CF6-80C2 ATA 70-80 Power Plant LLTT.pdf

Training ManualBOEING 767--300

POWER PLANT(GE / CF6 -- 80C2)

ATA 71 -- 80

For training purpose and internal use only.

Copyright by Lufthansa LAN Technical Training S.A.

All rights reserved. No parts of this training manual maybe sold or reproduced in any form without permission of:

Lufthansa LAN Technical Training S.A.

Clasificador 74

Av. Américo Vespucio 901, Renca

Santiago -- Chile

Tel. +56 (0)2 601 99 11

Fax +56 (0)2 601 99 24

www.lltt.cl

Lufthansa

LANTechnicalTraining

ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 3SCL JGB May -- 2001

ATA -- 71 POWER PLANT

TABLE OF CONTENT

General Data 002Cowlings 004Inlet Cowl 006Fan Cowl 010

Fan Cowl Latch Ajustment 014Fan Cowl Chine 016

Thrust Reverser 018Thrust Reverser Latch 020Thrust Reverser Latch Ring 022Thrust Reverser Opening Actuator 024Thrust Reverser Deflection Limiter 032

Core Cowl 034Core Cowl Latch Adjustment 038

Turbine Exhaust and Plug 040Engine Mounts 042

Fwd Engine Mount 043Aft Engine Mount 045

Engine Vent and Drains 046Engine Hazard Areas 048Engine Entry Corridor 052Engine Noise Hazard Areas 054

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


POWER PLANT

GENERALThe General Electric CF6--80C2F is a high bypass ratio, axial flow,dual--rotor turbofan engine. The two strut--mounted engines supplyairplane thrust, and power the electrical, pneumatic and hydraulicSystems.The engine data and engine assembly identification plates are attachedto the left tan case.Engine specifications are listed on the next graphic.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 5SCL JGB May -- 2001Figure 1 Engine Data

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


ENGINE COWLING

PurposeThe cowling is an aerodynamically smooth protective cover surroundingthe engine, engine--mounted components, and accessories. The cowlingdirects airflow around and through the engine.

DescriptionThe cowling for each engine includes the inlet cowl, fan cowl panels, thrustreverser halves and core cowl panels. There are access doors and openingson the cowling for maintenance, servicing and pressure relief.An exhaust sleeve and exhaust plug direct the hot turbine exhaust gasesexiting the low--pressure turbine.Hinges hold the fan cowl panels, thrust reversers and core cowls to thestrut. The inlet cowl, exhaust sleeve and exhaust plug are bolted directlyto the engine.An aerodynamic chine is mounted on the inboard fan cowl panel.

Cowl Opening SecuenceOpen the fan cowl panels first, then the thrust reverser, then the corecowl , panels. Close the core cowl panels first, then the thrust reverser,then the fan cowl panels.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 7SCL JGB May -- 2001Figure 2 Engine Cowling

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


INLET COWL

PurposeThe inlet cowl directs air into the fan. It is mounted on the engine fancase forward flange.

DescriptionThe inlet cowl has an inner barrel, an outer barrel, an inlet lip, and forwardand aft bulkheads. It is an aluminum structure with Kevlar--graphite externalpanels. Honeycomb acoustic panels line the inner surface of the inlet cowl toreduce air noise.Thermal bleed air prevents ice from forming on the inlet cowl leading edge.An anti--ice air exhaust port is located on the aft. bottom of the cowl.There are provisions for a service interphone jack on the lower left side.(Not operational on the Boeing 767).There are four hoist points on the outer barrel for attaching a sling to removeand install the cowl.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 9SCL JGB May -- 2001Figure 3 Inlet Cowl

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


INLET COWL REMOVAL AND INSTALLATION

GeneralRemove the fan cowl panels before removing the inlet cowl. The inlet cowlweighs about 527 pounds (239 Kg).

CAUTION: DURING INLET COWL REMOVAL / INSTALLATION, DONOT LEAVE TOOLS OR OTHER OBJECTS IN AIR INLET.FOREIGN OBJECTS CAN CAUSE SEVERE DAMAGE TOENGINE WHEN INGESTED

The TAl duct must be disconnected.

CAUTION: ADJUST SLING TO TAKE ONLY THE WEIGHT OF THEINLET COWL. ADDITIONAL WEIGHT CAN DAMAGECOWL AND SLING.

A crane and sling assembly is used to remove the inlet cowl. After the mountbolts are removed, pull the cowl forward to clear the index pins.

InstallationMake sure that the index pins are installed on the inlet cowl. Align the cowlwith the index pin receptacles on the engine flange. Install the mount bolts.Connect the thermal anti--ice duct, and install the fan cowl panels.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 11SCL JGB May -- 2001Figure 4 Inlet Cowl Removal and Installation

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


FAN COWL PANELS

GeneralThe fan cowl panels are hinged to the strut and align with the inlet cowland thrust reverser. Panels are latched together at the bottom centerlinewith three flush--mounted tension latches. The fan cowl panels open foraccess to components on the engine fan case.Each fan cowl overlaps the corresponding thrust reverser half. The right fancowl panel has an access door to service the engine oil tank without openingthe fan cowl. This panel is also a pressure relief panel.There are two hold--open rods on each fan cowl panel. The hold--open rodsengage brackets on the tan case and extend to hold the tan cowl open ineither of two positions. The tree ends of the rods are stowed in receiverson the cowl.

Opening Fan Cowl PanelsEngage the forward hold--open rod first, then engage the aft hold--open rod.

WARNING: ADEQUATE SUPPORT OF FAN COWL PANEL MUST BEMAINTAINED WHILE ENGAGING HOLD OPEN RODS TOPREVENT INJURY TO PERSONNEL AND / OR ENGINECOMPONENTS.

Retract the sleeve at the receiver end of the hold open rod to remove the rodfrom the receiver. Fully extend and lock the outer rod segment. Push in onthe secondary lock and pull back the inner collar to unlock the inner segment.Fully extend and lock the inner segment. Check that the red UNLOCKEDbands at the collars are not visible

WARNING: ENSURE THAT HOLD OPEN ROD IS FULLY EXTENDEDAND LOCKED TO PREVENT ACCIDENTAL CLOSING OFCOWL PANEL. PERSONNEL STRUCK BY FALLING COWLPANEL COULD BE SERIOUSLY INJURED. ROD IS NOTLOCKED IF RED BAND WITH THE WORD ’UNLOCKED” ISVISIBLE. IF RED BAND IS VISIBLE, ROD WILL RETRACTUNDER LOAD.

Hold the sleeve in, engage hold open rod into the engine--mounted receiverand release the sleeve.

Closing Fan Cowl PanelsClose the corresponding thrust reverser half before closing the fan cowlpanel. Disengage the aft hold open rod first, then disengage the forwardhold open rod. Retract the sleeve on the hold open rod and disengage therod from the engine mounted receiver. Release the secondary lock and slidethe outer collar to unlock the hold open rod. The UNLOCKED indication isthen visible. Repeat the unlock procedure for the inner collar. Retract thehold--open rod and engage it into the fan cowl panel receiver.

CAUTION: DO NOT ALLOW FAN COWL PANEL TO SLAM CLOSED.DAMAGE TO FAN COWL PANEL AND / OR ENGINECOMPONENTS MAY RESULT.

Push the fan cowl panels together and engage the latches.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 13SCL JGB May -- 2001Figure 5 Fan Cowl Panels

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


FAN COWL REMOVAL AND INSTALLATION

RemovalOpen the fan cowl panel to be removed When removing the ball lock pins,check that the cowl panel hinge fittings rest on the roll pins.

WARNING: ADEQUATELY SUPPORT FAN COWL PANEL DURINGHANDLING. FAN COWL PANELS WEIGH ABOUT 110POUNDS EACH.

Manually support the fan cowl panel and disengage the hold open rods.Use the three lift sling attach points to lift the fan cowl outward from theroll pins.

CAUTION: RAISING OR LOWERING FAN COWL PANEL AFTERREMOVAL OF HINGE BALL LOCK PINS MAY DAMAGEUPPER COWL SEAL. CAREFULLY LIFT PANEL OUTWARDFROM STRUT HINGE FITTING TO AVOID DAMAGE TOSEAL.

InstallationPosition the fan cowl panel hinge fittings on the roll pins at each hinge location.Rotate the panel 55 ° open to align the hinge fitting holes. Install the ball lockpins and cotter pins. Adjust the fan cowl latches.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 15SCL JGB May -- 2001Figure 6 Fan Cowl Panel Removal and Installation

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


FAN COWL PANEL LATCH ADJUSTMENT

Adjustment -- Latches and ShimsAdjusting the fan cowl panel latches is necessary for panel security andaerodynamic smoothness. Adjust the latches whenever either fan cowlpanel or thrust reverser half is replaced.

CAUTION: DO NOT USE OVER 100 POUNDS FORCE TO PUSHLATCH HANDLE CLOSED. EXCESSIVE FORCE CANDAMAGE LATCH.

Close the fan cowl panels, using hand--pressure, and close the latches.An adjustment is required if the cap between left and right fan cowl panelsis not between .06 and .18 inches. The adjustment is made with shims.

Test -- Force Required to Close Latches

CAUTION: DO NOT USE OVER 100 POUNDS FORCE TO PUSHLATCH HANDLE CLOSED. EXCESSIVE FORCE CANDAMAGE LATCH.

CAUTION: DO NOT ROTATE KEEPER EYE BOLT TO ADJUSTLATCH TENSION. DAMAGE TO KEEPER MAY RESULT.

If the force required to close the latch is not between 50 and 100 pounds,open the latch handle to release tension on the keeper. Insert a hex wrenchinto the adjustment star within the keeper mounting and rotate the adjustmentstar with the hex wrench. The latch keeper mounting shows the direction torotate the adjustment star to increase the load. Properly adjusted latchesclose with a loud pop. Close the fan cowl latches and check that all the latchhandles are even with the fan cowl panel.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 17SCL JGB May -- 2001Figure 7 Fan Cowl Panel Latch Adjustment

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


FAN COWL CHINEThe fan cowl chine improves airplane aerodynamic characteristics atlow air speeds.The chine is installed at 45 ° from the fan cowl panel top centerline on theinboard fan cowl panels. A fiberglass insulator is mounted between chineand fan cowl panel.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 19SCL JGB May -- 2001Figure 8 Fan Cowl Chine

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


THRUST REVERSER

GeneralWhen the thrust reverser is stowed, it acts as a cowl for efficient thrust.When the thrust reverser is deployed, fan exhaust air is deflected forwardto slow down the airplane.The thrust reverser halves are attached to the strut and align with thefan cowl and core cowl. Opening the thrust reverser permits access tocomponents on the high pressure compressor case and accessory gearbox.Each thrust reverser half overlaps the corresponding core cowl panel. Theyare mounted to the lower part of the strut with three hinges. The thrustreverser halves are latched closed with tension latches and the thrust reverserlatch ring assembly. The thrust reverser latch ring assembly has upper andlower latches, upper and lower latch handles and upper latch cable.Major components for the thrust reverser system are mounted to the reversertorque box and fixed structure.

