of the following:
- Electronic engine control (EEC) Alternator
- Hydromechanical Unit (HMU)
- PT25 Sensor
- T3 Sensor
- N1 Speed Sensor (ATA 77-11-00)
- N2 Speed Sensor (ATA 77-11-00)
- PS3 or CDP air pressure line (not shown)
- EGT sensors or T49.5 (not shown)
Purpose (1.B.c)
Control the fuel metering valve for correct fuel flow to the
combustion chamber and control engine airflow for thrust
and turbine clearance.
T3 SENSOR
EEC ALTERNATOR
PT2.5 SENSOR
FWD
FWD
HMU
73-21-00-004M1.TIF
73-21-00-008M1.TIF FUEL CONTROL COMPONENTS - LEFT SIDE
EFFECTIVITY Page 147
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
ELECTRONIC ENGINE CONTROL (EEC)
Fire switches.
Thrust resolvers.
Identification (1.A.c)
Thrust reverser.
The electronic engine control or EEC is an aluminum
Transfer bus.
encased dual channel computer mounted with four shock
mounts to the 2 o'clock position of the fan case. It
Purpose (1.B.c)
consists of multiple pneumatic and electrical connections.
The EEC receives information to calculate command
A ram air inlet supplies cooling air flow from outside the
logic signals from channel A and channel B, and then
cowl inlet at the 1 o'clock position.
sends the control signals to operate the engine.
The EEC connects to the following engine/aircraft
Operation (2.C.c)
components and systems:
Each channel (A or B) can control the engine operation.
- Engine connections
One channel is active, while the other is on standby. The
Identification plug.
EEC can switch to either channel through the cross
Hydromechanical unit (HMU).
channel data link (CCDL). Control signal commands go
Engine air control system.
through electrical connectors to the engine control
Engine sensors.
systems.
Fuel control system.
EEC alternator.
EEC Reprogramming
Ignition system.
Each EEC can be reprogrammed with a Portable data
loader (PDL). A PDL cable connects to the EEC at J1,
- Aircraft connections.
J2, and P11. The EEC and PDL then are powered up,
Common display system (CDS).
next the current software is uploaded into the EEC. The
Display electronics units (DEUs).
PDL displays LOAD COMPLETE or TRANSFER FAIL.
Autothrottle computer.
To reverify software configuration, check the CDU
Flight management computer (FMC).
maintenance pages.
Start lever.
Engine and fuel indicating.
Air data inertial reference unit (ADIRU).
Flight data acquisition unit (FDAU).
J1
J7
FWD J3
J5
J4
J6
J2
J8
FWD
SHOCK
MOUNT (4)
J9 PS3 P0 J10 P11
73-21-00-011.TIF
ELECTRONIC ENGINE CONTROL (EEC)
EFFECTIVITY Page 149
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
IDENTIFICATION (ID) PLUG
- Thrust rating
Identification (1.A.c) - Bump option for the -7B22 B1, -7B24 B1, -7B27 B1
The identification (ID) plug is a dual, stacked plug, - Engine condition monitoring (optional).
connected to the P11 connector on the bottom of the - Engine combustor configuration (SAC or DAC).
electronic engine control (EEC). The ID plug is attached
to the fan case at the 2:30 position by a lanyard and Note: The debris monitoring system (DMS) activates
remains with the engine, not the electronic engine control automatically when installed as an option in the
(EEC). lubrication unit and connected into the wiring
harness. The information on chip detection is done
Purpose (1.B.c) through the CDU.
Supplies configuration data codes to the EEC as follows:
- Engine family and model. Operation (2.C.c)
- N1 trim modifier adjusts for different thrust ratings for The EEC reads the plug each time it is powered.
a given RPM. After 15,500 ft. altitude or mach .45
the trim is inhibited. This provides the best EGT Functional description (3.D.c)
margin at takeoff. The engine serial number is contained in the NVM of the
0 = no trim adjustment EEC and is accessed through the CDU. It will be
1 = .4% downtrim of N1 necessary to change the engine serial number if an
2 = .8% downtrim of N1 engine change occurs. Changing the serial number can
3 = 1.1% downtrim of N1 be accomplished through the control display unit (CDU).
4 = 1.5% downtrim of N1
5 = 1.9% downtrim of N1
6 = 2.5% downtrim of N1
7 = 3.0% downtrim of N1
ELECTRICAL
CONNECTION
TO EEC
FWD
P11
ATTACHES TO
THE ENGINE
73-21-00-012.TIF
IDENTIFICATION PLUG
EFFECTIVITY Page 151
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
ELECTRONIC ENGINE CONTROL ALTERNATOR
Identification (1.A.c)
The electronic engine control (EEC) alternator consists of
a stator, rotor, housing and two electrical connectors for
connection to the EEC. It is mounted on the top forward
side of the accessory gearbox (AGB).
Purpose (1.B.c)
Primary electrical power source for the electronic engine
control (EEC) with alternate power from the alternating
current (AC) transfer buses.
Operation (2.C.c)
At engine start the EEC receives power from the aircraft
transfer bus to operate. When N2 speed reaches 12 to
15 percent the EEC alternator starts to operate. A logic
circuit monitors EEC alternator speed. When the EEC
alternator reads the correct alternator speed the transfer
relay energizes disconnecting the transfer bus power
supply and connecting the alternator power supply.
MANUAL DRIVESHAFT
DRIVE ADAPTER
ROTOR
CHANNEL A
CHANNEL B
73-21-00-013.TIF
ELECTRONIC ENGINE CONTROL ALTERNATOR
EFFECTIVITY Page 153
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
EEC ELECTRICAL POWER SUPPLY Operation (2.C.c)
- FUNCTIONAL DESCRIPTION At engine start, the EEC receives transfer bus 1 power to
operate. The EEC alternator starts to operate when
Purpose (1.B.c) engine N2 speed is between 12 and 15 percent. The
The EEC alternators are the primary ac power supply for EEC alternator speed logic sensor monitors electrically,
EEC operation. The airplane ac transfer buses can also the speed of the EEC alternator. When the sensor reads
supply power to the EEC. correct alternator speed at one or both channels, it
energizes the transfer relays. The transfer relays
Functional Description (3.D.c) disconnect the transfer bus 1 power supply. The EEC
Two relays in the EEC let the transfer bus supply ac now operates by power from the alternator.
power to the EEC. One relay supplies power to channel
A, the other relay supplies power to channel B. If one set of alternator windings fail, the other set of
windings will supply power to one channel in the EEC.
The engine 1 alternate power relay is in the airplane The other EEC channel will receive power from the
electrical junction box J22. There are two contacts on this airplane transfer bus through one of the EEC transfer
relay, one for channel A, the other for channel B. When relays.
energized, the alternate power relay supplies airplane
transfer bus power to the EEC through the two internal If both sets of alternator windings fail, then both EEC
EEC relays. Operation of one of these components will channels receive power from transfer bus 1 through both
energize the alternate power relay: EEC transfer relays.
- Engine start lever set to idle
- Engine start switch set to ground (GRD) NOTE: If one or both of the EEC transfer relays fail
- Engine start switch set to continuous (CONT) so that the EEC receives only transfer bus power, it
- Control display unit (CDU) set to engine will activate a fault message. This message will
maintenance pages. show on the CDU engine maintenance pages.
115V AC
TRANSFER
BUS 1
ALT PWR CH A
OF F
115V AC
TRANSFER
BUS 1 CHANNEL A
ALT PWR CH B
N2
28V DC CHANNEL B
BUS 1
RUN/PWR EEC
ON ALTERNATOR ALT ERNATOR
TRANSF ER SPEED LOGIC
P18-2 RELAYS
ENG 1 SENSOR
ALTERNATE
POWER
RELAY EEC
D13 (J22)
CDS/DEU
SWITCH
CDS/DEU UNIT 1 OR 2
(E3-1)
Identification (1.A.c)
The N1 speed sensor consists of three independent
sensing elements, three electrical connectors, and two
vibration dampers. Each sensing element is composed of
an electrical winding around a magnet.
Purpose (1.B.c)
Supplies a low pressure rotor speed signal to these
components:
- Electronic Engine Control (EEC).
- Display Electronic Unit (DEU).
- Airborne Vibration Monitoring (AVM) signal
conditioner.
FAN FRAME
SLEEVE
GASKET
SENSING
ELEMENTS SENSOR
GUIDE TUBE (3) FLANGE
SENSOR
HOUSING
FWD BOLT
(2)
EEC
DEU, AVM CONNECTIONS
CONNECTION
77-11-00-001.TIF N1 SPEED SENSOR
EFFECTIVITY Page 157
B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
N1 SPEED SENSOR
Operation (2.C.c)
As a ringed gear with 30 teeth passes the sensing
elements of the speed sensor an analog signal is sent to
the electronic engine control (EEC), display electronic
units (DEU) and the aircraft vibration monitoring (AVM)
system. The EEC converts the analog signal to a digital
signal for internal processing and output to the DEU for
display on the common display system (CDS).
N1 SPEED SENSOR
EEC
DEU 1
DEU 2
77-11-00-000M1.TIF
N1 SPEED SENSOR
EFFECTIVITY Page 159
B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
N2 SPEED SENSOR
Identification (1.A.c)
The N2 speed sensor consists of three independent
sensing elements and three electrical connectors. Each
sensing element is composed of an electrical winding
around a magnet.
AGB
(REF)
EEC
ALTERNATOR
(REF)
wymt-f77-11-0001-a DEU, AVM
CONNECTOR
yymm-f77-11-0001 (m)
BOLT
(2)
FWD
EEC CONNECTORS
N2 SPEED SENSOR
STARTER
(REF)
77-11-00-002
N2 SPEED SENSOR
EFFECTIVITY Page 161
B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
N2 SPEED SENSOR
Purpose (1.B.c)
Supplies a high pressure rotor speed signal to these
components:
- Electronic Engine Control (EEC).
- Display Electronic Unit (DEU).
- Airborne Vibration Monitoring (AVM) signal
conditioner.
Operation (2.C.c)
As a ringed gear passes the sensing elements of the
speed sensor an analog signal is sent to the electronic
engine control (EEC), display electronic units (DEU) and
the aircraft vibration monitoring (AVM) system. The EEC
converts the analog signal to a digital signal for internal
processing and output to the DEU for display on the
common display system (CDS).
EEC
DEU 1
N2 SPEED SENSOR
DEU 2
Identification (1.A.c)
The T12 sensor consists of a housing, two platinum
elements and two electrical connectors for connection to
the electronic engine control (EEC).
Purpose (1.B.c)
Supplies fan inlet temperature to the EEC for thrust
management calculations
Operation (2.C.c)
The EEC supplies a constant voltage power supply to the
platinum elements of the sensor. The elements will
change their resistance value with proportional changers
in air temperature. The difference between output
voltages to the EEC and the input voltage from the EEC
are measured and converted into fan inlet temperature.
T12 SENSOR
wym t-f73-21-0005
yymm -f73-21-0002-fa
INLET COWL
wymt-f71-11-0001 (cat)
ELECTRICAL
CONNECTORS
wyloc-l-f77-0001
CHANNEL A CHANNEL B
FWD
EEC CONNECTORS
CHANNEL A
CHANNEL B
PT25 SENSOR
73-21-00-006.TIF
PT25 SENSOR
EFFECTIVITY Page 167
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
T3 SENSOR
Identification (1.A.c)
The T3 sensor consists of two thermocouples enclosed in
the same housing, and two electrical connectors.
Located at the 12 o'clock position of the combustion case
just aft of the fuel nozzles.
Purpose (1.B.c)
The T3 sensor measures the temperature of 9th stage air
(compressor discharge) and sends the data to the
electronic engine control (EEC) for control logic of:
- Burner staging valve.