OperationThe inner and outer duct walls make a flow path for fan air exhaust.Translating cowls, drag links and blocker doors direct fan exhaust throughthe deflectors when the thrust reverser is deployed. Pneumatically poweredcenter drive units and ball screw actuators move the translating cowls.The deflectors are covered by the translating cowl, when stowed.The translating cowl is lined with acoustical material to reduce noise.The deflectors are also called cascade segments or cascade vane segments.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 21SCL JGB May -- 2001Figure 9 Thrust Reverser

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


THRUST REVERSER TENSION LATCHES

GeneralThe thrust reverser halves are latched together by three tension latchesalong the bottom split--line.The latches are mounted within the area covered by the access and blowout doors on the bottom of the thrust reverser. The forward blow out doormust be opened first and closed last.Latch hooks are on the left half and fit over latch pins on the right half.Latch tension is adjustable.

AdjustmentThe fan cowl panels must be open. The access and blow out doors must beopen. Unlatch all three tension latches in order, starting with the aft latch,working forward. Check the tension latches for damage.The tension latch handle closing force is measured with a spring scale.Adjust tension latches from forward to rear. Adjust the closing force byloosening the latch bolt nut and rotating an octagonal offset bushing.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 23SCL JGB May -- 2001Figure 10 Thrust Reverser Tension Latches

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


THRUST REVERSER LATCH RING ASSEMBLY

GeneralThe thrust reverser latch ring assembly secures the outer leading edge of thethrust reverser halves to the aft flange of the fan stator case. It transmitsreverser loads into the engine fan frame instead of the strut hinges.This assembly is mounted around the leading edge of each thrust reverser half.Access is through the fan cowl panel.The upper latch of the mounting ring is a hook that engages a U bolt on top ofthe stator case. The U bolt is adjustable to control upper latching force. Thebottom latch is a barrel nut that fits into a claw type clevis bracket at thebottom of the fan case. The barrel nut is adjustable to control lower latchingforce. Upper and lower latch handles open and close upper and lower latches.The upper latch cable is adjustable. The thrust latch ring assembly is removedby removing the attachment bolts (not shown).

OperationsTo open the thrust reverser latch ring assembly, pull the lower latch handleoutward until the latch pin bottoms in the slot. Rotate the upper latch handleoutward disengaging the latch pin from the slot. The upper latch is nowdisengaged from the U bolt. Rotate the lower latch handle outward,disengaging the barrel nut from the clevis bracket. To close the thrust reverserring latch assembly, engage the barrel nut with the clevis and rotate the lowerlatch handle inward rotate the upper latch handle inward engaging the latch pinin the slot. The upper latch engages the U bolt.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 25SCL JGB May -- 2001Figure 11 Thrust Reverser Latch Ring Assy

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


THRUST REVERSER OPENING ACTUATORThe thrust reverser opening actuator permits each thrust reverser halfto be opened with a portable hydraulic pump.Each thrust reverser opening actuator is mounted to a bracket on eachside of the airplane strut. The thrust reverser opening relief valve ismounted to the multiple connector. A flexible hose is connected from thestrut T-- fitting to the thrust reverser opening actuator inlet fitting.The inlet fitting has a restrictor to limit the rate of closure. If a hydraulicline ruptures, or if the thrust reverser half is closing too fast, the restrictorensures that the thrust reverser half takes at least 15 seconds to close.A 25 micron filter at the input fitting protects the restrictor and actuatorassembly from fluid contamination.The thrust reverser opening relief valve relieves high system pressure andis set to open at 4350 -- 4500 psig.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 27SCL JGB May -- 2001Figure 12 Thrust Reverser Opening Actuator

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


THRUST REVERSER OPENING / CLOSING

Operation

Thrust Reverser Opening

WARNING: USE THE THRUST REVERSER HYDRAULIC POWEROPENING SYSTEM ONLY FOR OPENING AND CLOSINGTHE REVERSER HALVES.THE SYSTEM SHOULD NEVERBE USED AS A HOLD OPEN DEVICE. ALWAYS SECUREEACH OPENED REVERSER HALF WITH A HOLD OPENROD, TO PREVENT SERIOUS INJURY DUE TOACCIDENTAL OR INADVERTENT CLOSURE.KEEP ALL PERSONNEL CLEAR OF AREAS UNDER ANDBETWEEN REVERSER HALVES DURING OPENING ANDCLOSING CYCLES.

CAUTION: BE SURE LEADING EDGE SLATS ARE RETRACTEDAND LOCKED BEFORE OPENING THRUST REVERSER.FAILURE TO DO SO MAY RESULT IN DAMAGE TOTHRUST REVERSER, LEADING EDGE SLATS AND / ORWING.

CAUTION: DO NOT OPEN THRUST REVERSER BEYOND THE 20DEGREES POSITION WITH THE THRUST REVERSERTRANSLATING COWLS EXTENDED. DAMAGE TOTRANSLATING COWLS OR STRUT MAY RESULT.

CAUTION: ENSURE THAT LATCH RING UPPER LATCH HANDLE ISFULLY OVER--CENTER BEFORE OPENING REVERSER.FAILURE TO TOTALLY DISENGAGE UPPER LATCH HOOKFROM U BOLT COULD RESULT IN DAMAGE TOEQUIPMENT.

The fan cowl panel must be opened and secured before the correspondingthrust reverser half is opened. Open the blowout and access doors.Release the thrust reverser lower tension latches. Release the thrust ringlatch assembly by rotating the upper and lower latch handles. Attach ahose from hydraulic hand pump to the quick--disconnect hydraulic connector.The connectors are located on the aft fan case (5:00 for the right thrustreverser half and 7:00 for the left thrust reverser half).

CAUTION: INSTALL HOLD OPEN ROD BALL--LOCK PIN WITHPLUNGER BUTTON UP.

Close the pump valve and operate the pump. The fluid is pumped into thethrust reverser opening actuator. Open the reverser half far enough toconnect the hold--open rod to the fan case support.For the 20 degree position,connect the hold open rod without extending the rod. For the 45 degreeposition, remove the ball lock pin and extend the rod to its full length, theninstall the ball lock pin. Install the ball lock pin with plunger button up. Releasethe hydraulic pressure by slowly opening the hydraulic pump valve. Disconnectthe pump hose and install the dust cover.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 29SCL JGB May -- 2001Figure 13 Thrust Reverser Opening / Closing

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


Thrust Reverser ClosingThe core cowl panel must be latched closed before the corresponding thrustreverser half is closed.

CAUTION: ENSURE CORE COWL PANEL IS FULLY CLOSED WHENCLOSING THRUST REVERSER HALF OR DAMAGE TOCORE COWL MAY OCCUR.

WARNING: DO NOT STAND BETWEEN ENGINE AND THRUSTREVERSER WHEN CLOSING THRUST REVERSER.INJURY TO PERSONNEL AND / OR DAMAGE TOEQUIPMENT COULD OCCUR.

CAUTION: OBSERVE THAT THE VEE--FLANGE GUIDES INTOENGINE VEE GROOVE AND THAT FULL ENGAGEMENTIS TAKING PLACE WHEN CLOSING THRUST REVERSER.DAMAGE TO THRUST REVERSER MAY RESULT FROMMISALIGNMENT.

CAUTION: ENSURE LATCH RING UPPER LATCH HANDLE IS IN THEFULLY OPEN POSITION BEFORE CLOSING THRUSTREVERSER. DAMAGE TO UPPER LATCH U--BOLT SPRINGRETAINER MAY RESULT.

Remove the dust cover from the hydraulic connector and connect the hydraulicpump hose. Close the pump valve and operate the pump until the reverserweight is removed from the hold--open rod. Stow the hold--open rod. Slowlyopen the pump valve to close the reverser.

NOTE: WITH THE PUMP VALVE OPEN, THE REVERSER SMOOTHLYCLOSES IN APPROXIMATELY 15 SECONDS.

CAUTION: WHEN SECURING THRUST REVERSER, VERIFY THEUPPER LATCH HOOK HAS ENGAGED THE U--BOLT

Secure the thrust ring latch assembly and the three tension latches.Disconnect the pump hose. Close access door, then close the blowout door.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 31SCL JGB May -- 2001Figure 14 Thrust Reverser Opening / Closing

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


THRUST REVERSER REMOVAL AND INSTALLATION

RemovalTo remove the thrust reverser, the fan cowl panel and skirt fairing mustfirst be removed, applicable circuit breakers opened, leading edge flapsretracted and the thrust reverser deactivated.Connect the thrust reverser sling to the thrust reverser at the four attachpoints. Support the thrust reverser with a lifting device. Remove the threehinge bolts. Disconnect the pneumatic supply line, sense line, and electricalconnector.

WARNING: ENSURE THRUST REVERSER IS SUPPORTED SECURELYBY THE SLING HOIST AND HOLD--OPEN RODS. THRUSTREVERSER COULD CLOSE SUDDENLY CAUSING SEVEREINJURY TO PERSONNEL, AND / OR DAMAGE TOEQUIPMENT.

CAUTION: THE THRUST REVERSER HALVES CAN NOT BE LIFTEDOR MOVED UNLESS ALL 16 CASCADE VANE SEGMENTSARE INSTALLED. DAMAGE TO THRUST REVERSERSTRUCTURE MAY RESULT. CONTROL SWING OF THRUSTREVERSER WITH TAG LINES TO PREVENT THRUSTREVERSER SWINGING INTO ENGINE OR EQUIPMENT.

InstallationAlign the thrust reverser with the three hinge fittings and install the hinge bolts.Check that the clearance is correct between the thrust reverser fitting and strutfitting. Lower the thrust reverser and remove the lifting device and sling.When raising the thrust reverser for installation, it is suspended at an angle of45 degrees.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 33SCL JGB May -- 2001Figure 15 Thrust Reverser Removal and Installation

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


THRUST REVERSER DEFLECTION LIMITER ADJUSTMENT

GeneralThe deflection limiter is a pad that makes sure compression of the fireand drain seals is correct. The pads also control the clearance betweenthe two thrust reverser halves and between the thrust reverser halvesand the engine strut. There are three deflection limiters on the left andright thrust reverser upper bifurcations. There are two on the right lowerbifurcation The deflection limiter must be adjusted after a thrust reverseris removed and replaced.

Adjustment Procedure

WARNING: FAILURE TO DEACTIVATE THRUST REVERSERHALVES FOR GROUND MAINTENANCE COULDRESULT IN INADVERTENT THRUST REVERSEROPERATION WITH POSSIBLE INJURY TOPERSONNEL AND / OR DAMAGE TO EQUIPMENT.

Deactivate both thrust reverser halves before working on the engine.This procedure uses petroleum jelly as a parting agent on the three upperbifurcation deflection limiter wear pads on each side of the strut, and onthe two lower pads on the left reverser half. Modeling clay and petroleumjelly or transfer dye is used to measure the contact between the strut andthrust reverser.Apply the petroleum jelly or dye to the strut along the fire seal contact area.Apply clay to the upper bifurcation deflection limiters on each reverser halfand the two lower bifurcation deflection limiters on the right thrust reverserhalf. Close, latch, and then open the reversers. The resulting depression onthe clay, and the transfer of the dye or jelly on the fire seals, tells if thedeflection limiters are adjusted properly. Add or remove shims if adjustmentis necessary. Also check tension latch closing force and access / blowoutdoor overlap at this time, and adjust as necessary.

CAUTION: ENSURE ACCESS PANEL DOOR IS CLOSED ANDLATCHED BEFORE CLOSING BLOWOUT DOOR.WITH DOORS CLOSED, MAKE SURE DOOR RETENTIONPINS ARE ENGAGED. PRELOAD MUST NOT EXIST ONBLOWOUT DOOR LATCHES WITH DOOR CLOSED.BLOWOUT DOOR RETENTION CABLES MUST BEPROPERLY STOWED TO AVOID PRELOAD ORINTERFERENCE.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 35SCL JGB May -- 2001Figure 16 Thrust Reverser Deflection Limiter Adjustment

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


CORE COWL PANELS

GeneralThe left and right core panels cover the turbine case section of the engine.They open to allow access to the combustion and turbine cases of the engine.The core cowl panels are attached to the strut with hinges, align with theinner barrel of the thrust reverser on the forward edge, and rest againstthe engine exhaust sleeve on the aft edge. The panels are latched togetherwith three flush--mounted tension latches at the bottom.A hinged pressure relief door with a latch is installed on the right core cowlpanel. Two lanyards restrain the door when it is open. Fire shields arelocated inside the panels. A hold--open rod on each cowl is extended andconnected to a bracket on the engine to hold the cowl 50° open. When therod is not in use, the free end is stowed in a receiver on the cowl.

Opening Core Cowl PanelsOpen the fan cowl panels and thrust reverser halves before opening the corecowl panels.

WARNING: BE SURE FAN COWL PANELS ARE OPENED ASREQUIRED BY 71--11--06 BEFORE OPENING THRUSTREVERSER. FAILURE TO FOLLOW 71--11--06 COULDRESULT IN INJURY TO PERSONNEL AND / OR DAMAGETO FAN COWL PANELS, CORE COWL PANELS, ANDTHRUST REVERSER.

Release the core cowl latches and disengage the hold--open rods from thereceivers. Fully extend the rod to the locked position. The red UNLOCKEDindicator band must not be visible.

CAUTION: ENSURE THAT HOLD--OPEN ROD IS FULLY EXTENDEDAND LOCKED TO PREVENT ACCIDENTAL CLOSING OFCOWL PANEL. PERSONNEL STRUCK BY FALLING COWLPANEL COULD BE SERIOUSLY INJURED. ROD IS NOTLOCKED IF RED BAND WITH THE WORD UNLOCKED ISVISIBLE. IF RED BAND IS VISIBLE, ROD WILL RETRACTUNDER LOAD.

Hold the sleeve retracted to engage the hold--open rod to the engine--mountedbracket.

Closing Core Cowl Panels

WARNING: ADEQUATE SUPPORT OF CORE COWL PANEL MUSTBE MAINTAINED WHILE HOLD--OPEN RODS ARE BEINGDISENGAGED TO PREVENT INJURY TO PERSONNELAND / OR ENGINE COMPONENTS.

Retract the sleeve at the receiver end of the hold--open rod to disengage therod. To unlock the hold--open rod from its extended position, rotate and slidethe collar in the direction indicated and push the secondary lock. The holdopen rod is now retracted allowing the collar to move to its original position.The UNLOCKED indication is visible. Connect the hold--open rod to thereceiver on the cowl to stow it.

CAUTION: DO NOT ALLOW CORE COWL PANELS TO SLAM CLOSED.DAMAGE TO PANEL AND / OR ENGINE COMPONENTSMAY RESULT.

Stow the hold--open rod and lower the core cowl panel.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 37SCL JGB May -- 2001Figure 17 Core Cowl Panels

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


CORE COWL PANEL REMOVAL AND INSTALLATION

RemovalOpen the core cowl panel to be removed.

WARNING: ADEQUATELY SUPPORT CORE COWL PANEL DURINGHANDLING. RIGHT CORE COWL PANEL WEIGHS ABOUT90 POUNDS. LEFT CORE COWL PANEL WEIGHS ABOUT65 POUNDS.

Manually support the core cowl panel using the sling attach points. Stowthe hold--open rod. Remove the ball lock pin from each hinge fitting andlift the panel off the hinge fittings.

InstallationPosition the core cowl panel on the strut and align with the hinge fitting holes.Install ball lock pins and cotter pins at each hinge location. Close the core cowlpanel. Adjust the latches if necessary.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 39SCL JGB May -- 2001Figure 18 Core Cowl Panel Removal and Installation

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


CORE COWL PANEL LATCH ADJUSTMENT

Adjustment -- Latches and ShimsThe core cowl panel latches are adjusted for panel security and aerodynamicsmoothness. Adjust the latch whenever either thrust reverser half or corecowl panel is replaced.

CAUTION: FAILURE TO PROPERLY ADJUST LATCHES ANDSHIMS MAY ALLOW LATCHES TO DISENGAGE INFLIGHT RESULTING IN LOSS OF COWL.

With the core cowl panels open, see that the keeper eye bolts do not rotate,and that the retention pins are not sheared off. If the keeper eye bolt rotates,replace the broken or damaged keepers and / or latches immediately. With thecore cowl panels closed and latched, measure the gap between the core cowlpanels at each latch. Adjust the gap if it is greater than .220 inch, using shimsand a bearing pad.

Test -- Force Required to Close Latches

CAUTION: DO NOT USE OVER 100 POUNDS FORCE TO PUSHLATCH HANDLE CLOSED. EXCESSIVE FORCE CANDAMAGE LATCH. DO NOT ROTATE KEEPER EYE BOLTTO ADJUST LATCH TENSION. DAMAGE TO KEEPER MAYRESULT.

If the force required to close the latch is not between 50 and 100 pounds,open the latch to relax the tension on the keeper. Adjust the force by rotatingthe adjustment star with a hex wrench or other suitable tool. The latch keepermounting has an arrow to show the direction of rotation to increase the closingforce. Properly adjusted latches close with a loud pop. Close the core cowllatches and check that all of the latch handles are flush with the core cowlpanel contour.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 41SCL JGB May -- 2001Figure 19 Core Cowl Panel Latch Adjustment

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


TURBINE EXHAUST SLEEVE AND PLUG

GeneralThe turbine exhaust system makes a smooth exit path for turbine exhaust.The sleeve and plug form a nozzle to produce thrust The turbine exhaustsleeve is located aft of the turbine rear frame. The turbine exhaust plug ismounted inside the exhaust sleeve.

Turbine Exhaust SleeveThe sleeve is conical, weighs 159 pounds (72 Kg) and is bolted to the turbinerear frame. It is acoustically treated with brazed titanium honeycomb.The core cowl rests on pads mounted around the sleeves leading edge.

WARNING: BE SURE FULL WEIGHT OF SLEEVE IS SUPPORTEDBY CRADLE BEFORE REMOVING BOLTS. SLEEVE MAYSHIFT OR FALL INJURING PERSONNEL OR DAMAGINGCOMPONENTS.

Turbine Exhaust PlugThe plug is also bolted to the turbine rear frame, weighs 33 pounds (15 Kg),and is a one piece construction. It is acoustically treated with brazed titaniumhoneycomb.

WARNING: BE SURE FULL WEIGHT OF PLUG IS SUPPORTEDBEFORE REMOVING NUTS FROM UPPER HALF.PLUG MAY SHIFT OR FALL INJURING PERSONNELOR DAMAGING COMPONENTS.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 43SCL JGB May -- 2001Figure 20 Turbine Exhaust Sleeve and Plug

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


FORWARD ENGINE MOUNT

GeneralThe forward engine mount transmits thrust, vertical and lateral loads tothe strut. Major component are the upper forward engine mount and thelower forward engine mount.

Upper Forward Engine MountThe upper forward engine mount is part of the strut. It has holes for thetension bolts that attach it to the lower engine mount, and for the forwardshear pin.

Lower Forward Engine MountThe lower forward engine mount is made of a titanium alloy. The enginemount is attached to the aft inner flange of the fan frame. The mounthas a platform which attaches to the fan frame with a failsafe clevis,a yoke bolted to the forward end of the platfom, two platfom links whichattach to the yoke, and two frame links which attach the yoke to the fanframe.The ends of the yoke are also attached directly to the fan frame on bothsides. One side has a tangential link to allow for thermal effects.

Engine AttachmentThe upper mount is attached to the lower mount platform with four tensionbolts. Loads are transmitted from the fan case to the platform by the fourlinks through the yoke. The tension bolts transmit vertical loads (the weightof the engine). A shear pin on the platform fits into the upper mount totransmit lateral loads (thrust) from the platform to the strut.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 45SCL JGB May -- 2001Figure 21 Forward Engine Mount

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


AFT ENGINE MOUNT

GeneralThe aft engine mount transmits lateral, vertical and torque loads. Majorcomponents are the upper aft engine mount and the lower aft engine mount.

Upper Aft Engine MountThe upper aft engine mount is part of the strut assembly. Two tamdem barrelnut assemblies in the mount connect to the tension bolts holding the upper andlower mounts together.

Lower Aft Engine MountThe lower aft engine mount is attached to the engine turbine rear frame at twopoints. The left attachment has a tangential link between the mount and frameto allow for thermal effects.The mount is made of Titanium.

Engine AttachmentThe upper and lower mounts are connected together during engine installationusing four tension bolts and barrel nuts. Two shear pins transmit lateral loadsbetween the mounts.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 47SCL JGB May -- 2001Figure 22 Aft Engine Mount

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


ENGINE VENTS AND DRAINS

Drain ModuleA drain module collects leaked fluids and routes them to the drain mast.The module is mounted on the engine accessory gearbox. Access is throughthe thrust reverser halves.The accessories have separate drain inputs to the drain module. The drainmodule separates the leaked fuel from the leaked oil and hydraulic fluids.These leaked fluids are discharged during flight separately through the drainmast. When 200 Knots air speed is reached, a spring loaded valve to close( no showed ) is opened by ram air from air inlet on the drain mast. This airflow empties the drain cavities by discharging accumulates fluids overboardthrough the mastThere are push--to--open drain valves on the bottom of the module to helplocate leakage sources. They are labeled to identify the different accessoryseal drains. There are separate valves for the hydraulic pump pad, fuel / oilheat exchanger, main fuel pump pad, hydromechanical unit pad, starter padand IDG pad.

Drain MastThe drain mast is mounted below the fan stator case and extends below thefan cowl. The mast drains the drain module and other accessories that areconnected directly.The drain lines that exit directly through the drain mast are the strut drain,variable bypass valve actuators, variable stator vane actuators, fuel drainmanifold, forward electrical junction box, IDG pressure relief valve, turbineair cooling valve actuators, fuel line shroud, and IDG over--temperature casedrain.

Scupper and Combustor DrainsAn oil tank scupper drain prevents service overflow (spillage) fromaccumulating on the engine. It is not connected to the drain mast.A combustor drain lets fluids drain from the combustor section when theengine is not running. It is not connected to the drain mast but has a linerouted to the bottom of the rear turbine frame.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 49SCL JGB May -- 2001Figure 23 Engine Vents and Drain

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


POWER PLANT HAZARD AREASPersonnel must avoid the engine inlet and the exhaust area to prevent injury.The velocity of the fan discharge air is high enough to cause serious injury.When in reverse thrust, the fan air is discharged forward while the exhaustgas is discharged aft.A blast fence is recommended if the engines are going to be run for trim andpower adjustment in an area where sufficient space is not available fordissipation of the fan and exhaust blast.High temperatures exist several hundred feet from the exhaust nozzle. Nearthe engine, the exhaust temperature is high enough to damage asphalt.Therefore, concrete aprons are suggested for run--up areas.