- Burner selection valve.
- High pressure turbine active clearance control valve
Operation (2.C.c)
The bimetallic (chromel-alumel) sensor produces a
milliampere (mA) current proportional to temperature.
T3 SENSOR
THERMOCOUPLE
EEC
FWD
BURNER STAGING VALVE CONTROL LOGIC
BURNER SELECTION VALVE CONTROL LOGIC (DAC)
73-21-00-008.TIF
T3 SENSOR
EFFECTIVITY Page 169
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
HPTACC SENSOR
Identification (1.A.c)
The high pressure turbine active clearance control
(HPTACC) sensor is a thermocouple sensor that extends
from the engine case to the high pressure turbine (HPT)
shroud. A metal shim below the sensor controls the
correct depth of the thermocouple into the case.
Purpose (1.B.c)
Supplies the electronic engine control (EEC) with
temperature data from HPT shroud.
Operation (2.C.c)
The EEC uses a milliampere (mA) signal from the sensor
to control the HPTACC valve.
HPT CASE
ATTACH FLANGE
HPTACC SENSOR
SHIM
THERMOCOUPLE
EEC
ELECTRICAL
CONNECTOR
Identification (1.A.c)
The T49.5 exhaust gas temperature (EGT) system
consists of eight thermocouples and four wire harness
assemblies. Each wire harness assembly has two
thermocouples. The tips of the thermocouples are
positioned to the outboard side of the second stage low
pressure turbine nozzles. Wires contained within tubes
go from the thermocouples to the nearest junction box.
Each harness connects to the electronic engine control
(EEC) and the closest junction box.
Purpose (1.B.c)
Monitors exhaust gas temperature at the second stage
low pressure turbine nozzle and supplies an analog signal
proportional to exhaust gas temperature to the EEC for
control and indication.
Operation (2.C.c)
The EEC receives the voltage output created by the
bimetallic thermocouples of the EGT harness The EEC
sends EGT data to the display electronic units (DEU) for
display on the central display system (CDS). The
temperature shown is an average of the eight
thermocouples on the engine.
TUBE 2
THERMOCOUPLE
JUNCTION BOX
WIRE
HARNESS
THERMOCOUPLE
77-21-00-001.TIF
T49.5 (EGT) THERMOCOUPLES AND HARNESS
EFFECTIVITY Page 173
B737-600, -700, -800, -900, -BBJ/ALL 77-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
P0 SENSOR
Identification (1.A.c)
The P0 sensor consists of a vent plug attached to a
pressure plate on the bottom panel of the electronic
engine control (EEC).
Purpose (1.B.c)
The P0 sensor is used by the EEC as an input of ambient
static pressure.
Operation (2.C.c)
Ambient pressure is converted to an electrical signal by
two temperature compensated capacitive quartz
transducers, one for channel A and one for channel B.
EEC
FWD
FWD
P0
73-21-00-011M1.TIF P0 SENSOR
EFFECTIVITY Page 175
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
PS3 SENSOR
Identification (1.A.c)
The Ps3 sensor consists of a static pressure pickup just
aft of the fuel nozzles at 9 o'clock. A pneumatic line
proceeds down to the bottom of the high pressure
compressor (HPC) case and forward to the 6 o'clock tube
bundle. From this point a line travels up to the pressure
plate connection of the electronic engine control (EEC).
A small hole at the lowest point allows drainage of liquid
contaminants.
Purpose (1.B.c)
The Ps3 sensor provides HPC discharge pressure to the
EEC for use in fuel metering.
Operation (2.C.c)
Static pressure is converted to an electrical signal by two
temperature compensated capacitive quartz transducers,
one for channel A and one for channel B.
EEC
FWD
FWD
PS3
73-21-00-011M2.TIF
PS3 SENSOR
EFFECTIVITY Page 177
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
ELECTRONIC ENGINE CONTROL
- The flight data acquisition unit (FDAU) collects
Functional Description (3.D.c) engine parameter data and sends this data to the
The following interfaces with the electronic engine control flight data recorder.
(EEC) occur:
- The EEC sends input data from the engine sensors - When the engine fire switches are pulled a close
to the display electronic units (DEU) and then on to command is sent to the HPSOV to stop fuel flow to
the display units of the center display system the combustor.
(CDS).
- The autothrottle computer receives thrust lever
- In IDLE, the start levers send an on or start angle (TLA) and other engine data from the EEC
command to the EEC. The EEC operates the and uses this data to control thrust lever operation.
engine ignition system, and causes the high
pressure shutoff valve (HPSOV) of the - The EEC monitors the thrust reverser sleeve
hydromechanical unit (HMU) to open. In CUTOFF, position and controls the interlocks for thrust
the start levers send a close command to the reverser operation.
HPSOV.
73-00-00-002.TIF
ELECTRONIC ENGINE CONTROL
EFFECTIVITY Page 179
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
HYDROMECHANICAL CONTROL (HMU) - Overboard drain line.
LPTACC
HPTACC
TBV
VSV HEAD
VSV ROD
AIRFRAME
SHUTOFF
VALVE
SOLENOID
(HPSOV)
PCR
OVERBOARD FWD
DRAIN LINE
73-21-00-015.TIF
HYDROMECHANICAL UNIT
EFFECTIVITY Page 181
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
HYDROMECHANICAL CONTROL (HMU)
Operation (2.C.c)
An electrical signal from the electronic engine control
(EEC) operates a torquemotor in the electrohydraulic
servo valves (EHSV). The torque motor operates the
valves. The EEC monitors the position (feedback) of the
ESHVs.
BSV
FMV TBV HPTCC LPTACC VBV VSV
EHSV EHSV EHSV EHSV EHSV EHSV
SERVO SERVO
THRUST
FUEL PRESSURE
REGULATOR
REVERSER
SUPPLY BSV RESOLVER
SOLENOID
METERED
FUEL FMV HPSOV FUEL FLOW
TRANSMITTER CDS ENGINE
SUPPLY DEU VALVE
1 OR 2 POSITION
HMU LIGHT
The BSV opens and metered fuel goes to the staged fuel
nozzles. Metered fuel now flow to all 20 nozzles in the
combustion chamber. The BSV has an override function,
An override valve causes the BSV to open at higher fuel
flows when the BSV is commanded closed by the HMU.
The high fuel pressure associated with high fuel flow
causes the override valve to block the flow of BSV control
fuel. This allows the spring to move the BSV to the open
position. The override valve makes sure the engine will
THRUST REVERSER
INTERLOCK
SOLENOIDS
FORWARD THRUST
STATIC PRESSURE
TOTAL PRESSURE REVERSE THRUST
TOTAL TEMP.
IDLE THRUST
ADIRU(S)
EEC
THRUST
LEVERS
RESOLVERS
THRUST REVERSER
LVDT(S)
FUEL SUPPLY
73-21-00-020
ENGINE CONTROL- FUNCTIONAL DESCRIPTION - THRUST CONTROL
EFFECTIVITY Page 187
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
ENGINE CONTROL- FUNCTIONAL DESCRIPTION
Thrust Lever Control Inputs
Electronic Engine Control Thrust lever movement changes the position of the thrust
The electronic engine control (EEC) is a two channel lever angle resolver (TLR). The TLR sends a thrust
(channel A and channel B) computer. The two channels resolver angle (TRA) signal to the EEC. The EEC uses a
are independent, but connect by a cross channel data TRA signal to control the fuel metering valve (FMV)
link (CCDL) during engine operation. position for forward and reverse thrust.
The EEC chooses either channel A or B as the active Engine Temperature Sensors
control channel. The active channel changes at each The T12 sensor supplies fan inlet temperature data to the
engine start. If the active channel becomes defective, the EEC. The EEC uses this data to control servo fuel
EEC changes the standby channel to the active channel. systems and the FMV position in the HMU.
Electrical Power Supply The PT25 sensor supplies high pressure compressor
The usual power supply for the EEC is the EEC (HPC) inlet temperature data to the EEC. The EEC uses
alternator. The EEC can also operate by ac electrical this data to also control servo fuel systems and the FMV
power from the airplane transfer buses. position.
Ignition System Control Power Supply The PT25 sensor can supply optional HPC inlet air
The transfer buses supply ac power to the ignition control pressure data to the EEC. The EEC uses this data for
in the EEC. The EEC operates the left (L) ignition system engine condition monitoring.
with transfer bus power. The ac standby bus also
supplies electrical power to the EEC ignition control. The
EEC operates the right (R) ignition system with ac
standby bus power.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Page 190
Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
ENGINE CONTROL- FUNCTIONAL DESCRIPTION
The EEC uses data and control inputs to calculate the The EEC sends engine parameter data through the DEUs
necessary position of the servo system components. If the to the CDS engine display. Some data also shows on
components are in the correct position, the EEC keeps indicator lights in the flight compartment.
them in that position. If one or more of the components are
not in the correct position, the EEC uses servo fuel The flight management computer (FMC) receives some
pressure to move the components to the correct position. data from the EEC through the CDUs. See chapter 34-61
for more information about the FMC.
Identification Plug
The identification plug supplies the EEC with this data: Thrust Reversers (T/Rs)
- Identification plug type Linear variable differential transducers (LVDTs) transmit
- Engine thrust rating T/ R translating sleeve position to the EEC. The EEC uses
- N1 speed trim level T/R sleeve position to control the FMV position for reverse
- Engine combustor configuration. thrust power.
The Common Display System/Display Electronic Units The EEC operates the thrust reverser (T/R) lever interlock
(CDS/DEUs) connect the EEC with many of the airplane solenoids. The T/R interlock solenoid prevents reverse
systems and components. The EEC receives and sends thrust lever travel until the T/R sleeves are in the position
engine control and engine data signals through the DEU for reverse thrust power.
connections. These are the systems and components that
the EEC connects with through the DEUs: The EEC will also cause the FMV to close to the idle
- Start lever in the IDLE position position if it senses a T/R sleeve not in the stow position.
- Start switch position For this operation, the EEC must sense the T/R lever in
- Igniter selector switch position the stow position.
- Engine indication data
- Airplane bleed air system control See chapter 78-34 for more information about the T/R
- Engine anti-ice control control system.
- Air data inertial reference unit (ADIRU) total pressure
(PT) and total air temperature (TAT) data
- Control display units (CDUs).
EEC. The EEC uses the switch position to control the See chapter 76-11 for more information on the start
engine ignition systems. levers.
The igniter select switch operates with the start switches. Fire Handle Switch
The igniter select switch supplies the EEC with control The fire handle switch, on the P8 aft electronics panel,
data to operate the left, right, or both ignition systems. sends the same close signal to the HPSOV that the start
lever sends. Pull the fire handle up. A switch in the
See chapter 74-31 for more information on the engine handle assembly closes and sends the close signal to
start switches and igniter select switch. the HPSOV. See chapter 26-21 for for more information
on the fire handle switch.
Start Levers
The start lever supplies data to the EEC when in the idle Air and Anti-Ice Systems
position. The EEC uses the start lever idle position to The engine supplies HPC bleed air to the airplane bleed
control ac electrical power to the engine ignition exciters. air system and to the anti-ice system.
With the start lever in the idle position, the EEC also The EEC receives control data from engine anti-ice and
operates the FMV, in the hydromechanical unit (HMU), to bleed air systems. The EEC uses this data to adjust the
the open to the idle position. The fuel flow through the position of the FMV. This keeps the engine at a set thrust
FMV causes the high pressure shutoff valve (HPSOV) in when these systems operate.
the HMU to open.
See chapter 36-11 for more information on the bleed air
systems.