WARNING: DURING ENGINE RUN AT IDLE POWER, THE HAZARDZONE MUST BE KEPT CLEAR, EXCEPT THAT ENGINESAFETY BARRIER MAY BE SECURED IN INLET HAZARDZONE.

WARNING: FORWARD IDLE THRUST EXHAUST HAZARD ZONEMUST ALSO BE KEPT CLEAR DURING REVERSETHRUST OPERATION.

WARNING: IF SURFACE WIND IS REPORTED GREATER THAN 25KNOTS, INCREASE DISTANCE OF INLET BOUNDARYBY 20 PERCENT. IF RAMP SURFACES ARE SLIPPERY,ADDITIONAL PRECAUTIONS SUCH AS CLEANING THERAMP WILL BE NECESSARY TO PROVIDE PERSONNELSAFETY.

WARNING: GROUND PERSONNEL MUST STAND CLEAR OF THESEHAZARD ZONES AND MAINTAIN COMMUNICATION WITHFLIGHT COMPARTMENT WITH FLIGHT COMPARTMENTPERSONNEL DURING ENGINE RUNNING.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 51SCL JGB May -- 2001Figure 24 Power Plant hazard Areas 1

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 53SCL JGB May -- 2001Figure 25 Power Plant Hazard Areas 2

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


ENGINE ENTRY CORRIDORDuring engine operation, access to the engine may be required formaintenance purposes. The entry corridors to approach an operatingengine are between the danger areas created by the inlet and exhaust flow.

WARNING: ALL PERSONNEL MUST AVOID DANGER AREAS INFRONT AND REAR OF POWER PLANT AND REMAINOUTSIDE OF ENGINE SAFETY BARRIER, IF USED,DURING GROUND RUNNING OPERATIONS.THE ENGINE IS CAPABLE OF DEVELOPING ENOUGHSUCTION AT THE INLET TO PULL A PERSON UP TOOR PARTIALLY INTO THE DUCT WITH POSSIBLE FATALRESULTS. THEREFORE, WHEN APPROACHING ANYTYPE OF JET ENGINE, PRECAUTIONS MUST BE TAKENTO KEEP CLEAR OF THE INLET AIR STREAM.THE SUCTION NEAR THE INLET CAN ALSO PULL INHATS, GLASSES, LOOSE CLOTHING AND WIPE RAGSFROM POCKETS. ANY LOOSE ARTICLES MUST BEMADE SECURE OR REMOVED BEFORE WORKINGAROUND THE ENGINE.

WARNING: ENTRY CORRIDOR MUST BE USED ONLY UNDERFOLLOWING CONDITIONS:ENGINE OPERATION MAY NOT EXCEED LOW (MIN.) IDLETHRUST WHILE PERSONNEL ARE IN ENTRY CORRIDOR.POSITIVE COMMUNICATION BETWEEN PERSONNEL INFLIGHT COMPARTMENT AND PERSONNEL USING ENTRYCORRIDOR IS MANDATORY.

WARNING: INLET AND EXHAUST HAZARD AREAS MUST BESTRICTLY OBSERVED BY PERSONNEL IN ENTRYCORRIDOR.

WARNING: IF SURFACE WIND IS REPORTED GREATER THAN 25KNOTS, INCREASE DISTANCE OF INLET BOUNDARYBY 20 PERCENT. IF RAMP SURFACES ARE SLIPPERY,ADDITIONAL PRECAUTIONS SUCH AS CLEANING THERAMP WILL BE NECESSARY TO PROVIDE PERSONNELSAFETY.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 55SCL JGB May -- 2001Figure 26 Engine Entry Corridor

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


ENGINE NOISE HAZARD AREAJet engines produce noise capable of causing both temporary and permanent,loss of hearing. Even short exposures to extreme noise may result in damageto the ears. Noise affects the ear to cause unsteadiness or inability to walkor stand.

WARNING: EVEN WITH EAR PROTECTION, PROLONGED EXPOSURECAN CAUSE EAR DAMAGE.

All personnel must use ear protection. The cup--type ear protection isrecommended. A chart for single--engine operation shows the limits ofdistance versus exposure time during different engine thrust conditions.

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00

Page: 57SCL JGB May -- 2001Figure 27 Engine Noise Hazard Areas

Lufthansa


ForTraining

PurposesOnly

ENGINEGENERAL

BOEING -- 767 / 300CF6 -- 80C2

71 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


ATA -- 72 POWER PLANT

TABLE OF CONTENTGeneral 002Airflow Stations 004Compressor Section 006Fan Module 008Fan Rotor 010Fan Booster Stator Case and Frame 012High Pressure Compressor 014Compressor Rear Frame and Combustor 016Turbine Modules 018Accessory Drives Module 020Accessory Gearbox 022Engine Borescope Inspection Ports 024

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


POWER PLANT

DescriptionThe CF6--80C2F is a two--shaft, axial flow, high bypass ratioturbofan engine.The fan and low pressure compressor (LPC) (five stages total),are shaft driven by a low pressure turbine (LPT). This assemblyis called the N1 rotor, or fan rotor.The high pressure compressor (HPC) is shaft driven by a highpressure turbine (HPT) . This assembly is called the N2 rotor,or high pressure rotor.An annular combustor is used.The accessory gearbox is mounted to the core section of the engine.

ModulesFive modules make up the engine. Each module may be replaced asan assembly without affecting engine performance or integrity.The five modules are:

-- Fan module-- Core module-- High pressure turbine module-- Low pressure turbine module-- Accessory drives module

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 3SCL JGB May -- 2001Figure 1 Engine Summary

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


AIRFLOW STATIONSSpecific positions along the engine air flow paths are assigned stationnumbers. These station numbers are used to identify pressure andtemperature sensors .Air entering the core engine (LPC inlet) is called ”primary air flow“.Air flowing through the fan duct is called ”secondary air flow”.Major station designations include:

-- Station 1.2: fan inlet at tip (secondary air flow)-- Station 1.4: fan outlet (secondary air flow)-- Station 2 : fan inlet at hub (primary air flow)-- Station 2.5: HPC inlet-- Station 3 : HPC outlet-- Station 4.9: LPT inlet-- Station 5 : LPT outlet

Pressure sensors are identified with a P and the Temperature sensorsare identified with a T.The ’point’ is dropped for sensor designation. For example, the pressuresensor at station 2.5 is called “P25“.Pressure and temperature sensors include:

-- T12 fan inlet temperature-- P14 fan discharge pressure (secondary flow)-- P25,T25 HPC inlet pressure and temperature-- P3,T3 HPC discharge pressure (CDP) and temperature-- P49,T49 LPT inlet pressure, Temperature (EGT)-- T5 LPT discharge temperature.

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 5SCL JGB May -- 2001Figure 2 Airflow Stations

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


COMPRESSOR SECTION

GeneralThe compressor section includes the fan module, and the high pressurecompressor (HPC) section of the core module.

Fan RotorThe fan rotor includes the fan rotor blades. The fan rotor blades servetwo functions:

-- First stage compression for air entering the LPC (primary flow)-- Acceleration of the air mass to develop about 80 % of the totalengine thrust (secondary flow)

-- Low Pressure Compressor (LPC)The LPC “boosts” (compresses) the air entering the HPC.There are five stages of compression:the fan rotor and the four stages of the LPC.The LPC is also called the booster.High Pressure Compressor (HPC)The HPC supplies high pressure air for combustion, engine cooling, andaircraft pneumatics requirements.The HPC is a 14--stage compressor. The first six stages have variablestator vanes (VSV).

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 7SCL JGB May -- 2001Figure 3 Compressor Section

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


FAN MODULE

GeneralThe fan module is composed of the fan rotor, fan booster stator,fan case, and fan frame.

Fan RotorThe fan rotor includes the fan rotor spinner, fan disk, 38 fan rotorblades, booster blades, a fan forward shaft and a fan mid shaft.The fan rotor spinner is black anodized aluminum. It is not anti--iced.The fan disk supports the fan rotor blades, the fan rotor spinner anda booster spool.The fan rotor blades are made of Titanium, and form a 93 inchdiameter fan when installed. The blades are installed in dovetail slotsin the fan disk.The booster blades make up stages 2 through 5 of the LPC. They aremade of Titanium. The booster blades attach to the booster spool.The fan forward shaft supports and rotates the fan disk. Number 1ball bearing and number 2 roller bearing support the fan shaft.The fan mid shaft is a tubular steel structure. It transmits torquefrom the LPT to the LPC. It is spline--coupled to the fan forward shaftand the LPT shaft.

Fan Booster StatorThe fan booster stator is part of the LPC. The stator case directs theprimary air flow into the HPC.

Fan CaseThe fan case includes a forward fan case, and aft fan case.Kevlar cloth is wrapped around the forward fan case for fan bladecontainment. The cloth and an aluminum honeycomb core stiffen the fancase to prevent blade rubbing.The secondary flow (fan air) outlet guide vanes are part of the aft fancase.

Fan FrameThe fan frame is the main structural component of the engine. The forwardengine mount, the fan booster stator, and the aft fan case are attached tothe fan frame.A number of other components are mounted on or supported by the fan framestruts.

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 9SCL JGB May -- 2001Figure 4 Fan Module

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


FAN ROTOR

Trim BalanceTrim balance is required when the number 1 bearing or the turbine rearframe vibration level is out of limits. Both the spinner and the bladeretainers have balance weights.

Fan Rotor SpinnerThe fan rotor spinner is mounted to the fan disk with 38 bolts. One bolthole is offset for indexing. Trim balance weights or screws are installedin 38 locations to help balance the engine. If the spinner is replaced, thesebalance weights and screws must be installed in the same location as onthe old spinner. A seal ring helps stop air leaks.

Fan Rotor BladesBlade 1 is installed in the second dovetail slot counterclockwise from theoffset spinner bolt hole. The 38 blades are numbered counterclockwisefrom blade 1. The blades are installed by sliding them into the dovetailslots. A spacer, key and retainer hold the blade in the slot. A weight isadded to the retainer for initial (coarse) balancing of the fan rotor.The ”moment weight class’ of the blade is stamped on the blade mountingplatform. Blades of plus or minus one class are interchangeable withoutdoing a fan trim balance. Opposite blades should be plus or minus onemoment weight class.

CAUTION: ALL PARTS REMOVED, EXCEPT BOLTS AND NUTS,SHOULD BE MATCH MARKED OR NUMBERED FORASSEMBLY IN ORIGINAL ALIGNMENT AND POSITION.USE ONLY APPROVED MARKING MATERIAL.

CAUTION: ALL FIRST STAGE FAN BLADES, RETAINERS / SPACERSMUST BE INSTALLED BEFORE MEASURING BLADE TIP TOSHROUD CLEARANCES.