Lift the start lever to IDLE. EEC logic controls the FMV
EHSV to operate the FMV, and ignition system. This
In flight, the EEC calculate and controls the idle speed. When you push the EEC switch to off, it sets the EEC to
The EEC prevents engine flameout and adjusts idle the hard alternate mode. If already in the soft alternate
speed when the compressor supplies bleed air to air and mode, the EEC also goes to the hard alternate mode
anti-ice systems. The EEC does not let the in-flight N2 when the pilots move the thrust lever to idle. The
idle speed go below 59%. The fuel flow will not go below maximum rated thrust changes to the maximum
300 lb/h (136 kg/h). The inputs also have an effect on allowable thrust. In this condition, the actual engine thrust
idle speed are pressure altitude and mach airspeed can be more than the rated engine thrust.
number.
The control display units (CDUs) show faults and other
The EEC receives PT and TAT data from the ADIRU. If maintenance information for the engine. The CDUs also
the EEC cannot find the data from channel A and control ground tests for each engine system to find and
channel B, or the data is incorrect, the EEC goes to the isolate faults.
soft alternate mode. In the soft alternate mode, the EEC
calculates the last ADIRU inputs and engine sensor See chapter 77-00 for more information on CDU BITE
operation.
AC IGNITION
STANDBY CONTROL
BUS
73-21-00-018
ENGINE CONTROL- FUNCTIONAL DESCRIPTION
EFFECTIVITY Page 195
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
ENGINE CONTROL LIGHT AND EEC SWITCHES
Identification (1.A.b)
The ENGINE CONTROL light and EEC switches are on The power management control module is on the aft P5
the P5-68 AFT overhead panel. panel. Easy and fast access by pilots and maintenance
personnel to this panel is necessary during engine
Purpose (1.B.b) operation.
These three engine indication lights on the P5-68 power
management control module show engine control status: When the ENGINE CONTROL light comes on, you must
- ENGINE CONTROL light use the fault isolation manual (FIM) to find and isolate the
- EEC switch ON light problem.
- EEC switch ALTN light.
Dispatch Levels
The amber ENGINE CONTROL light comes on if a - No dispatch
serious engine control problem occurs. The ENGINE - Short time (150 hours)
CONTROL lights show that the engine cannot operate - Long time (500 hours)
correctly and is a no dispatch of the airplane. The - Economic (no dispatch limitations)
ENGINE CONTROL light does not come on in flight. - Alternate mode light (refer to MEL).
Functional Description
The EEC receives total pressure (PT) data from both
ADIRUs. The EEC can also receive PT data from one
ADIRU and still function correctly.
yhpw.yhp. 10-62044-001
ENGINE 1
MAINT BITE INDEX 1/1
CHANNEL CHANNEL
A CCDL B < FMCS ENGINE >
< DFCS APU >
< AT FQIS >
EEC < ADIRS
< CDS
< INDEX
INIT
RTE CLB CRZ DES
BRT
REF
CDS/DEU
1 OR 2 FMC DIR DEP EXEC
INTC LEGS ARR H OLD PROG
N1
LIMIT FIX A B C D E
PREV NEXT
PAGE PAGE F G H I J
1 ENGINE 2 1 2 3 K L M N O
4 5 6 P Q R S T
REVERSER REVERSER
7 8 9 U V W X Y
EEC EEC 0 +/ - Z DEL / CLR
PANEL (P5-68)
73-21-00-017
ENGINE CONTROL LIGHT AND EEC SWITCHES
EFFECTIVITY Page 199
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
ENGINE CONTROL LIGHT AND EEC SWITCHES
HARD ALTERNATE MODE Loose PT signal The EEC HARD ALTERNATE MODE
(OAT < RATED TEMP.) substitutes the rated (OAT < RATED TEMP.)
temperature for NORMAL MODE
T ambient (SOFT ALTER-
NATE MODE)
NORMAL MODE
(SOFT ALTER-
NATE MODE)
HARD ALTERNATE
MODE (OAT> RATED
TEMP.)
N1 THRUST
D
NO
MAN
E
RM
COM OD
M
AL
N1 L
MA
MO
R
NO
DE
TRA
HARD ALTERNATE REV FWD
MODE (OAT> RATED
TEMP.)
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 76-00-00 Page 202
Jan 99
CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
CFM56-7B TRAINING MANUAL
EFG
28V DC
BATTERY
BUS RIGHT
T/R INLK 60 % SLEEVE
DEPLOY LVDT
P6 CIRCUIT
BREAKER PANEL CHANNEL A
EEC THRUST
REVERSER
THRUST LEVER
wymt-f76-00-0008
INTERLOCK SOLE
THRUST LEVER
INTERLOCK SOLENOID
INTERLOCK LATCH wymt-f76-00-0003-a(m)
AIR SYSTEM
ENGINE AIR
CDS/DEU
EEC
HPTACC VALVE
HMU
LPTACC VALVE
TRANSIENT BLEED VALVE
VSV ACTUATOR (2)
Identification (1.A.c)
The variable stator vane (VSV) system consists of:
- Two VSV actuators.
- Two bellcrank assemblies.
- Four actuation rings (not shown).
- The variable inlet guide vanes (IGV).
- The stage 1, 2, & 3 variable stator vanes.
Purpose (1.B.c)
Controls the angular position of the variable stator vanes
to adjust airflow in the high pressure compressor (HPC).
This increases compressor efficiency and stall margin.
Operation (2.C.c)
The electronic engine control (EEC) uses airplane and
engine data to schedule an angular position for the
variable stator vanes. The electrical signal from the EEC
moves a servo valve inside the hydromechanical unit
(HMU). HMU servo fuel pressure moves the two
actuators. The two actuators move the two bellcrank
assemblies which move the four actuation rings. The
four actuation rings move the variable stator vanes to the
required angular position.
Page 210
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 75-31-00 Jan 99
AIR
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
FWD
FWD
RIGHT BELLCRANK
LEFT VSV LEFT BELLCRANK ASSEMBLY
ACTUATOR ASSEMBLY
Identification (1.A.c)
Two hydraulically operated, interchangeable variable
stator vane (VSV) actuators are mounted to bellcrank
assemblies of the high pressure compressor (HPC)
forward stator case at the 2 and 8 o'clock positions.
Each actuator consists of a linear variable differential
transducer (LVDT), a rod port, a head port and a fuel
drain port.
Purpose (1.B.c)
The VSV actuators provide the hydraulic force required
to move the variable stator vanes.
LVDT CONNECTOR
DRAIN PORT
Operation (2.C.c)
Fuel pressure from the hydromechanical unit (HMU) is
delivered to either the head or rod ports of each
actuator. The port that receives the greater pressure will
determine the direction of movement. The amount of
pressure will determine the travel distance. Pressure to
the "head" side of the actuator will cause the vanes to
move towards the closed, or low-power position.
Inversely, pressure to the "rod" side of the actuator will
cause the vanes to move towards the open, or high-
power position.
CHANNEL A EEC
CHANNEL B
LEFT VSV ACTUATOR
HMU
Identification (1.A.c)
The variable bleed valve (VBV) system is located around
the fan frame hub and consists of the following
components:
- Two VBV actuators.
- Actuation Ring
- Ten bleed doors and two master bleed doors.
Purpose (1.B.c)
Controls the discharge of low pressure compressor
(LPC) air to the secondary airflow to prevent stalls,
reduce water and foreign object damage (FOD) ingestion
into the high pressure compressor (HPC).
Operation (2.C.c)
The electronic engine control (EEC) uses airplane and
engine data to schedule an angular position for the
variable bleed valves. The electrical signal from the EEC
moves a servo valve inside the hydromechanical unit
(HMU). HMU servo fuel pressure moves the two
actuators. The two actuators move the actuation ring
which moves to the twelve VBV doors.
Page 216
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 75-32-00 Jan 99
AIR
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
HMU
EEC
VBV DOOR VBV
ACTUATOR
75-32-00-
VBV SYSTEM
010.TIF
Purpose (1.B.c)
The VBV actuators provide the hydraulic force required
to move the actuation ring and twelve bleed valve doors
that circle the fan frame.
Operation (2.C.c)
Fuel pressure from the hydromechanical unit (HMU) is
delivered to either the head or rod ports of each actuator.
The port that receives the greater pressure will determine
the direction of movement. The amount of pressure will
determine the travel distance. Pressure to the "head"
side of the actuator will cause the system bleed doors to
move towards the open, or low-power position.
Inversely, pressure to the "rod" side of the actuator will
cause the system bleed doors to move towards the
closed, or high-power position.
FUEL MOUNT
FLANGE
LVDT
CONNECTOR
75-32-00-
VARIABLE BLEED VALVE ACTUATOR (TYPICAL)
030.TIF
Identification (1.A.c)
There are twelve variable bleed valve (VBV) doors. Each
door connects to the actuation ring through a bellcrank.
The two doors nearest the VBV actuators are
interchangeable master doors and have a longer
bellcrank to connect to the clevis of the actuator.
Purpose (1.B.c)
The VBV control the quantity of low pressure compressor
(LPC) air that goes into the secondary airflow.
Operation (2.C.c)
When the VBV actuators move the actuation ring the
VBV doors open or close.
VBV DOOR
(10)
BELLCRANK
MASTER VBV
DOOR (2)
CLEVIS ROD
ACTUATION
RING
BELLCRANK
Identification (1.A.c)
The transient bleed valve (TBV) system consists of the
following:
- TBV valve.
- TBV manifold.
Purpose (1.B.c)
The TBV system increases high pressure compressor
(HPC) stall margin during engine start and during
acceleration.
FWD
75-23-00-020.TIF
TRANSIENT BLEED VALVE SYSTEM
EFFECTIVITY Page 223
B737-600, -700, -800, -900, -BBJ/ALL 75-23-00 Jan 99
AIR
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
TRANSIENT BLEED VALVE (TBV) SYSTEM
Operation (2.C.c)
The electronic engine control (EEC) uses airplane and
engine data to schedule the position of the transient
bleed valve (TBV). The electrical signal from the EEC
moves a servo valve inside the hydromechanical unit
(HMU). HMU servo fuel pressure moves the actuator
open or closed. Ninth stage air goes to the stage 1 low
pressure turbine (LPT) nozzles though the TBV manifold.
N2
TO LPT
STAGE 1 EEC
NOZZLE
CHANNEL A HMU
FWD CHANNEL B
75-23-00-
TRANSIENT BLEED VALVE SYSTEM
040.TIF
Identification (1.A.c)
The transient bleed valve (TBV) is a two position, fuel
actuated butterfly valve that consists of:
- An actuator body.
- A ninth stage air butterfly valve body.
- Two LVDT electrical connectors.
- A thermal shield.
- A fuel manifold mount flange.
Purpose (1.B.c)
The TBV controls the quantity of 9th stage air that goes
into the stage 1 low pressure turbine (LPT) nozzles.
Operation (2.C.c)
The TBV operational actuation is as follows;
- Start ............................................... open
- Idle ................................................. closed
- Accel from idle to 76% - 80% N2 ... open
- Above 80% ..................................... closed
THERMAL
SHIELD
ACTUATOR BODY
FUEL MANIFOLD
MOUNT FLANGE
FWD
TBV MANIFOLD SWITCH
CONNECTORS
75-23-00-030.TIF
TRANSIENT BLEED VALVE
EFFECTIVITY Page 227
B737-600, -700, -800, -900, -BBJ/ALL 75-23-00 Jan 99
AIR
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
HIGH PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL
Identification (1.A.c)
The high pressure turbine active clearance control
(HPTACC) system consists of a HPTACC valve, 9th
stage bleed air duct and the HPTACC manifold. The
components are located on the right hand side of the
core module and surround the high pressure turbine
(HPT) case.
Purpose (1.B.c)
Improve specific fuel consumption (SFC) for all engine
operating conditions.
75-21-00-
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL
020.TIF
Operation (2.C.c)
The electronic engine control (EEC) sends a signal to the
electrohydraulic servo valve (EHSV) of the
hydromechanical unit (HMU) to hydraulically control the
high pressure turbine active clearance control (HPTACC)
valve. The valve regulates 4th and 9th stage airflows to
the high pressure turbine (HPT) shroud support. The
expansion or contraction of the support positions the
HPT shroud in relationship to the HPT rotor. The tighter
the clearances between shroud and rotor the greater the
improvement in specific fuel consumption (SFC).
EEC
CHANNEL A
CHANNEL B
TO THE 12:00
PORT OF THE
HPT SHROUD
SUPPORT
4TH STAGE
BLEED AIR
HMU
TO THE 6:00
PORT OF THE
HPT SHROUD FWD
SUPPORT
Identification (1.A.c)
The high pressure turbine active clearance control
(HPTACC) valve is mounted at 9 o'clock position of the
high pressure compressor (HPC) the HPTACC valve is a
fuel and, gear operated sequence valve that consists of
the following:
- A ninth stage air valve body.
- A fourth stage air valve body.
- One actuator for both valves.
- Two linear variable differential transducer (LVDT)
connectors.
- A fuel manifold mount flange.
- A fourth stage air inlet duct.
Purpose (1.B.c)
The HPTACC controls the quantity and the ratio of 9th
stage bleed air and 4th stage bleed air that goes through
the HPTACC manifold to the high pressure turbine (HPT)
shroud support.
ACTUATOR
HPTACC VALVE
HPTACC MANIFOLD
HPT ROTOR
BLADES
75-21-00-010.TIF
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL VALVE
EFFECTIVITY Page 235
B737-600, -700, -800, -900, -BBJ/ALL 75-21-00 Jan 99
AIR
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
LOW PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL
Identification (1.A.c)
The low pressure turbine active clearance control
(LPTACC) system consists of a LPTACC valve, air duct
and manifold. The components are located on the right
hand side of the core module at the 4 o'clock position
and run aft to surround the low pressure turbine (LPT)
case.
Purpose (1.B.c)
Improve specific fuel consumption (SFC) for all engine
operating conditions.
LPTACC
MANIFOLD
LPTACC
AIR DUCT
LPTACC
VALVE
75-22-00-
LPT ACTIVE CLEARANCE CONTROL
020.TIF
Operation (2.C.c)
The electronic engine control (EEC) sends a signal to the
electrohydraulic servo valve (EHSV) of the
hydromechanical unit (HMU) to hydraulically control the
low pressure turbine active clearance control (LPTACC)
valve. The valve regulates fan discharge air to the low
pressure turbine (LPT) case. The expansion or
contraction of the case positions the LPT rotor shrouds in
relationship to the LPT rotor. The tighter the clearances
between shroud and rotor the greater the improvement in
specific fuel consumption (SFC).
LPTACC VALVE
LPTACC
AIR DUCT
Identification (1.A.c)
Mounted at 4 o'clock of the high pressure compressor
(HPC) the low pressure turbine active clearance control
(LPTACC) valve is a fuel operated modulating valve that
consists of the following:
- Valve body.
- Rotary variable differential transducer (RVDT)
housing.
- Two RVDT connectors.
- Fuel manifold mount flange.
- Actuator.
- Butterfly valve.
Purpose (1.B.c)
The LPTACC controls the quantity of fan discharge air
that goes through the LPTACC manifold to the LPT case.
FUEL MANIFOLD
LPTACC AIR
MOUNT FLANGE
DUCT (REF)
VALVE BODY
FAN
DISCHARGE
LPTACC AIR
VALVE AIR TO
LPT CASE
RVDT
ELECTRICAL HOUSING
CONNECTORS
Operation (2.C.c)
The electronic engine control (EEC) uses the following
data to schedule the fan discharge air butterfly position:
- Total air pressure (PT).
- Ambient pressure (P0).
- Total air temperature (TAT).
- N1 speed.
- Exhaust gas temperature (T4.95).
VALVE POSITION
CDS/DEU
PT
PO
TAT
N1
EGT
EEC
SERVO FUEL RETURN
FAN AIR
DISCHARGE
TO THE
LPTACC
MANIFOLD
CHANNEL B
HMU
CHANNEL A
OIL SYSTEM
Identification (1.A.a)
The subsystems of the oil system are:
- storage.
- distribution.
- indicating.
Purpose (1.B.a)
The system distributes lubricating oil to the engine
bearings and gears, to provide cooling and cleaning.
ENGINE OIL
Identification (1.A.b)
The oil distribution system consists of the following
circuits:
- Supply.
- Scavenge.
- Vent.
Purpose (1.B.b)
The supply circuit sends oil to lubricate the bearings and
gears. The scavenge circuit takes oil from the engine.
The vent circuit balances internal air pressures in the oil
system.
Operation (2.C.b)
Oil from the tank goes to the lubrication unit through an
anti-leakage valve. After the oil is pressurized and
filtered it goes to the engine. Oil returns from the engine
through the lubrication unit. From the lubrication unit oil
goes to the scavenge oil filter and then to the main fuel/
oil heat exchanger. The oil is then returned to the oil
tank.
ENGINE ENGINE
FORWARD AFT
SUMP SUMP
VENT
AIR MAIN FUEL/OIL
SUPPLY OIL TANK HEAT EXCHANGER
OIL
TGB FILTER
AGB
SUPPLY
SCAVENGE
VENT
79-20-00-010.TIF
OIL DISTRIBUTION
Page 249
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
OIL TANK Functional Description (3.D.b)
During operation the normal servicing level of the oil will
Identification (1.A.b) decease as engine RPM increases. The pressurization
The 23.26 quart capacity oil tank is an aluminum portion of the system creates a "gulping" effect upon the
constructed container with a fire retardant coating. It oil quantity level within the tank.
consists of the following:
- A mount pad for an oil quantity transmitter. At engine start the oil level may decrease as much as 1
- A gravity fill port. gallon (4 liters). At takeoff power the oil level can
- A locking handle. decrease as much as 0.5 gallons (2 liters) more. This oil
- An oil scupper with drain line. is partially recovered during engine deceleration and
- Pressure service ports. completely recovered (minus oil consumption) upon
- An oil level sight gage. engine shutdown.
- A drain plug.
Purpose (1.B.b)
The purpose of the oil tank is to serve as the engine oil
reservoir. It stores the engine oil and delivers the oil to
the engine lubrication unit. The tank also removes air
from the returning scavenge oil.
Operation (2.C.b)
Lubrication oil from the tank is gravity fed to the inlet of
the lubrication unit. Scavenge oil enters the top of the oil
tank through an air/oil separator. The oil accumulates in
baffled main chambers where the oil level is sensed by
the oil quantity transmitter.
GRAVITY
OIL QUANTITY FILL PORT
TRANSMITTER
OIL SCUPPER
LOCKING
HANDLE
DRAIN LINE
PRESSURE SERVICING
PORTS
OIL LEVEL SIGHT
GAGE
FWD
DRAIN PLUG
When servicing the oil tank do not mix brands of oil. This
could cause the potential for engine damage. Part II of
the Aircraft Maintenance Manual provides information on
approved brands of engine oil.
OIL TANK
ACCESS DOOR
SIGHT GLASS
DRAIN
LINE
Identification (1.A.b)
The anti-leakage valve is a pressure actuated, normally
spring loaded closed valve. The valve is mounted to the fan
frame at the 6 o'clock position in-line with the tube running
from the oil tank to the lubrication unit.
Purpose (1.B.b)
The anti-leakage valve prevents oil leakage when the oil
tube from the oil tank is removed and upon engine
shutdown to counter any siphon effect on the oil tank.
Operation (2.C.b)
During engine operation, oil pressure from the rear sump
supply line holds the anti-leakage valve open. When the
engine is shut down, spring tension closes the valve.
TO THE
LUBRICATION UNIT
FROM THE
OIL TANK
PRESSURE CONNECTION
FROM THE REAR SUMP
OIL SUPPLY LINE
Identification (1.A.b)
The lubrication unit consists of the following:
- Oil supply pump (1).
- Supply oil filter.
- Supply oil filter bypass valve.
- Pop-out indicator.
- Pressure relief valve.
- Oil scavenge pump (3).
- Chip detector (3).
Purpose (1.B.b)
The lubrication unit delivers oil under pressure to the
engine bearings and gears, and then recovers the oil for
reuse.
Operation (2.C.b)
The lubrication unit shaft is driven by the accessory
gearbox and will provide oil flow any time the core engine
is turning. Output pressure is not controlled by the
lubrication unit. As engine speed changes, pressure
changes. If the pressure exceeds the limit, the pressure
relief valve opens and sends the oil into the inlet of the
AGB/TGB scavenge pump.
POP-OUT INDICATOR
ACCESSORY GEARBOX
FWD
OIL SCAVENGE PUMP (3)
OIL SUPPLY FILTER
Identification (1.A.b)
The supply oil filter is a paper filter cartridge that is
discarded after use. The filter is located inside a housing
that is part of the lubrication unit. At the base of the
housing is a cover and a drain plug.
Purpose (1.B.b)
The filter removes and holds unwanted material from the
supply oil and prevents contamination of the downstream
oil circuit.
Operation (2.C.b)
When the filter clogs, a supply filter bypass valve in the
lubrication unit opens. Before the valve opens a pop-out
indicator (a red button in a sight glass) appears. This
indication signals a maintenance action to change the
filter before actual bypass occurs and contaminates the
oil system.
SIGHT GLASS
DRAIN PLUG
COVER
Identification (1.A.b)
There are three chip detectors one for each sump as
follows:
- Forward sump.
- Rear sump.
- AGB &TGB sump.
Purpose (1.B.b)
The detectors is to trap and keep unwanted materials
suspended in the scavenge oil.
Operation (2.C.b)
Scavenge oil flowing from the scavenge pumps flow over
the magnetic pole piece positioned in the center of the
detector. Ferrous particles are attracted to the magnet
while nonferrous material is trapped by the metallic-mesh
screen surrounding the magnet.
MAGNET
METALLIC-MESH SCREEN
BAYONET LOCK
Purpose (1.B.b)
The electrical chip detector is to detect metal particles
suspended in the scavenge oil and to send a message
through three wires to the DPM box. From the DPM box
a single wire transmits the signal to the CDU.
Identification (1.A.b)
The scavenge oil filter assembly consists of a disposable
scavenge oil filter, a filter bowl, a body and an oil bypass
valve inside the filter body. The body also contains the
oil filter bypass switch. A locking ratchet lever prevents
rotation of the filter bowl.
Purpose (1.B.b)
The scavenge oil filter is used to remove contaminates
form the engine oil prior to it returning to the oil tank.
Operation (2.C.b)
Should the filter element become clogged the oil bypass
valve will open. The differential pressure is monitored by
the bypass switch.
OIL FILTER
BYPASS
SWITCH
BODY
LOCKING
RATCHET
LEVER
FWD
FILTER BOWL
FWD
79-20-00-070.TIF
OIL SCAVENGE FILTER ASSEMBLY
EFFECTIVITY Page 265
B737-600, -700, -800, -900, -BBJ/ALL 79-20-00
OIL
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
MAIN FUEL/OIL HEAT EXCHANGER
Identification (1.A.b)
The main fuel/oil heat exchanger consists of a housing
which contains the exchanger core and a cover that
holds the exchanger core in the housing. Internally there
is an oil bypass valve and a fuel bypass valve.
Purpose (1.B.b)
The main fuel/oil heat exchanger uses fuel and the
process of convection to decrease the temperature of the
scavenge oil.
Operation (2.C.b)
Fuel from the low pressure side of the fuel pump flows
through the exchanger core. Oil from the scavenge filter
flows around the exchanger core and transfers the heat
of the oil to the fuel. The oil returns to the oil tank and
the fuel returns to the fuel pump.