When removing a fan blade it is necessary to remove the blade retainer,spacer and key from adjacent blades to allow enough blade movement todisengage the mid--span shroud.

Refference Mark

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 11SCL JGB May -- 2001Figure 5 Fan Rotor

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


FAN BOOSTER STATOR, CASE AND FRAME

Fan Booster StatorThe fan booster stator case splits the air flow into primary and secondarypaths. It includes fixed stator vanes for stages 2 through 4 of the LPC.The assembly bolts to the fan frame.

Fan CaseThe fan case forms the outer shell of the fan duct (secondary airflow path)The forward fan case has an abradable shroud and Kevlar containment ring.The abradable shroud prevents fan blade / case damage if rubbing occurs.The Kevlar can hold a failed blade inside the engine. The 67 layers of Kevlarcloth are sealed and protected by a Kevlar / epoxy shell. The forward matingflange holds the fan inlet cowl.The aft fan case is bolted between the forward fan case and the fan frame.It forms the exit area for the secondary flow and has the stator vanes forLPC stage 5. The outlet guide vanes (OGVs) are aft of the fan blades, in thesecondary flow. The OGVs are rigid graphite epoxy.

Fan FrameThe fan frame is a cast titanium hub with 12 radial struts welded to it.Strut number 1 is at the 12:00 position. The struts are numbered clock wise(i.e. strut 4 is at the 3:00 position).

Acoustic Liner SegmentThe acoustic liner segments reduce the noise level of the fan air exhaust.There are three bands of these segments in the inner wall. One band in theouter wall is forward of the fan blades in the forward fan case. The otherbands are aft of the fan blades in the fan frame and case.

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 13SCL JGB May -- 2001Figure 6 Fan Booster Stator -- Case and Frame

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


HIGH PRESSURE COMPRESSORThe high pressure compressor is part of the core module of the engine.The core module also includes the compressor rear frame assembly.The HPC case bolts to the fan module and to the compressor rear frame.The HPC is shaft--driven by the HPT. The shaft is supported by bearings3R, 4R and 4B.The forward end of this shaft has a bevel gear to drive the accessorygearbox.The inlet guide vanes and the first five stages of the stator vanes arevariable in angle. They are called variable stator vanes (VSV).Ports on the HPC case allow extraction of 7th, 8th, and 11th stage airfor engine and airplane use.

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 15SCL JGB May -- 2001Figure 7 High Press Compressor

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


COMPRESSOR REAR FRAME / COMBUSTOR

GeneralThe compressor rear frame (CRF) is the aft section of the core module.It houses the HPC outlet guide vanes, the combustor, and the HPT inletguide vanes. Fuel nozzles and igniter plugs (not shown) are mounted inthe CRF.

CombustorThe combustor is an annulus formed by an inner liner and an outer liner.The liners are made of nickel alloys which have good strengthcharacteristics at high temperatures. They are coated with a thermalbarrier material to protect the parent metal.

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 17SCL JGB May -- 2001Figure 8 Compressor Rear Frame / Combustor

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


TURBINE MODULES

GeneralThe HPT and the LPT are separate modules. Both are driven by exhaustgases from the combustor. The HPT drives the HPC. The LPT drives theLPC and fan blades. The turbine rear frame is part of the LPT.

High Pressure TurbineThe HPT includes the 2 stages of the HPT rotor and the stage 2 HPT nozzles.The stage 1 HPT nozzles are in the compressor rear frame.The rotor and blade assembly is cooled by a continuous flow of compressordischarge air. The nozzles are cooled by 11th stage compressor air.

Low Pressure TurbineThe low pressure turbine includes the 5 stage LPT rotor and stator, and theturbine rear frame. The turbine rear frame supports the turbine casing andbearing 6R. Bearing 6R supports the rotor. The first stage nozzle is cooledwith 11th stage HPC air.

Turbine Rear FrameThe turbine rear frame is a major structural support. The aft engine mount isattached to the rear frame.

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 19SCL JGB May -- 2001Figure 9 Turbine Modules

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


ACCESSORY DRIVES MODULEThe accessory drives module includes the accessory gearbox andthe accessory heat shield. The gearbox is driven by the N2 rotorusing gearboxes and drive shafts.An inlet gearbox located inside the fan module is driven by a bevelgear on the forward end of the N2 rotor shaft. A radial driveshaft transmits torque from the inlet gearbox to a transfer gearboxmounted on the fan frame under the compressor case. A horizontaldrive shaft transmits torque from the transfer gearbox to theaccessory gearbox. This drive shaft is enclosed in a housing.The accessory gearbox is mounted to the bottom of the compressorcase. Selected pads on the gearbox have gear shaft adapters tomake installation of accessories easier and more flexible.The heat shield is between the compressor case and the accessorygearbox to protect the accessories from the heat generated by theengine.

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 21SCL JGB May -- 2001Figure 10 Accessory Drives Module

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


ACCESSORY GEARBOXThe accessory gearbox is a one--piece cast aluminium housingcontaining the bearings, shafts, gears, and oil nozzles neededto drive the accessories.

Gearbox Forward SideThe horizontal drive shaft enters the gearbox from the forward side.The forward side of the gearbox also has a drive pad to allow manualrotation of the engine for borescope use, etc. An access cover mustbe removed to use this drive.The following accessories and components are located on the forwardside of the gearbox:

-- Hydromechanical unit (HMU)-- N2 speed sensor-- Lube and scavenge pump assembly-- Control alternator-- Hydraulic pump

A spare pad for a second hydraulic pump is available (not used).

Gearbox Aft SideThe following accessories and components are located on the aft sideof the gearbox:

-- Integrated drive generator (IDG)-- Pneumatic starter-- Fuel pump

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 23SCL JGB May -- 2001Figure 11 Accessory Gearbox

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


ENGINE BORESCOPE INSPECTION PORTSEngine internal inspection is primarily done by means of a borescope.The engine has borescope inspection ports for each stage the highpressure compressor, high pressure and low pressure turbine inlets,and stages 2 and 4 of the low pressure turbine. Additional borescopeports are in the compressor rear frame for the inspection of thecombustion liner and first stage turbine nozzle.The N2 rotor is turned for borescope inspections by connecting a handor motor power tool to a drive on the right forward face of the accessorygearbox. A cover is removed to use this drive.

NOTE: DO NOT INTERCHANGE BORESCOPE PORT PLUGS.

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 25SCL JGB May -- 2001Figure 12 Engine Borescope Inspection Ports Right Side

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 26SCL JGB May -- 2001Figure 13 Engine Borescope Inspection Ports Left Side

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00

Page: 27SCL JGB May -- 2001Figure 14 Power Plant Summary

Lufthansa


ForTraining

PurposesOnly

ENGINEPOWER PLANT

BOEING -- 767 / 300CF6 -- 80C2

72 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


ATA -- 79 OIL SYSTEM

TABLE OF CONTENTGeneral Oil System 002Oil Storage 004Oil Servicing 006Oil Distribution 008Lub and Scavange Pump 010Supply and Scavange Inlet Screen 012Master Magnetic Chip Detector 014Servo Fuel Heater 016Fuel / Oil Heater Exchanger 018Scavange Oil Filter 020Distribution System Operation 022

Oil Indicating System 024Oil Quantity Indicating 026Oil Pressure Indicating 028Oil Temperature Indicating 030Scavange Oil System Bypass Indicating 032

Engine Oil System Schematic 034

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


ENGINE OIL SYSTEM

GeneralThe oil system lubricates, cleans, and cools engine bearings andcomponents. It has three major subsystems:

-- storage-- distribution-- and indication.

The oil system is separate from other engine and airplane fluid systems.Oil pressure is not regulated.Sensors and switches send signals to EICAS and the EEC indicating oilpressure, temperature, quantity, low oil pressure, and impending bypassof the scavenge oil filter.

Component LocationAll oil system components are mounted on the engine. The oil tank ison the right side of the fan case. The scavenge oil filter is below the oiltank. Access to the oil tank and scavenge oil filter is through the rightcowl panel. The lube and scavenge pump assembly is on the forward sideof the accessory gearbox. An fuel / oil heat exchanger and servo fuelheater are on the lower right side of the engine near the accessorygearbox. Access to these *BREAK* oil system components is throughthe thrust reverser halves.

OperationOil flows by gravity from the oil tank to the lube and scavenge pumpassembly. The accessory gearbox drives the lube and scavenge pump.The lube pump supplies oil to the engine bearings and gearboxes.Five scavenge pumps in the lube and scavenge pump assembly returnthe scavenge oil to the tank. The scavenge oil flows through the servofuel heater, the fuel/oil heat exchanger, the scavenge oil filter and backinto the oil tank.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 3SCL JGB May -- 2001Figure 1 Engine Oil System

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


OIL STORAGE SYSTEM

Oil TankThe oil tank stores the engine oil. The tank is aluminum with an externalcoating of silicone rubber for insulation. The tank volume is about 8 us.gallons (30.5 liters). When the system is properly serviced, the tankcontains 6.6 U.S. gallons (25 liters) of oil. The tank includes pressurefill port connections, a sight glass and a drain plug. The interior has adeaerator surface (not show) to help remove air from the returning oil.

Oil Tank Filler CapThe oil tank filler cap seals the manual fill port. The cap is on the upperright side of the oil tank. Access is either through the oil tank access doorin the right fan cowl panel or by opening the panel.

Oil Tank Pressurizing ValveThe oil tank pressurizing valve maintains tank internal pressure. It is ontop of the oil tank. The air--oil stream returning through the scavengereturn tube pressurizes the oil tank. The valve keeps tank pressure at 7to 11 psi above the transfer gearbox vent pressure.

Pressure Relief ValveThe pressure relief valve is a back--up safety valve to relieve tank pressure.At 27 psi, it opens to ambient to prevent tank rupture. The valve is belowthe filler cap scupper basin.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 5SCL JGB May -- 2001Figure 2 Oil Storage System

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


OIL SERVICING

Oil Tank Maintenance PracticesThe oil level is normally checked between 5 minutes and 30 minutesafter the engine has been shut down. For safety, do not check theoil for at least five minutes after shutdown.When filling manually, the tank is full when oil spills into the scupperbasin. When pressure filling, the tank is full when oil flows throughthe overfill line.A sight glass is installed below the fill port scupper at about 3 quartsbelow full. The sight glass is not a reliable indication that the tank isproperly serviced. The tank needs to be serviced if the ball in the sightglass is not at the top of the glass. If the ball is at the top of the sightglass, the tank is between two quarts low and full (or overfill).When an engine is motored, the scavenge pumps do not develop enoughpressure to return oil to the tank. This causes oil to hide in the sumpsand causes the sight glass to indicate that the oil level is low. Refer tothe maintenance manual before servicing to prevent overfilling.When servicing the oil tank, check for the odor of fuel at the fill port.If there is fuel in the oil, replace the fuel / oil heat exchanger and theservo fuel heater, then drain and flush the engine oil system.After engine shutdown, the oil tank pressure slowly bleeds to ambient.

WARNING: WAIT A MÍNIMUM OF FIVE MINUTES AFTER ENGINEIS SHUTDOWN BEFORE REMOVING FILLER CAP TOALLOW TANK PRESSURE TO BLEED 0FF. HOT OILGUSHING FROM THE TANK COULD CAUSE SEVEREBURNS.