COVER
HOUSING
FWD
HYDROMECHANICAL FWD
UNIT (REF)
(LOOKING UP)
79-20-00-060.TIF
MAIN FUEL/OIL HEAT EXCHANGER
IGNITION SYSTEM
Identification (1.A.a)
The engine electrical harnesses consist of the following
wiring bundles:
- J5
- J6
- J7
- J8
- J9
- J10
- J14
- CJ9
- CJ10
RH SIDE
73-24-03.001.TIF
ELECTRICAL HARNESSES
EFFECTIVITY Page 271
B737-600, -700, -800, -900, -BBJ/ALL 73-24-03 Jan 99
CFMI PROPRIETARY INFORMATION IGNITION
CFM56-7B TRAINING MANUAL
EFG
IGNITION SYSTEM - INTRODUCTION
General
The ignition systems supply electrical sparks in the
combustion chamber for combustion. Each engine has
two ignition systems that operate independently. The
ignition system usually operates manually. However, the
ignition systems operate automatically when the
electronic engine control (EEC) sees a possible engine
flameout condition.
- You use ignition during these times:
- Ground start
- Takeoff and landings
- In-flight (during heavy turbulence or bad weather)
- In-flight start.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Page 272
Jan 99
CFMI PROPRIETARY INFORMATION IGNITION
CFM56-7B TRAINING MANUAL
EFG
IGNITION
wyloc-rbf-00-0001 (m)
wymt-32-00-0001
GROUND START
Identification (1.A.a)
The ignition system is made up of the following items:
- Ignition exciters
- Ignition leads
- Air manifold
- Igniters
Purpose (1.B.a)
The ignition system provides electrical spark required for
combustion of the fuel/air mixture during start and
continuous operation (landing , takeoff, and inclement
weather).
Operation (2.C.a)
Alternating current (AC) power (115 volt ) provided by the
aircraft electrical system is sent to the engine elctronic
control (EEC). The EEC sends the voltage to the ignition
exciters. The exciters convert the voltage to direct
current (DC) and send high energy pulses though the
ignition leads to the igniters.
115V AC
TRANSFER BUS 1 IGNITION
SELECTOR
115V AC SWITCH
STANDBY BUS
CDS/DEU
CONTROL STAND
UPPER
IGNITION 1
RIGHT IGNITER
IGNITION 2
LEFT IGNITER
Operation (2.C.a)
The ignition system will be automatically activated by the
electronic engine control (EEC) when the following
conditions are met:
- The start lever is in the idle position, and
- The EEC sees an engine deceleration (without
command) greater than normal schedule or the core
speed is below 57% N2, and
- The core speed is greater than 40% N2.
IGNITION
SELECTOR SWITCH FLT
GRD/CONT
ARINC 429
Identification (1.A.a)
The ignition exciters consist of two boxes constructed of a
soldered aluminum case, charged with dry air, enclosing
capacitor charging and discharging circuits. The exciters
are located on the aft fan case at the 5:00 position ALF.
Electrical connectors provide aircraft input power (front) to
the exciters and high voltage output power (rear) to the
ignitor plugs.
Purpose (1.B.a)
Provides a 14,000 to 18,000 volts DC output at the rate of
approximately one pulse per second to the igniters.
Operation (2.C.a)
The exciters transform, rectify and store energy in a
capacitor (14.5 - 16 joules). The capacitor discharges
(1.5 joules) sending out an electrical pulse to the ignitor.
IGNITION 1
TO RIGHT IGNITER
TO LEFT IGNITER
IGNITION 2
Identification (1.A.a)
The two ignition leads consist of 14 gauge stranded
copper conductor with silicone rubber insulation within a
flexible conduit. The leads run from the ignition exciters
on the fan case, down to the air manifold at the 6 o'clock
position, bottom side of the core engine module, and
connect to the igniters at the combustor case.
Purpose (1.B.a)
The ignition leads deliver high voltage, low energy
electrical pulses from the ignition exciters to the igniters.
Provides a cooling airflow for the lower half of the lead
and the lead to ignitor connection.
Operation (2.C.a)
Booster air supplies the air manifold at 6 o'clock and
flows through an air cooling jacket/conduit discharging
through bleed ports just above the lead to ignitor plug
connection.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Page 280
Jan 99
CFMI PROPRIETARY INFORMATION IGNITION
CFM56-7B TRAINING MANUAL
EFG
IGNITION LEAD
CLAMP
SHROUD
IGNITION EXCITERS
IGNITION LEADS
AIR MANIFOLD
Identification (1.A.a)
The two Igniters consist of a center electrode insulated
from the outer shell by aluminum oxide. The igniters are
threaded to a shimmed adapter threaded to the
combustion case and lockwired to a retainer. A smooth
mounting flange on the shank with a nickel gasket
cemented to each side provides an air seal with the
adapter. Located on the right hand side of the
compressor rear frame at the 4 and 8 o'clock positions.
Purpose (1.B.a)
The igniters provide electrical sparks required to start or
maintain combustion.
Operation (2.C.a)
A surface gap at the tip discharges the high voltage, low
energy electrical pulses to produce ignition.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Page 282
Jan 99
CFMI PROPRIETARY INFORMATION IGNITION
CFM56-7B TRAINING MANUAL
EFG
COMBUSTION
CASE
74-00-00-
IGNITERS
006M2.TIF
Identification (1.A.a)
These components control the engine ignition system:
- Engine start switches.
- Ignition selector switch.
- Start levers.
- Electronic engine control (EEC).
Purpose (1.B.a)
The controls provide an interface to the ignition system.
Operation (2.C.a)
The EEC controls the ignition system based upon inputs
from the flight deck.
P5
IGNITION
SELECTOR
SWITCH
FLIGHT COMPARTMENT
THRUST LEVERS
(REF)
START LEVERS
FWD
CONTROL STAND
74-00-00-
IGNITION CONTROL
004.TIF
- OFF
No ignition unless the engine electronic control
(EEC) senses a possible flameout condition.
- FLT (flight).
Ignition operation is automatically set to
continuous operation by the EEC.
LEFT IGNITER
RIGHT IGNITER
LEFT IGNITER
RIGHT IGNITER
ENGINE 1 & 2, LEFT IGNITER SELECTION
LEFT IGNITER
RIGHT IGNITER
ENGINE 1 & 2 CRUISE, NO IGNITION (UNLESS FLAMEOUT)
LEFT IGNITER
74-00-00-
IGNITION/START CONTROL
008.TIF
START SYSTEM
General
The engine starting system uses pneumatic power to turn
the engines N2 rotor during a start or motor procedure.
Pneumatic power comes from one of these sources:
- APU
- Pneumatic ground equipment
- Opposite engine.
- These components control the engine start system:
- Flight compartment switches
- Display electronics unit (DEU)
- Electronic engine control (EEC).
The engine starting system operates on the ground and
in flight.
wym t-f80-00-0002
80-00-00-000
START SYSTEM
EFFECTIVITY Page 293
B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
START SYSTEM
Identification (1.A.a)
The start system uses pneumatic power to turn the
engine's N2 rotor during start or motoring procedures.
Pneumatic power comes from the auxilary power unit
(APU), ground power unit (GPU), or running opposite
engine.
Purpose (1.B.a)
The engine start system is used to provide sufficient
torque to accelerate the high pressure system to a speed
at which a combustion light off and self sustaining RPM
occur. Includes cranking the engine for dry/wet motoring
purposes.
FWD FWD
80-00-00-002.TIF
START SYSTEM
EFFECTIVITY Page 295
B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
START VALVE
Identification (1.A.a)
The start valve is an electrically controlled, pneumatically
operated butterfly type valve. The two position valve is
normally spring-loaded and air pressure closed. The
valve is located above the starter on the fan case.
Purpose (1.B.a)
Initiates and terminates airflow to the starter turbine.
Operation (2.C.a)
Controlled by the electronic engine control (EEC) using
an aircraft battery bus powered 28 vdc solenoid. When
the solenoid is energized, starter duct pressure is greater
than the spring force and the valve is opened.
Operational air can come from a ground power unit
(GPU), an auxiliary power unit (APU), or another
operating engine.
ELECTRICAL
VALVE BODY LEFT FAN
CONNECTOR
ASSEMBLY COWL (REF)
ACTUATOR
ASSEMBLY
FWD
MANUAL OVERRIDE
WITH VISUAL INDICATOR
80-00-00-004.TIF
START VALVE
EFFECTIVITY Page 297
B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
STARTER Functional Description (3.D.a)
Oil from the AGB is used to cool and lubricate the clutch,
Identification (1.A.a) gears and bearings of the starter during engine
The starter is a single stage, axial flow, air turbine, operation. A small quantity of oil stays with the starter as
clamped to the accessory gearbox (AGB) forward face at the rest returns to the AGB.
the 8 o'clock adapter pad by a hinged V coupling clamp.
A locator pin is provided between the mounting flange Installation of a new starter requires an addition of a
interfaces in order to accurately position the starter to the small quantity of oil.
engine.
Purpose (1.B.a)
The engine starter is used to accelerate the engine core
from 0% N2 to idle RPM and provides wet/dry motoring
during maintenance practices.
Operation (2.C.a)
The starter is controlled by the electronic engine control
(EEC) triggered start valve. When the EEC signals the
start valve open, airflow passes through the starter
turbine creating rotation. The turbine turns the starter
reduction gears and engages the clutch. The clutch
transmits the torque from the turbine to the output shaft
of the starter. The output shaft turns the gearing within
the accessory gearbox (AGB) drive train and rotates the
core engine.
HORIZONTAL
DRIVE SHAFT
LOWER PNEUMATIC
ADAPTER
DUCT ASSEMBLY
COUPLING
COUPLING OUTPUT
SHAFT ENGINE
ACCESSORY
GEARBOX
(AGB)
STARTER
FWD
DRAIN/FILL PORT
(MAGNETIC PLUG)
80-00-00-005.TIF
STARTER
EFFECTIVITY Page 299
B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
STARTER SERVICING
SEE A
STARTER B
FWD
SAFETY CABLE A
MAGNETIC PLUG
HOUSING
PACKING
STARTER GEAR
HOUSING
TEDECO
SERVICING TOOL MAGNETIC PLUG
FWD
Operation (2.C.a)
Starting Control
With pneumatic and electrical power available, placing
Electrical power for engine starting control comes from
the engine start switch in the ground (GRD) position
the battery bus. The engine start switch and the DEUs
produces the following action:
control the starting system.
- The electronic engine control (EEC) receives a start
signal.
Indication
- The auxilary power unit (APU) receives an engine
The DEUs use input data to show engine parameters
start signal.
and start valve position on the common display system
- The start valve solenoid energizes and opens the
(CDS).
start valve.
- Pneumatic pressure drive the starter which turns the
Start Switch
engine.
This occurs when you put the engine start switch to the
- At starter cutout speed (55% N2) the engine start
GRD position when electrical and pneumatic power are
switch will automatically return to the OFF position.
available:
- The start valve solenoid deenergizes and the start
- The EEC receives an engine start signal
valve closes.
- The APU electronic control unit receives a signal to
open the APU inlet guide vanes
To start the engine in flight the FLT position is selected.
- The start valve solenoid energizes and the valve
The CONT position provides for continuous ignition.
opens
- The starter clutch engages and the engine N2 rotor
The EEC will protect the engine during start by shutting
turns
off the fuel supply when engine parameters are outside
- A solenoid in the P5 panel energizes to hold the
normal limits during a start.
switch in the GRD position.
Engine Wet Start The crew uses the starter in flight if the airplane is out of
The EEC stops the engine start if the EGT does not windmill start limits. For example, the airplane airspeed
rise in 15 seconds after you move the engine start may be too slow. See the flight operation manual for
lever to the idle position. The EEC stops fuel flow and more information about these limits.
turns off ignition. You can find a fault message on the
control display unit (CDU). The CDS tells the crew that the airplane is out of limits
to windmill start the engine. The message X-BLEED
START shows above the engines N2 digital indicator. In
this situation, the flight crew uses the starter to start the
engine. The OPERATION page in this section shows
this message on the display.
Operation (2.C.a)
Automatic Relight
The ignition automatically turns on in flight when these
conditions occur:
- The start lever is in the idle position
- N2 is above 51 percent
- The EEC does not receive a input to slow engine
speed
- The EEC sees the engine speed decrease.
- The automatic relight function only operates in flight.
APU SYSTEM
START
VALVE
DEU 1
DEU 2
EEC
STARTER
200 200
P5 FORWARD OVERHEAD PANEL w.yhp.10-61800-1529 (m)
EGT 100 100
X-BLD START
0 0
0.0 16.8 OIL T
96 OIL Q % 90
N 3 3
2 2 2
4 4
6 6 1 1
0.00 0.00 5 5
0 0
0 0 VIB
ENGINE START 4 4
LEVER 2 FF/FU 2 A B
LB X 1000 3 4 3 4
CTR
1 2 2 1 0 2 1 0
2800 HYD P
8500 8500 100 HYD Q % 100
FUEL LB
CONTROL STAND
80-00-00-008.TIF
CDU - START DISPLAYS
EFFECTIVITY Page 309
B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
ENGINE INDICATING
Identification (1.A.a)
The engine indicating system consists of the following
subsystems:
- Low pressure rotor tachometer
(Reference N1 speed sensor, Fuel/Control chapter)
- High pressure rotor tachometer
(Reference N2 speed sensor, Fuel/Control chapter)
- Exhaust Gas Temperature
(Reference EGT, Fuel/Control chapter)
- Airborne Vibration Monitoring (AVM)
Purpose (1.B.a)
The engine indication system continuously supplies
engine data to the common display system (CDS).
Operation (2.C.a)
The indicating system receives N1, N2, and exhaust gas
temperature (EGT) engine data and sends an analog
signal to the electronic engine control (EEC). The EEC
converts the analog signal to a digital signal and delivers
the data via the Aeronautical Radio Incorporated
(ARINC) 429 bus to the display electronic units (DEU) of
the common display system (CDS).
EEC
AVM SIGNAL
DEU1 DEU2 FDAU
CONDITIONER
77-00-00-001.TIF
ENGINE INDICATING SYSTEM
EFFECTIVITY Page 313
B737-600, -700, -800, -900, -BBJ/ALL 77-00-00 Jan 99
ENGINE INDICATING
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
N1 SPEED SENSOR
The maximum certified engine low pressure rotor speed
Functional Description (3.D.c) is called the N1 redline. This value is set by the EEC.
The N1 digital readout shows the engine low pressure
rotor speed. The display electronic units (DEU) use input These following indications will change to the color red
from the electronic engine control (EEC) or the N1 speed when N1 speed is above redline:
sensor directly to show this value. - N1 digital readout.
- Box around the N1 digital readout.
The digital N1 speed readout and the box around the - N1 pointer.
readout is shown in white and is below the N1 redline. - Shaded area.
A white N1 pointer on the round dial points to the N1 If there was an N1 exceedance during engine operation
speed. A gray shaded area follows the pointer. the digital readout and the surrounding box will change to
red upon engine shutdown.
A green colored N1 reference bug shows the N1 thrust
target manually set by the pilot or the flight management N1 exceedances or sensor failures can be displayed on
computer system (FMCS). A white colored N1 reference the control display units (CDUs)
digital display shows the manually set N1 thrust target
only.
N1 REFERENCE
DIGITAL DISPLAY
N1 REDLINE
N1 REFERENCE
BUG
N1 COMMAND N1 DIGITAL
READOUT AND
N1 COMMAND BOX
SECTOR
N1 POINTER
SHADED AREA
N11 INDICATION
77-11-00-003M1.TIF
N1 INDICATION
EFFECTIVITY Page 315
B737-600, -700, -800, -900, -BBJ/ALL 77-11-00
ENGINE INDICATING
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
N2 SPEED SENSOR
N2 REDLINE
N2 POINTER
SHADED AREA
77-11-00-003M3.TIF
N2 SPEED INDICATION
EFFECTIVITY Page 317
B737-600, -700, -800, -900, -BBJ/ALL 77-11-00
ENGINE INDICATING
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
T49.5 (EGT) SENSOR
When N2 speed drops below 10 percent the EEC
Functional Description (3.D.c) deenergizes and the EGT readout goes blank.
Exhaust gas temperature (EGT) is shown on the upper
center display unit but can also be shown on the lower During a possible hot start the EGT digital readout will
center and inboard display units. flash. This function will not work in flight.
A white digital readout surrounded by a white box shows The EGT maximum continuous limit is supplied by the
EGT in degrees Celsius. A white pointer on a round EGT and shown in amber. The EGT maximum
scaleless dial also shows EGT. A gray shaded area continuous limit is also the start of the EGT caution range
follows the pointer. .The EGT caution range is displayed as an amber band
(arc) between the EGT maximum continuous limit and
When EGT is above the EGT maximum continuous limit EGT redline.
but below the EGT redline, the following indications turn
amber in color: The EGT start redline is the maximum limit for the EGT
- EGT digital readout during start on the ground. The redline will go away once
- Box around the digital readout the engine reaches idle.
- Pointer
- Shaded area When EGT is above the start redline the following
indications turn red in color:
When EGT is above redline, the following indications - EGT digital readout
turn red in color: - Box around the digital readout
- EGT digital readout - Pointer
- Box around the digital readout - Shaded area
- Pointer
- Shaded area The electronic engine control (EEC) will stop fuel flow and
ignition if EGT goes over the start redline during an
If the EGT was above redline the box around the digital engine start on the ground.
readout will change to red upon engine shutdown.
EGT REDLINE
EGT DIGITAL
READOUT
EGT AMBER BAND
AND BOX
EGT MAXIMUM
CONTINUOUS LIMIT
CDS DISPLAY UNIT
EGT START REDLINE
SHADED AREA
POINTER
77-21-00-002.TIF
EGT INDICATION
EFFECTIVITY Page 319
B737-600, -700, -800, -900, -BBJ/ALL 77-21-00
ENGINE INDICATING
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
T49.5 (EGT) SENSOR
Identification (1.A.c)
The aircraft vibration monitoring (AVM) system consists
of the following components:
- AVM signal conditioner.
- No. 1 bearing vibration accelerometer.
- Fan Frame Compressor Case Vertical (FFCCV)
accelerometer.
Purpose (1.B.c)
The AVM system continuously supplies engine vibration
data to the common display system (CDS).
Operation (2.C.c)
The AVM system uses N1 rpm, N2 rpm, and vibration
data and supplies it to a signal conditioner. The signal
conditioner supplies the amplified data as an analog
signal to the display electronic units (DEU) and the flight
data acquisition unit (FDAU). The data is displayed on
the center upper display (P2) in units.
NO. 1 BEARING
DEU (2)
VIBRATION SENSOR
FDAU
AVM SIGNAL
CONDITIONER
FFCCV
SENSOR
N2 SPEED
SENSOR
Identification (1.A.c)
The No.1 bearing accelerometer is a solid state assembly
consisting of piezoelectric crystal wafers and collector
plates. The accelerometer is attached to the #1 & #2
bearing support inside the engine. The lead extends out
through the fan frame strut at 3 oclock aft looking
forward (ALF). The connector end is exposed at the
trailing edge of the midbox structure of the fan frame.
The No. 1 bearing accelerometer is rated at 100
picocouloumbs/g sensitivity.
Purpose (1.B.c)
Detects vibration levels of the engine.
Operation (2.C.c)
The accelerometer responds to oscillatory motion and is
highly directional.
yypb-f71-loc-0005-b
.TIF
NO.1 BEARING ACCELEROMETER
EFFECTIVITY Page 325
B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
FFCCV ACCELEROMETER
Identification (1.A.c)
The fan frame compressor case vertical (FFCCV)
accelerometer is a solid state assembly consisting of
piezoelectric crystal wafers and collector plates. The
accelerometer is attached to the mid box structure at the
3 oclock position. The lead extends forward to a bracket
at the 11:00 o'clock position of the HPC upper stator
case where the connector ends. The FFCCV is rated at
100 picocouloumbs/g sensitivity.
Purpose (1.B.c)
Detects vibration levels of the engine.
Operation (2.C.c)
The accelerometer responds to oscillatory motion and is
highly directional.
FAN FRAME
FFCCV VIBRATION
SENSOR
BOLTS
SENSOR RECEPTACLE
ELECTRICAL CONNECTOR
FWD
3 O'CLOCK STRUT
77-31-00-001M1.TIF
77-31-04-000.TIF FAN FRAME COMPRESSOR CASE VERTICAL (FFCCV) ACCELEROMETER
EFFECTIVITY Page 327
B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
SIGNAL CONDITIONER
Identification (1.A.c)
The signal conditioner is mounted in the EE
compartment.
Purpose (1.B.c)
The signal conditioner calculates engine vibration,
isolates system failures and stores historical data for
failures and vibration levels.
EE COMPARTMENT
LOOKING AFT
AVM SIGNAL
CONDITIONER (M1240)
Operation (2.C.c)
The signal conditioner receives power from the 115vac
transfer bus #2. Internally power is converted to 24vdc.
MONITOR FOR
SYSTEM DEFECTS
N1 SPEED SENSOR
RECORD AVM SYSTEM SEE DATA:
DEFECT DATA M1240 DISPLAY
BUS ANALYZER
N2 SPEED SENSOR THROUGH J2
CONNECTOR
AVM SIGNAL CONDITIONER (M1240)
Identification (1.A.c)
There are two methods for gaining access to engine
vibration data and system failure codes:
- The airborne vibration monitoring (AVM) display can
be reviewed by continuously pushing the DATA
switch.
Purpose (1.B.c)
Allows access to engine vibration system data.
Operation (2.C.c)
The test box makes it easier to read and erase data,
however the ARINC analyzer can be used without the
test box.
READ DATA
SWITCHES
TEST BOX
J2 CONNECTOR
77-31-00-002.TIF
VIBRATION DATA ACCESS
EFFECTIVITY Page 333
B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
FUEL INDICATING
Identification (1.A.b)
Consists of the following components:
- Fuel flow transmitter.
- Fuel flow indication control switch.
- Fuel filter differential switch.
- High pressure shutoff valve (HPSOV).
Purpose (1.B.b)
Supplies data for the following indications:
- Fuel flow.
- Fuel used.
- Fuel filter bypass warning.
- High pressure fuel shutoff valve position.
FILTER
BYPASS
EEC CDS/DEU
ENG VALVE
CLOSED
HPSOV
HMU
FUEL FLOW
TRANSMITTER
ENGINE DISPLAY CONTROL
73-30-00-002.TIF
FUEL INDICATING COMPONENTS PANEL (P2-2)
Purpose (1.B.b)
The fuel filter differential pressure switch provides an
indication in the flight deck of a clogged fuel filter.
Operation (2.C.b)
If the difference between filter inlet pressure and outlet
pressure exceeds 11.5 psid the switches will close. The
EEC receives an analog signal form the differential
pressure switch. The EEC changes the analog signal to
a digital sinal and transfer this signal to the display
electronic units (DEU). The DEUs supply a ground
connection causing an amber FILTER BYPASS light to
come on in the flight deck.