Oil Tank Filler Cap TroubleshootingIf the oil pressure indication changes with flight altitude, the O‘ring seal onthe oil tank filler cap may be damaged. A bad seal causes low tank pressurethat varies with barometric pressure. Oil pressure indication then changes withflight altitude due to varying atmospheric pressures.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 7SCL JGB May -- 2001Figure 3 Oil Servicing

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


OIL DISTRIBUTION SYSTEM

GeneralThe oil distribution system supplies oil for lubricating the engine bearingsand gearboxes. The oil is pressurized, cooled and filtered by the distributionsystem.

Component LocationThe lube and scavenge pump is mounted to the front side of the accessorygearbox.The supply and scavenge inlet screens, internal pump components which arenot shown, are located on the lube and scavenge pump.The magnetic chip detector is mounted in an oil tube adjacent to the drainmodule.The fuel / oil heat exchanger is bolted onto the fuel pump and is located aftof the hydromechanical unit (HMU).The scavenge oil filter is located below the oil tank of the fan case.

General OperationThe oil distribution system operation is automatic.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 9SCL JGB May -- 2001Figure 4 Oil Distribution System

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


LUBE AND SCAVENGE PUMPThe lube and scavenge pump pressurizes the oil to assure ampleoil flow to the bearings and gearboxes. The pump is mounted onthe forward side of the accessory gearbox. It is driven by aspline shaft. Access is through the thrust reverser halves.The lube and scavenge pump has one pressure pump element andfive scavenge pump elements. There are two rows of vane typepositive displacement pumps in the pump housing. Each row hasthree pumping elements. The pumping elements have differentcapacities, determined by the diameter and length of each.

Oil pressure is not regulated.All pump inlet ports are on the top surface except the pump driveshaft spline supply, which connects to a port on the underside.There is little space between the top of the pump and the undersideof the engine. For easy removal and replacement, the oil tubeshave flanges with threaded inserts which are secured by bolts thatgo through the pump body from the underside. Three reusable metalbacked gaskets seal the tubes to the pump.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 11SCL JGB May -- 2001Figure 5 Lube and Scavenge Pump

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


SUPPLY AND SCAVENGE INLET SCREENSThe supply and scavenge inlet screens are in the lube and scavengepump housing. Access is through the thrust reverser halves.Each inlet port to the six pump elements has a cleanable mesh fingerscreen to catch coarse debris. The supply inlet screen is 610 micronsand the scavenge pump inlet screens are 940 microns. Each inlet screenis removed from the underside of the pump by unscrewing a hex cap.An optional magnetic chip detector can be installed in each screen througha threaded hole in the screen end cap.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 13SCL JGB May -- 2001Figure 6 Supply and Scavenge Inlet Screens

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


MASTER MAGNETIC CHIP DETECTORThe master magnetic chip detector attracts metal particlesin the scavenge oil.The master magnetic chip detector is in the scavenge discharge flowtubing next to the drain module. Access is through the integrated drivegenerator service door (located on the left thrust reverser half innercowl) or by opening the left thrust reverser half.The master magnetic chip detector is a permanent magnet probe. It isa 3--pinned bayonet--style probe with a knurled knob for installation andremoval. A check valve in the housing permits removal of the chip detectorprobe without draining the oil system.Do not operate the engine without a chip detector installed, as the checkvalve can leak under these conditions.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 15SCL JGB May -- 2001Figure 7 Master Magnetic Chip Detector

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


SERVO FUEL HEATERThe servo fuel heater cools the oil and heats the fuel used forhydromechanical unit (HMU) servo operations. The heater isbolted to a bracket on the right side of the accessory gearbox.Access is through the right thrust reverser half.The servo fuel heater has a multi--tube core mounted in acylindrical housing that has two inlet ports and two outlet ports.One set of ports lets servo fuel pass through the tubes of theheat exchanger core. The other set of ports lets hot scavengeoil enter the heater through a relief valve assembly and flowaround the fuel heater tubes. The relief valve opens at 60 pisdif the oil passage is blocked. Baffles change the oil flow directionfour times before exiting the heater.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 17SCL JGB May -- 2001Figure 8 Servo Fuel Heater

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


FUEL / OIL HEAT EXCHANGERThe fuel / oil heat exchanger cools the oil and heats the fuel.it is bolted to the fuel pump on the bottom right side of the engine.Access is through the right thrust reverser half.The fuel / oil heat exchanger, like the servo fuel heater, has amulti--tube core mounted in a cylindrical housing that has twoinlet ports and two outlet ports. One set of ports lets fuel passthrough the tubes, of the heat exchangers core. The other set ofports lets oil pass around the core tubes inside the housing.All fuel always flows through the heat exchanger.A pressure relief valve opens at about 85--100 pisd to let scavengeoil bypass the core tubes. This bypass normally occurs during enginestart in cold weather.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 19SCL JGB May -- 2001Figure 9 Fuel / Oil Heat Exchanger

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


SCAVENGE OIL FILTERThe scavenge oil filter is mounted on a bracket attached to the fanstator case just below the oil tank on the right side of the tan case.Access is through the right tan cowl panel.The filter has an inlet port from the fuel / oil heat exchanger and anoutlet port to the oil tank. The ports are labeled IN and OUT.The scavenge oil filter has a reversible disposable element. A reliefvalve lets oil bypass the filter. The valve begins to open at about40 pisd. At 60 pisd, it is fully open.To change the filter element, the oil scavenge filter bowl is unscrewedfrom the filter head. Knurled bands on the bowl make it easier to gripthe bowl for installation and removal. There are lugs at the bottom ofthe bowl so that a screwdriver can be used to loosen the bowl until itcan be removed by hand. There is a shutoff valve in the filter head.When the filter is removed, the valve closes to prevent oil leakage.A new filter is installed by threading the filter and bowl into the filterhead by hand until the shoulder seats against the head. A new packingmust be used. The bowl is secured by lockwire through cast holes on theoutside of the bowl.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 21SCL JGB May -- 2001Figure 10 Scavenge Oil Filter

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


DISTRIBUTION SYSTEM OPERATION

Pressure Oil FlowThe pressure pump element of the lube and scavenge pump suppliesthe oil to lubricate and cool the engine bearings and gears. Oil flowsfrom the pressure pump through & check valve to the bearings andgears.

Scavenge Oil FlowThree sumps collect the scavenge oil. The sumps are called the A sump,B / C sump, and the D sump. There are five scavenge pumps. Thesepumps service the accessory and transfer gearboxes and the B, C, and Dsumps.Oil from the A sump drains down the radial drive shaft housing into thetransfer gearbox.The oil from the sumps and gearboxes returns to the lube and scavengepump through inlet screens with optional chip detectors to the scavengepumps . The pumps return the oil to the tank through a common outlet.The magnetic chip detector, servo fuel heater, fuel / oil heat exchanger,and scavenge oil filter are in--line between the scavenge pumps and thetank.

Abnormal Oil Flow ConditionsThe lubrication system works only when the engine is running. Motoringand windmilling operations do not supply adequate sump seal pressurizationor sufficient scavenge flows. Because of this, apparent increased oilconsumption rates and abnormal oil hiding occur.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 23SCL JGB May -- 2001Figure 11 Distribution System Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


OIL INDICATING SYSTEM

GeneralThe oil indicating system includes the oil quantity, oil temperature,oil pressure, low oil pressure and oil filter bypass indicating systems.Oil indications appear on EICAS. The secondary engine display andthe PERF / APU page show oil pressure, temperature, and quantity.EICAS alert messages include L (R) ENG OIL PRESS and L (R) OILFILTER.A L (R) ENG OIL PRESS light for each engine is located below thestandby engine indicator.Most sensor signals are received directly by EICAS.The oil temperature signal is received by the EEC, which then sendsthe signal to EICAS.

SensorsThe components in the oil indicating system include:

-- Oil Quantity Transmitter-- Oil Filter Differential Pressure Switch-- Oil Pressure Transmitter-- Low Oil Pressure Switch-- Oil Temperature Sensor

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 25SCL JGB May -- 2001Figure 12 Oil Indicating System

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


OIL QUANTITY INDICATING SYSTEMOil quantity appears on the EICAS secondary engine displayand on the PERF/APU page.The oil quantity transmitter is mounted on a boss on top of theoil tank. The transmitter has a network of resistors, magneticreed switches, and a floating permanent magnet which slides ina sensing unit tube. The magnetic float follows the oil level inthe tank. Magnetic reed switches near the magnet close,changing the network resistance.EICAS sends a 28 volt dc reference voltage to the network anduses the response voltage to calculate the network resistance.Based on the resistance, EICAS determines and shows the oillevel. The indication accuracy is +/-- 1 U.S. quart.The EICAS display has a low oil quantity white band indicatingthat the oil quantity is below 4 U.S. quarts.The transmitter cannot be adjusted by line maintenance.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 27SCL JGB May -- 2001Figure 13 Oil Quantity Indicating System

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


OIL PRESSURE INDICATING SYSTEM

GeneralTwo independent oil pressure sensors (the low oil pressure switchand the oil pressure transmitter) send redundant oil pressure signals.The switch and transmitter are mounted to a bracket on the lubeand scavenge pump. Both sensors measure the differential pressurebetween the lube and scavenge pump output and the accessorygearbox vent.

Oil Pressure switchThe low oil pressure switch is a diaphragm controlled, snap--actionswitch. The switch opens at 15 pisd and closes at 10 pisd. Whenthe switch closes, the L (R) ENG OIL PRESS light is comes on andthe EICAS alert message L (R) ENG OIL PRESS appears.This message is a level B message for CAA certified airplanes anda level C message for FAA certified airplanes.

Oil Pressure TransmitterThe oil pressure transmitter has a diaphragm that responds to pressuredifferential changes. A 28 V ac reference signal goes to the transmitterand to EICAS. The transmitter sends a bias signal to EICAS. EICASconverts the bias signal to oil pressure. Oil pressure appears on thesecondary engine display and on the PERF / APU page.

Oil Pressure LimitsThe lower red line limit for oil pressure is 10 pisd. The yellow band upperlimit changes between idle and full power as a linear function of N2.The yellow band upper limit is 13 pisd when the engine is at low idle (60%N2). At full power (110% N2), the yellow band upper limit is 34 pisd.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 29SCL JGB May -- 2001Figure 14 Oil Pressure Indicating System

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


OIL TEMPERATURE INDICATING SYSTEM

GeneralThe oil temperature sensor sends a signal to the EEC. The EEC sendsa digital signal to EICAS.Oil temperature is indicated on the EICAS secondary engine display andon the PERF / APU page.

Oil Temperature SensorThe oil temperature (TEO) sensor contains two chromel--alumel typethermocouples. The sensor is located on the forward side of theaccessory gearbox immediately inboard and below the control alternator.The sensor mounts on a T--fitting in the scavenge oil return path betweenthe master chip detector and the lube and scavenge pump.