ELECTRICAL
CONNECTOR
TO THE EEC
FUEL FILTER
(REF)
FUEL FILTER (REF)
FILTER BYPASS 11.5
DISCREET PSID
FROM EEC FILTER
28/16V DC A A
BAT. BUS BYPASS
MONITOR
INDICATOR
ENG #1 FILTER LOGIC
MASTER DIM
SECT 6 BYPASS LIGHT
(P5-2) MASTER ENGINE #1 FUEL FILTER
P6-3 TEST DEU 1 OR 2 EEC DIFFERENTIAL
RELAY PRESSURE
SWITCH
ENGINE FUEL AND CONTROL - FUEL INDICATING - FUEL FILTER DIFFERENTIAL PRESSURE SWITCH
73-30-00-004.TIF
FUEL FILTER DIFFERENTIAL PRESSURE SWITCH
EFFECTIVITY Page 337
B737-600, -700, -800, -900, -BBJ/ALL 73-30-00
ENGINE INDICATING
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
HIGH PRESSURE SHUTOFF VALVE (HPSOV)
Identification (1.A.b)
The high pressure shutoff valve (HPSOV) is an internal
component of the hydromechanical unit (HMU).
Purpose (1.B.b)
The HPSOV opens and closes to allow for metered fuel
flow. A blue ENGINE VALVE CLOSED light provides an
indication of HPSOV position.
Operation (2.C.b)
With the valve closed, the light is dimly illuminated. With
the valve open, the light is off. A brightly illuminated light
is indicated when there is a disagreement between the
actual and commanded position of the valve.
EEC
HPSOV
CDS/DEU
P5-2 PANEL
HMU
Identification (1.A.b)
The oil indicating system is located on the left side of the
fan case and consists of the following components:
- Oil quantity transmitter (on the oil tank, 2 o'clock).
- Oil pressure transmitter (on the T/P sensor, 10
o'clock).
- Oil temperature sensor (on the T/P sensor, 10
o'clock).
- Oil filter bypass switch (on the scavenge oil filter
assembly, 8 o'clock).
Purpose (1.B.b)
The system supplies oil system data through the
common display system (CDS) to the upper center
display unit (CDU) on the P2 panel. The data displayed
is as follows:
- Oil quantity.
- Oil pressure.
- Oil temperature.
- Scavenge oil filter condition.
Operation (2.C.b)
The oil quantity transmitter sends the oil quantity data
directly to the CDS and the three other components send
data to the CDS through the electronic engine control
(EEC).
OIL QUANTITY
TRANSMITTER
OIL PRESSURE
TRANSMITTER
OIL TANK
OIL
TEMPERATURE
SENSOR
EEC
CDS/DEU
T/P SENSOR
OIL FILTER
BYPASS UPPER CENTER DISPLAY UNIT (P2)
SWITCH
DMS CHIP
DETECTOR
SCAVENGE OIL (OPTIONAL)
FILTER
79-30-00-010.TIF INDICATING
EFFECTIVITY Page 341
B737-600, -700, -800, -900, -BBJ/ALL 79-30-00
ENGINE INDICATING
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
OIL QUANTITY TRANSMITTER
Identification (1.A.b)
The transmitter is an electrical resistance sensor that uses
a floating magnet and reed switches to show oil quantity. A
single connector transmits the data to the common display
system (CDS).
Purpose (1.B.b)
The transmitter measures and sends oil quantity data to the
flight deck.
Operation (2.C.b)
An excitation signal is received by the transmitter from
the CDS. As the floating magnet moves up or down with
the oil level, reed switches open or close resistor circuits.
The resistance value returned to the CDS is proportional
to oil quantity and is displayed on the common display
unit in percent.
EXCITATION
COMMON
CDS/DEU
SENSOR
OUTPUT
OIL TANK
Identification (1.A.b)
The transmitter consists of two sensing elements in a
single housing and one connector. Each element
connects to one channel of the electronic engine control
(EEC). The transmitter is part of the T/P sensor.
Purpose (1.B.b)
The transmitter measures the oil pressure at the outlet of
the lubrication unit and sends the data to the EEC, through
the common display system (CDS) and displays it in the
flight deck
Operation (2.C.b)
The oil pressure differential between the oil supply pump
outlet (forward sump/TGB oil supply line) and the transfer
gearbox (TGB) sump cavity is measured and sent as an
electrical signal to the EEC. The EEC converts this
signal to an ARINC 429 signal that is used by the CDS to
display the oil pressure on two round analog dial
indicators on the center upper display.
EEC
CDS/DEU
LOW OIL
PRESSURE
MESSAGE
P2 PANEL
Identification (1.A.b)
The transmitter consists of two sensing elements in a
single housing and one connector. Each element
connects to one channel of the electronic engine control
(EEC). The transmitter is part of the T/P sensor.
Purpose (1.B.b)
The transmitter measures the oil temperature at the
outlet of the lubrication unit and sends the data to the
EEC, through the common display system (CDS) and
displays it in the flight deck
Operation (2.C.b)
The oil temperature sensor reads the temperature of the
oil within the forward sump and transfer gearbox (TGB)
oil supply line. The sensor sends an electrical signal to
the EEC which in turn changes this signal to an
Aeronautical Radio Incorporated (ARINC) 429 signal.
This signal is sent to the CDS and then displayed on the
center upper display unit.
EEC
CDS/DEU
CHANNEL A
CHANNEL B
OIL TEMPERATURE
INDICATION
P2 PANEL
79-30-00-050.TIF
OIL TEMPERATURE SENSOR
EFFECTIVITY Page 347
B737-600, -700, -800, -900, -BBJ/ALL 79-30-00 Jan 99
ENGINE INDICATING
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
OIL FILTER BYPASS SWITCH
Identification (1.A.b)
The oil filter bypass switch is a normally open switch, that
connects to the electronic engine control (EEC) through a
single connector. The switch is part of the scavenge oil filter
assembly.
Purpose (1.B.b)
The oil filter bypass switch shows the scavenge oil filter data
on the common display system (CDS).
Operation (2.C.b)
The switch monitors the differential pressure between the
inlet and the outlet of the scavenge oil filter. When the
switch closes, an electrical signal is sent to the EEC
which in turn changes this signal to an Aeronautical
Radio Incorporated (ARINC) 429 signal. This signal is
sent to the CDS and then displayed on the center upper
display unit. The message displayed by the CDS reads
as "OIL FILTER BYP"
EEC
CDS/DEU
OIL PRESSURE
INDICATION
FWD P2 PANEL
79-30-00-060.TIF
OIL FILTER BYPASS SWITCH
EFFECTIVITY Page 349
B737-600, -700, -800, -900, -BBJ/ALL 79-30-00
ENGINE INDICATING
Jan 99
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER - INDICATING SYSTEM
General
The thrust reverser (T/R) indicating system supplies T/R Each T/R translating sleeve has one linear variable
translating sleeve position data to the common display differential transformer (LVDT). The LVDT gives sleeve
system (CDS). The REV message comes on as an position data to the engine electronic control (EEC).
indication of translating sleeve position.
The EEC and the display electronics units (DEUs) contain
The T/R indicating system uses the REVERSER lights to the logic necessary to operate the REV message. The
show T/R control system component failure. EEC supplies a signal on an ARINC 429 bus to each
The T/R indicating system can also bring on the ENGINE display electronics unit (DEU). The DEUs then show the
CONTROL light to show T/R indicating system message on the correct display unit.
component failure.
REVERSER Lights
You use the CDU to see T/R indicating system Each T/R has an amber REVERSER light on the P5-68
component failure data. module. There is one light for each T/R. Master caution
comes on after a time delay whenever a REVERSER
REV Messages light comes on. The REVERSER light does not come on
The REV messages show just above the engine N1 in flight.
indicators on the CDS. One message shows for each T/
R. The REVERSER lights come on for 10.5 seconds during
a normal T/R stow operation. A REVERSER light stays
The message shows in amber when one or both sleeves on if a T/R control system component fails during the
of a T/R are between 10 to 90 percent of the travel to stow. The light stays on until the stow failure goes away.
the deploy position. The REVERSER light comes on immediately during a
deploy if a T/R control system component fails. The light
The message shows in green when both sleeves of a T/ stays on until you fix the deploy problem and reset the
R are more than 90 percent of the travel to the deploy engine accessory unit (EAU).
position.
EEC 1
CDU
SYNC LOCK
DEU (2)
yyp- 233a3203-1 (m)
wym t-31-61
1
DCV REVERSER
POSITION
EEC REV
10 67.7
HIV
POSITION ENGINE ON 0
8
CONTROL
ALTNC CDS DISPLAY UNIT
T/R 1 CONTROL EAU (M528)
VALVE MODULE
P5-68 ENGINE MODULE (AFT P5)
78-36-00.001
THRUST REVERSER - INDICATING SYSTEM
EFFECTIVITY Page 351
B737-600, -700, -800, -900, -BBJ/ALL 78-36-00 Jan 99
ENGINE INDICATING
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER - INDICATING SYSTEM
REVERSER Lights
The REVERSER light comes on when any of these T/R - The left translating sleeve position signal (from the
control system components do not operate correctly for LVDT) is not in range
a stow or deploy operation: - The right translating sleeve position signal (from the
- Proximity sensor (2 each T/R sleeve) LVDT) is not in range
Sync lock - The left translating sleeve position signals (from the
- Directional control valve (DCV) inside the T/R LVDT) do not agree
control valve module - The right translating sleeve position signals (from
- Hydraulic isolation valve (HIV) inside the T/R control the LVDT) do not agree.
valve module.
Control Display Unit (CDU)
The engine accessory unit (EAU) contains the logic You can see LVDT real time data and failure messages
necessary to identify T/R control system component on the control display unit (CDU). See 77 for more
failures. The EAU controls the REVERSER lights. information about how the CDU helps you do trouble-
shooting.
ENGINE CONTROL Light
Each engine has an amber ENGINE CONTROL light on
the P5-68 panel. This light comes on when a serious
failure of an engine or the T/R LVDT happens. You
should not dispatch the airplane with an ENGINE
CONTROL light on. Master caution also comes on with
this light.
78-36-00.001
THRUST REVERSER - INDICATING SYSTEM
EFFECTIVITY Page 353
B737-600, -700, -800, -900, -BBJ/ALL 78-36-00 Jan 99
ENGINE INDICATING
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
THRUST REVERSER INDICATING SYSTEM - LINEAR
VARIABLE TRANSFORMER
Refer to chapter 76 for more information about the thrust The EEC supplies excitation to the LVDT. The LVDTs
lever interlock. output voltage is proportional to its armature position.
The LVDTs output is proportional to the sleeve position.
Refer to chapter 73-21 for more information about how
the EEC controls engine thrust.
FWD
wymt-f78-36-0002
FEEDBACK
ROD
REVERSER Lights
The amber REVERSER lights are on the P5-68 module.
This module is on the aft overhead panel (P5) in the
flight compartment.
REV Messages
The REV messages show on the common display
system (CDS). The message shows just above the
engine N1 indicator.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL
78-36-00 Page 356
Jan 99
ENGINE INDICATING
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
wyloc-fd3-41-0002 (fa) (m)
REV MESSAGES
w.yhp.10-62044-001 (m )
87.7 87.7 FIRST OFFICER CDU (P9) P5-68 ENGINE MODULE yyp-p5-68
ENGINE 2
N2 CONTROL
LIGHT
CDS DISPLAY UNIT wymt-31-62-0002 (m)
General
An amber REV message shows when one or both
sleeves of a T/R are more than 10 percent, but less than
90 percent to the deploy position. The REV message
changes to green when both sleeves are more than 90
percent to the deploy position.
EEC
The EEC changes the LVDT analog signal to a digital
signal. The EEC and DEUs contain the REV message
indication logic. The EEC sends a signal on an ARINC
429 bus to each display electronics unit (DEU). The
DEUs show the REV message on the common display
system (CDS).