Oil Temperature LimitsThe operational range of the TEO sensor input to the EEC is from 81 to352 ° F (--63 to 178 ° C) . The red line limit is 347 ° F (175 ° C). Theyellow band range is from 320 ° F (160 ° C) to the red line limit.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 31SCL JGB May -- 2001Figure 15 Oil Temperature Indicating System

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


SCAVENGE OIL FILTER BYPASS INDICATING SYSTEM

Oil Filter BypassWhen the differential pressure across the scavenge oil filter increasesabove 40 pisd, the bypass valve in the filter starts to open. Indicationof impending bypass is given by the oil filter differential pressure switch.

Oil Filter Differential Pressure SwitchThe oil filter differential pressure switch is a diaphragm controlled snapaction switch that closes when the differential pressure across thescavenge filter element is more than 33 pisd. The switch is mounted toa bracket on the fan stator case below the oil tank and above thescavenge oil filter.An EICAS level C message L (R) OIL FILTER appears when the switchis closed.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 33SCL JGB May -- 2001Figure 16 Scavenge Oil Filter Bypass Indicating System

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


ENGINE OIL SYSTEM SCHEMATICOil flows by gravity from the tank to the lube and scavenge pump assembly.This assembly has one pressure pump and five scavenge pump elements.The pressure pump element sends the oil under pressure to engine andgearbox bearings and gears. A check valve prevents reverse flow whenthe pump is not operating.The scavenge pump outflows are combined. The oil goes past the oiltemperature sensor and the magnetic chip detector, through the servo fuelheater and the fuel / oil heat exchanger, and then through the scavenge oilfilter. The scavenge oil filter removes contaminants from the oil.Oil returns to the tank through a deaerator. A pressurizing valve and apressure relief valve maintain proper oil tank pressure.Sensors, transmitters and switches supply indications of oil quantity, oiltemperature, oil pressure, low oil pressure and an impending bypass of thescavenge oil filter.

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00

Page: 35SCL JGB May -- 2001Figure 17 Engine Oil System Schematic

Lufthansa


ForTraining

PurposesOnly

ENGINEOIL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

79 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


ATA -- 73 FUEL SYSTEM

TABLE OF CONTENTGeneral 002Fuel System Component Locations 004Fuel Distribution -- Schematic 006Main Fuel supply Hose 008Fuel Pump 010Fuel Pump Operation 012Fuel Filter and Element 014Servo Fuel Heater 016Fuel Manifold and Tubes 018Fuel Nozzles 020Combustor Drain Valve 022Fuel Indicating System -- Schematic 024Fuel Flow Transmitter 026Fuel Pump Interstage Transmitter 028Fuel Filter Differential Pressure Switch 030Engine Fuel System Operation 032

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


ENGINE FUEL SYSTEM

GeneralThe engine fuel system includes distribution, control and indication.The control functions are covered in the engine control chapter.

DistributionThe fuel distribution system receives and pressurizes fuel from theairplane fuel tanks. The fuel is heated by engine oil in the fuel / oil heatexchanger and then filtered. After being filtered, the fuel is heated inthe IDG fuel / oil heat exchanger and distributed through the fuel tubesto the fuel nozzles in the engine combustor.A servo fuel heater provides additional heat to the servo fuel used by thehydromechanical unit (HMU) for control.

ControlThe hydromechanical unit (HMU) provides fuel metering and engine airsystems control functions. Operation of the HMU is covered in theengine control chapter.

IndicationFuel flow rate is displayed on EICAS using a fuel flow transmitter.Fuel pump interstage pressure is displayed on EICAS, using a fuel pumpinterstage pressure transmitter.Impending blockage of the fuel filter is indicated by the EICAS statusmessage L (R) ENG FUEL FILT, using a fuel filter differential pressureswitch.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 3SCL JGB May -- 2001Figure 1 Engine Fuel System

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


ENGINE SYSTEM COMPONENT LOCATIONSThe fuel distribution system pressurizes, filters, and distributes fuel.It delivers fuel from the airplane fuel tanks to the engine combustionsection. It also supplies pressurized and heated fuel for use by theengine air system.Component locations are as follows:

-- Main fuel supply hose: routed from strut down right side ofengine to fuel pump inlet port.

-- Fuel pump: mounted on right aft side of accessory gear box.-- Fuel oil heat exchanger: mounted on bottom side of fuel pump.-- Fuel filter: mounted on outboard side of fuel pump.-- Servo fuel heater: mounted to heatshield on right side above

accessory gearbox.-- IDG fuel / oil heat exchanger: supported by brackets attached to

the right underside of the accessorygearbox.

-- Fuel tubes (manifold): mounted around the combustor connectingto the fuel nozzles.

-- Fuel nozzles: installed evenly around the combustor.-- Fuel filter differential pressure switch: bracket mounted to top of

the fuel filter.-- Fuel pump interstage pressure transmitter: mounted in fuel pump

port.-- Fuel flow transmitter: supported by brackets attached to right outer

corner of the accessory gearbox.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 5SCL JGB May -- 2001Figure 2 Engine Fuel System -- Component Location

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


FUEL DISTRIBUTION SYSTEM -- SCHEMATIC

InterfacesTwo systems interface with the fuel distribution system:

-- engine oil-- IDG oil.

Engine oil is cooled by fuel in the fuel / oil heat exchanger. Engine oilis also used to heat the engine fuel system servo fuel in the servo fuelheater. IDG oil is cooled by fuel in the IDG fuel/oil heat exchanger.

General OperationFuel from the airplane fuel system flows through the main fuel supplyhose into the fuel pump. The pump pressurizes the fuel and dischargesit through the fuel/oil heat exchanger and the fuel filter to the HMU.The fuel, metered by the HMU, flows through the fuel flow transmitter,the IDG fuel / oil heat exchanger and the fuel tubes to the fuel nozzles.The fuel nozzles spray the fuel into the combustion chamber for combustion.A portion of the fuel filter outflow is directed through the servo fuel heaterto the HMU for internal use and control of the engine air system.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 7SCL JGB May -- 2001Figure 3 Fuel Distribution System

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


MAIN FUEL SUPPLY HOSEThe main fuel supply hose connects the airplane fuel supply line(in the engine strut) to the fuel pump (on the engine) It is on theright side of the engine core section. Access is through the rightthrust reverser half.The hose is connected at the strut with a coupler. A mountingflange connects the hose to the fuel pump. Four clamps hold thehose to the engine between the strut and pump. An insulationblanket surrounds part of the hose to protect the system fromthermal effects.The fuel supply hose is drained prior to disconnect by two drainplugs on the fuel pump.

NOTE: CATCH THE DRAINED FUEL USING A SUITABLE5 GALLON CAPACITY CONTAINER.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 9SCL JGB May -- 2001Figure 4 Main Fuel Supply Hose

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


FUEL PUMP

GeneralThe fuel pump pressurizes the fuel. The fuel pump attaches tothe aft right pad of the accessory gearbox using an adapter witha hinged V flange coupling.A spline drive shaft engages the pump to the accessory gearboxadapter using an O‘ring seal. A carbon seal (not shown) keeps fuelout of the accessory gearbox.A cleanable metal interstage strainer protects the pump from particledamage.A fuel discharge port and a fuel return port connect the fuel pump tothe HMU.Two drain plugs are located on the bottom of the pump.The fuel / oil heat exchanger, fuel pressure transmitter, and fuel filterare mounted to the pump assembly.Two ports on the pump connect a fuel filter differential pressure switch.

Removal and InstallationThe pump may be removed with the heat exchanger and filter attachedif desired. To avoid damage to the seals, do not allow the pump assemblyto hang from the drive shaft during removal or installation.The fuel pump weighs approximately 43 pounds.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 11SCL JGB May -- 2001Figure 5 Fuel Pump

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


FUEL PUMP OPERATION

OperationThe fuel pump has both an impeller (interstage) pump and a gear pump.Both pumps are driven by a common spline drive from the accessorygearbox. The impeller pump pressurizes fuel to prevent gear pumpcavitation. The gear pump generates the high pressure and flow tosupply the HMU and fuel nozzles.The fuel flows from the impeller pump through the interstage strainerto the positive--displacement gear pump. The impeller pump discharge(boost) pressure is 0--152 psid, depending on RPM. The gear pumpdischarge (outflow) pressure is maintained below 1500--1700 psid bya relief valve.Fuel flows from the gear pump through the heat exchanger and fuel filterto the discharge port (to the HMU). Excess fuel from the HMU enters thepump through the return port (located between the impeller and gear pumpstages).The fuel pump interstage pressure transmitter measures the interstagefuel pressure for indication on EICAS.

ServicingThe metal interstage strainer is removed for cleaning. If the strainer isclogged, N2 generally does not increase above 45--50%.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 13SCL JGB May -- 2001Figure 6 Fuel Pump Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


FUEL FILTER AND ELEMENT

GeneralThe fuel filter removes particles large enough to cause contaminationor damage. The filter assembly is bolted to th,e outboard side of thefuel pump.A servo fuel outlet port is on the filter housing. The servo fuel flowsthrough a wash screen with a relief valve. The valve opens at about15 psid if the screen becomes blocked.The filter element is a disposable 10 Micron nominal (35 micron absolute)unit. A coarse aluminum mesh supports a pleated epoxy impregnatedglass / polyester compound. Each end has a seal ring. A relief valve letsfuel bypass a clogged filter element at about 35 psid.

Removal and InstallationTo replace the filter element, unscrew the filter bowl from the housing.Either end of the fuel filter element can be put into the filter bowl.Install the filter bowl and tighten by hand.

NOTE: DO NOT OVERTIGHTEN FUEL FILTER BOWL.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 15SCL JGB May -- 2001Figure 7 Fuel Filter and Element

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


SERVO FUEL HEATERThe servo fuel heater heats the fuel used for HMU servo operationsto prevent icing of the fuel. The heater is bolted to a bracket in theaccessory compartment on the right side of the accessory gearbox.Hot oil from the engine lube system enters the heater through a reliefvalve assembly to flow around the fuel heater tubes. The relief valveopens at 60 psid if the oil passage becomes blocked. Baffles forcethe oil to change flow direction four times before exiting the heater.Fuel passes straight through the heater tubes without bypass,absorbing heat from the oil before exiting.Included in the assembly is a second valve at the heat exchangerfuel outlet to limit heat input to the fuel. If the fuel becomes to hot(88 -- 93 ° C) the thermal unit closes off the servo oil return to thegearbox. This causes a differential pressure across the oil bypassvalve. The bypass valve moves and allows inlet oil to proceed directlyto the outlet oil port. The exchange of heat from the oil to the fuel isthereby stopped.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 17SCL JGB May -- 2001Figure 8 Servo Fuel Heater

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


FUEL MANIFOLD AND TUBES

GeneralA fuel manifold and tubes carry metered fuel from the HMUand IDG fuel / oil heat exchanger to the 30 fuel nozzles.The manifold encircles the engine at the combustion section.The fuel manifold is divided into two segments. Each segmentcarries fuel to 15 fuel nozzles using individual fuel supply tubeswelded to the manifold. The manifold segments are connectedwith couplings at the 6:30 and 12:30 positions.The tube--to--fuel nozzle couplings are covered by a shroud to catchleakage. The shrouds are connected to a drain manifold. The fuelcollected in the drain manifold is routed to the drain mast where it isdischarged.