EXCITATION INDICATION
LOGIC
PROCESS SIGNAL
General
You use the control display units (CDUs) to do trouble-
shooting of the linear variable differential transformer
(LVDT). The CDU shows real time data or failure codes.
Failure Data
The EEC records a LVDT failure when any of these
happen for more than 5 seconds:
- LVDT input to EEC is out of range
- EEC channel A and B see that sleeve is 10 percent
to the deploy position and forward thrust levers are
forward of the idle position.
- The value of the difference between the T/R
sleeves position signals on EEC channel A and B is
greater than 12 percent.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL
78-36-00 Page 360
Jan 99
ENGINE INDICATING
CFMI PROPRIETARY INFORMATION
CFM56-7B TRAINING MANUAL
EFG
E N GI NE 1 B I T E T E S T
R E CE N T F A UL T S 1/ 1
MA I N T ME S S # 7 8 - 1 4 8 1
CDU T H E L R E V E RS E R S L E E V E
P O S I T I ON S I G N AL
I S OU T OF R A N GE
F L I G HT L E G ( X = F A U L T S E T )
0 1 2 3 4 5 6 7 8 9 1 0)
X
< I ND E X HI S T ORY
MAINTENANCE DOCUMENTS
FAULT
MAINTENANCE STRUCTURAL REPORTING BITE
PLANNING DATA REPAIR MANUAL MANUAL
DOCUMENT MANUAL
DISPATCH
DEVIATION
GUIDE
BOEING 737
TASK CARDS MAINTENANCE
AND INDEXES TIPS
AIRPLANE
MAINTENANCE FAULT
MANUAL ISOLATION
MANUAL
JOB
SUPPORTING DATA COMPLETE
O pera tion
T hese are the th in gs tha t dete rmine the inf orma tion MAINT ENA NCE M ANUAL
t hat sho ws on th e displays u nits:
- Display un it status
EF FECTIVITY
ALL 31-62-00 Pag e 10
DIS PL AY
SEL ECT
Jun 1 5/199 4 PANEL ( 2)
D6- Nu mber
RLS (2 )
CO AXIAL
COUPLER ( 4) DU (6)
ENGINE DISPLAY
CONT ROL PANEL
Page Numbering System Each chapter of part II of the AMM has a list of effective
Each page has two numbers in the lower right corner: the pages at the beginning of each chapter.
ASN and a topic page number. Each topic is made up of Chapter 12 of the AMM has the title SERVICING. This
a page block. Each page block is for a special type of chapter has procedures to fill and drain items such as:
information. - Fuel
- Oil
These are the page blocks: - Hydraulic fluid
- Water
- Tire pressure.
CE NTE R PANEL 31-11-31 101 ALL 2. Coaxial Coupl er Removal (Fig. 401)
A . Referenc es
31-11-41 101 ALL (1) AMM TAS K 29-11-00-860-XX X p201, Rem ove Power from the A , B , or
PI LOT'S LIGHTSHIELD
St andby Hydraulic Syst em
FIRST OFFICER'S P ANE L 31-11-51 101 ALL B . Access
(1) Location Zones
31-11-71 101 ALL (a) 211 Flight Compartment - Left
PI LOTS ' CONTROL STAND
(b) 212 Flight Compartment - Right
31-11-81 101 ALL C. Removal Procedure
P
B
CHAPTER TABLE OF CONTENTS (TYPICAL)
01-00-00.003
MAINTENANCE DOCUMENTS - AMM PART 2 - MAINTENANCE PROCEDURES
EFFECTIVITY Page 371
B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
CFMI PROPRIETARY INFORMATION MAINTENANCE DOCUMENTS
CFM56-7B TRAINING MANUAL
EFG
MAINTENANCE DOCUMENTS - AMM PART 2 -
MAINTENANCE PROCEDURES
FIM Chapter Subjects
General The chapter subjects have two types of information. The
Use the Fault Isolation Manual (FIM) to isolate and subjects have the fault isolation tasks. They also have
correct airplane faults. information that help you identify the correct task. These
are the chapter subjects:
To isolate a fault, you must get a FIM task number. You - How to use the FIM
use different sections of the FIM along with airplane data - Fault code index
to identify the correct task number. - Maintenance message index
- Fault isolation tasks
The FIM has these parts: - Task support pages.
- Introduction
- Front subjects The flight crew uses the fault reporting manual (FRM) to
- Chapter subjects. find the fault code.
FIM Introduction If the flight crew does not supply a fault code, you can
The introduction is a very important part of the FIM. It use the front subjects of the FIM to find the task number.
explains the parts of the FIM and tells how to use them.
21
AL L
Pag e 1
EFF ECT IVI TY 21-31 TASK 801
Oct 05 /96
ALL Page 2 01
Dec 05/ 96
EF FE CTIVITY CABIN FAULT CODE INDEX EF FE CTIVIT Y 21-31 TASK SUPPORT
ALL
Page 101 Page 301
ALL
Oct 0 5/96 Dec 05 /96
BITE MANUAL
General
Scenario 1 shows flow and use of the tools for a line 7. The maintenance crew finds the FIM task number
replacable unit (LRU) that has an internal failure. The in a table in the FIM or BITE manual.
flow shows these steps:
1. The flight crew uses the fault reporting manual 8. The task number next to the fault code is
(FRM) to find the fault code. recorded.
2. The flight crew writes the fault code and a brief 9. Find the task number in the FIM.
description of the problem in the aircraft flight log.
10. The FIM says to remove and replace the LRU and
3. The maintenance crew checks the dispatch it references the maintenance manual removal &
deviation guide and decides to fix or defer the installation (R&I) section.
problem.
11. The maintenance crew uses the maintenance
4. For a fix, the maintenance crew uses the fault manual R&I procedures to install a good LRU.
isolation manual (FIM) or the BITE manual to find
the FIM task number. 12. The FIM then gives the steps to verify the fault is
corrected.
5. In the BITE manual, BITE procedure task
numbers in the Observed Fault List have an 13. The fault is gone.
asterisk after the task number. Use the FIM or the
BITE manual for (*) tasks. Use the FIM for tasks 14. The maintenance crew finishes the job by
that do not have an asterisk. completing the paperwork.
AIRCRAFT
FLIGHT LOG
OR FAULT ISOLATION
FIX MANUAL
DISPATCH
FAULT REPORTING DEVIATION
MANUAL GUIDE OR
TASK NUMBER
AIRPLANE
FAULT ISOLATION MAINTENANCE FAULT ISOLATION JOB
MANUAL MANUAL MANUAL COMPLETE
wymt-22-12-0002 AIRCRAFT
LOOK IN A TABLE R&I THE LRU COMPLETE THE FIM LRU TESTS FLIGHT LOG
FOR TASK NUMBER TASK AND VERIFY GOOD COMPLETE THE
THEN DO THE TASK THE REPAIR PAPERWORK
(R&I THE LRU)
Purpose (1.B.a)
The engine fault isolation system allows access to stored
engine fault data and maintenance functions to assist
maintenance personnel in performing corrective action.
Operation (2.C.a)
For engine fault detection the EEC continuously
analyzes engine data and transmits this data through the
CHANNEL A CHANNEL A
B B
FLIGHT
CONTROL
MANAGEMENT
DISPLAY
COMPUTER
UNITS (CDU)
(FMC)
Identification (1.A.a)
There are two control display units (CDU) located on the
center console of the flight compartment. Each CDU
contains twelve line select keys (LSK), six left and six
right for selecting screen displayed menu items. Some
menu items contain more than one page, therefore NEXT
PAGE and PREV PAGE keys are provided.
Purpose (1.B.a)
The CDU of the flight management computer (FMC)
system is used to perform the engine fault history BITE
procedure.
Operation (2.C.a)
After powering up the CDU the first screen displayed is
the initial reference index screen as shown below
Identification (1.A.a)
The Maintenance BITE Index screen displays a menu
that includes the following aircraft/engine maintenance
functions:
- Flight Management Computer System (FMCS)
- Digital Flight Control System (DFCS)
- Auto Throttle (AT)
- Air Data Initial Reference System (ADIRS)
- Control Display System (CDS)
- Engine Exceedance Bite Index (ENGINE)
- Auxiliary Power Unit (APU)
- Fuel Quantity Indication System (FQIS)
Purpose (1.B.a)
The Maintenance BITE index provides a menu for access
to aircraft and engine maintenance functions.
Operation (2.C.a)
To access either engine's ground maintenance functions
select ENGINE line select key (LSK) 1R.
Identification (1.A.a)
The Engine Exceedances and BITE Index screen
displays a menu for initial selection of engine ground
maintenance functions for engine position 1 (LSK 1L) or
engine position 2 (LSK 2L). A menu selection for
exceedance reports can be accessed by selecting line
select key (LSK) 6R.
Purpose (1.B.a)
The Engine Exceedances and BITE index screen
provides a menu for access to specific engine
maintenance functions or exceedance reports.
Operation (2.C.a)
As the initial request for engine ground maintenance
functions select LSK 1L , 2L, 3L, or 4L. After the
selection is made the Flight Management Computer
(FMC) will establish communications with the selected
electronic engine control (EEC) channel associated with
the LSK selected. As this occurs an EEC Initialization
screen will appear followed by the Engine # BITE Test
Main Menu.
Identification (1.A.a)
The Engine # BITE Test MAIN MENU is the first screen
displayed by the electronic engine control (EEC) and
includes the following menu selections:
- RECENT FAULTS
- FAULT HISTORY
- IDENT/CONFIG
- GROUND TESTS
- INPUT MONITORING
Purpose (1.B.a)
Provides a list of all Engine # BITE Test functions
available to the maintenance personnel.
Operation (2.C.a)
Select the line select key (LSK) 1L to access the
RECENT FAULTS function.
Line 5 contains the message number used to uniquely Selecting the INDEX LSK 6L will return the operator to
identify the fault. This number is indexed to the Fault the MAIN MENU.
Isolation Manual (FIM) to acquire the correct
troubleshooting procedures required to correct the fault.
Purpose (1.B.a)
Supports the engine intermix activity and allows for the
clearing of faults when the electronic engine control
(EEC) is moved from airplane to airplane , or engine to
engine.
Operation (2.C.a)
Selecting ENG S/N line select key (LSK) 3L displays a
screen allowing the operator to change the engine serial
number.
Identification (1.A.a)
When the ground tests function is selected from the
Engine # BITE Test MAIN MENU the following selections
are displayed:
- electronic engine control (EEC) Test
- Thrust Reverser Lever Interlock Test
- Actuators Test
- Igniters Test
Purpose (1.B.a)
The screen lists different engine tests that can be
conducted.
Operation (2.C.a)
Selecting line select key (LSK) 1L, 2L, 3L, or 4L from the
GROUND TESTS menu will display the selected test
menu screen.
Identification (1.A.a)
When the input monitoring function is selected from the
Engine # BITE Test main menu the following parameters
are monitored by the electronic engine control (EEC) and
output to the Flight Management Computer (FMC)
Central Display Unit (CDU):
- Control Loops (page 1/2)
- Control Pressures (page 1/2)
- Control Temperatures (page 1/2)
- Fuel System (page 1/2)
- Oil System (page 1/2)
- Speeds (page 2/2)
- Analog Signals (page 2/2)
- Digital Signals (page 2/2)
Purpose (1.B.a)
Displays the Input Monitoring information screen(s)and
allows maintenance personnel to monitor (in near real
time) engine conditions.
Operation (2.C.a)
Select line select key (LSK) 1L, 2L, 3L, 4L, or 5L (page 1/
2) or 1L, 2L, or 3L (page 2/2) to display monitoring
screens.