Removal and InstallationLoosen the knurled nuts at the nozzle and at the drain manifold.Slide the shroud aft. This exposes the shroud--to--nozzle packingand the connection between the fuel nozzle and fuel tube.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 19SCL JGB May -- 2001Figure 9 Fuel Manifold and Tubes

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


FUEL NOZZLES

GeneralThe fuel nozzles distribute and atomize the fuel in the combustor.The 30 nozzles are mounted through the compressor rear frame(CRF) and are numbered 1 through 30 clockwise from the top.Access to the nozzle is through the thrust reverser halves.Nozzles 15 and 16 have larger primary flow passages that supplya richer flow to prevent flameout. They are identified by blue bandsand have a different part number from the nozzle used at all otherlocations; the other 28 nozzles have aluminuin colored bands.

OperationFuel enters the nozzles through an inlet check valve. The valve opensat 20 psid and keeps the fuel manifold from draining into the combustorwhen the engine is shut down.At low fuel flows, a flow divider valve directs fuel to the primary flowpassage. As fuel flow increases, the flow divider valve opens to letfuel enter the secondary flow passage.

Removal and InstallationReplace the fuel nozzle with one with the same color band and partnumber.Disconnect the fuel and drain manifolds before disconnecting nozzles.When replacing nozzles under the engine (nozzles 9 through 22), themetallic gasket can be taped to hold it in place during installation.Remove the tape before final tightening.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 21SCL JGB May -- 2001Figure 10 Fuel Nozzles

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


COMBUSTOR DRAIN VALVE

GeneralThe combustor drain valve lets fuel or other liquids drainfrom the combustor and CRF when the engine is shutdown.The valve is at about the 5:30 position, clamped to the LPTcooling air manifold. Access is through the right core cowl.The combustor drain valve is a spring--loaded to open poppetvalve. A forward tube connects the valve to a fitting at the6:00 position on the CRF. An aft tube carries drainageoverboard near the exhaust sleeve.

OperationWhen the engine is running, combustor gas pressure closes thedrain valve. When the engine is shut down, the valve opens todrain fluids.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 23SCL JGB May -- 2001Figure 11 Combustor Drain Valve

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


FUEL INDICATING SYSTEM SCHEMATICThe fuel indicating system supplies indications of the enginefuel system operation to the flight crew. The indicationsinclude fuel flow, fuel pump interstage pressure and fuel filterbypass warnings.All the engine fuel system sensors are mounted on the engines.The indications on the flight deck normally appear on the lowerEICAS display. These include flows on the secondary engineparameter display, flows and pressures on the PERF / APUpage, and messages on the status and ECS/MSG pages.In addition, fuel flow is sent to the flight management computer(FMC).

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 25SCL JGB May -- 2001Figure 12 Fuel Indicating System -- Schematic

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


FUEL FLOW TRANSMITTER

GeneralThe fuel flow transmitter measures the fuel mass flow rate to the fuel nozzles.The transmitter is near the right side of the accessory gearbox below the fuelpump. The input to the transmitter comes from the HMU. The output goes tothe IDG fuel / oil heat exchanger. Access is through the right thrust reverserhalf.

OperationThe transmitter has a flow director, swirl generator, rotor, and turbine. Therotor spins freely and has two magnets that create pulses in start and stopcoils. The turbine can turn but is kept from spinning by a restraining spring.Incoming fuel goes through the flow director and is given angular momentumby the swirl generator, making the rotor spin. One of the magnets on therotor generates a signal in the start coil. The other magnet creates a signalin the stop coil by passing under the signal blade attached to the turbine. Theamount of time between the start and stop signals varies in proportion to thefuel flow rate.The start and stop pulses are received by the EEC, which then calculates thefuel flow rate. The EEC sends digital flow rate information to EICAS.

Unique PracticesTransmitters removed from the airplane and not reinstalled within 24 hoursmust be protected against internal corrosion. Fill the transmitter with enoughengine oil to coat all parts, drain the oil, and install protective covers (notshown) on both ends.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 27SCL JGB May -- 2001Figure 13 Fuel Flow Transmitter

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


FUEL PUMP INTERSTAGE PRESSURE TRANSMITTERThe fuel pump interstage pressure transmitter measures the interstagepressure in the fuel pump. It is mounted on the fuel pump next to thefuel filter.The transmitter is a variable reluctance unit. It sends an electrical analogsignal to EICAS.EICAS calculates the fuel pressure and shows the pressure on the PERF /APU page.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 29SCL JGB May -- 2001Figure 14 Fuel Pump Interstage Pressure Transmitter

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


FUEL FILTER DIFFERENTIAL PRESSURE SWITCH

GeneralThe fuel filter differential pressure switch closes to indicate an excessivedifference in fuel pressure across the fuel filter.The switch is mounted on the fuel pump. Access is through the right thrustreverser half.

OperationThe switch closes when the differential pressure across the filter is greaterthan 23 psid. A latched EICAS status and maintenance message L (R) ENGFUEL FILT appears after a 10 second time delay. If the differential pressuredecreases to less than 19.5 psid within 10 seconds after the switch closes,the switch opens and the message goes away.The filter bypass valve does not open until about 35 psid. The EICASmessage shows impending fuel filter bypass and does not necessarilyindicate that the bypass valve is open.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 31SCL JGB May -- 2001Figure 15 Fuel Filter Differential Pressure Switch

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


ENGINE FUEL SYSTEM OPERATIONFuel enters the engine fuel system from the fuel tanks through the main fuelsupply hose. The fuel pump is spline shaft driven by the accessory gearbox,and pressurizes the fuel using an impeller (boost) pump and a gear pump. Thefuel pump interstage pressure transmitter measures impeller pump pressure.The fuel is heated in the fuel / oil heat exchanger and filtered by the fuel filter.A fuel filter differential pressure switch sends a signal to EICAS if the filteris becoming blocked.The HMU meters the fuel to the nozzles for combustion. The HMU gets aseparate supply of servo fuel from a port on the fuel filter. The servo fuelis heated by the servo fuel heater.The fuel flow transmitter measures the fuel mass flow rate for EICASindication.The IDG fuel / oil heat exchanger transfers additional heat to the combustionfuel.The fuel manifolds and tubes carry the fuel to the fuel nozzles. The tube andnozzle couplings have a shroud and a drain manifold to deliver leakage to thedrain mast. The nozzles atomize the fuel for combustion.When the engine is shut down, the combustor drain valve opens to let fluids inthe combustion section drain.

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00

Page: 33SCL JGB May -- 2001Figure 16 Engine Fuel System Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEFUEL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

73 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


ATA -- 75 AIR SYSTEM

TABLE OF CONTENTAir System General 002Air System Component Locations 004Engine Cooling System 006

CCCV System 008CCCV Control 010TCC System 012TCC Control 014

Compressor Discharge Temp. Sensor 016Compressor Airflow Control System 018

VSV System Components 020VBV System Components 022VSV and VBV Control 024

Engine Air System Indications 026Engine Air System Operation 028

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


ENGINE AIR SYSTEM

GeneralThe engine air system controls air through the compressor, and controlsairflow for engine and accessory cooling. The EEC and the HMU controlthese systems.

Engine Cooling SystemsFan discharge air is used to cool the engine using two systems:

-- Core Compartment Cooling System-- Turbine Case Cooling (Active Clearance Control) System

Compressor Airflow Control SystemsLPC discharge air entering the HPC is regulated by two systems:

-- Variable Bypass Valves (VBV)-- Variable Stator Vanes (VSV)

Air from the HPC is used to meet service bleed demands, to cool the ignitorleads, and to supply air to the aircraft and engine anti--ice systems.These air systems are covered elsewhere in the course material.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 3SCL JGB May -- 2001Figure 1 Engine Air Systems

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


ENGINE AIR SYSTEM COMPONENT LOCATIONS

Engine Cooling SystemsA core compartment cooling valve (CCCV) mounted on the left sideof the engine core controls fan air to a manifold used for accessorycooling.An CCCV solenoid, integral to the CCCV valve, controls the operationof the CCCV in response to EEC commands.A high pressure turbine cooling (HPTC) valve mounted on the right sideof the diffuser case controls HPT blade tip clearance. The HPTCmanifold encircles the HPT case.

Compressor Airflow Control SystemsVariable bypass valve (VBV) actuators mounted on each side of thefan frame control the position of the bypass valves.Variable stator vane (VSV) actuators mounted on each side of theforward HPC case control the positions of the HPC variable inletguide vanes and stator vanes.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 5SCL JGB May -- 2001Figure 2 Engine Air System Component Location

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


ENGINE COOLING SYSTEM

GeneralThe engine cooling system supplies external cooling air to the engineand accessories. Valves control the cooling air flow to maximizeengine efficiency.

Core Compartment Cooling Valve (CCCV).The CCCV controls fan air used to cool engine accessories. The EECcontrols the position of the valve through the CCCV solenoid. The valveis closed at high power and high altitudes.The valve is located on the left side of the engine.

Turbine Case Cooling ValveA high pressure turbine cooling (HPTC) valve controls air flow throughthe HPTC manifold. The manifold blows fan air on the surface of theturbine case to control the case thermal growth. The valve is poweredby HMU servo fuel, and controlled by the EEC through an electro hydraulicservo valve (EHSV) located inside of the HMU.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 7SCL JGB May -- 2001Figure 3 Engine Cooling System

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


CCCV SYSTEM

GeneralThe CCCV system supplies controlled cooling air for the core mounted engineaccessories. The system conserves primary air by reducing the core coolingat low power and high altitudes. The system has one core compartmentcooling valve (CCCV). The valve is controlled by a CCCV solenoid integral tothe valve. The solenoid is controlled by the EEC.

Core Compartment Cooling Valve (CCCV)The core compartment gets fan air for cooling through the CCCV and manifold.The valve is at the 10:00 position on the HPC case. The butterfly--type valveis spring--loaded to open. When the valve is open, airflow is not restricted. Itcloses when eleventh--stage air is sent to the diaphragm in the valve actuator.When the valve is closed, the cooling airflow is reduced, but not cut offcompletely. A position indicator on the actuator gives a visual indication ofvalve position. The manifold sends airflow to the HPC case, the IDG, hydraulicand fuel pumps, and other accessories.

CCCV SolenoidThe CCCV solenoid controls the flow of eleventh stage air that controls theCCCV. The solenoid valve is spring--loaded to closed. The eleventh stage airpressure comes from the ESCV supply duct on the left side of the engine.When the solenoid is energized, the eleventh stage air pressure goes to theCCCV to close it.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 9SCL JGB May -- 2001Figure 4 CCCV System

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


CCCV CONTROLThe EEC, through the CCCV solenoid, controls the flow of eleventh--stage airused to close the CCCV. The solenoid has two electrically independent coils,each commanded by a different channel of the EEC. The EEC energizes theCCCV solenoid to close the valve when the conditions below are met:

-- N1 greater than 86 %.-- Ambient pressure less than 7.95 PSIA (approxi. 17,000 Ft. of altitude).-- T49 (EGT) less than 699 ° C.-- The engine acceleration rate is less than 70 RPM per second.-- The commanded N2 is not more than 5 % greater than the actual N2.

The active EEC channel energizes the CCCV solenoid closing the corecompartment cooling valve. There is no position feedback from the CCCV.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 11SCL JGB May -- 2001Figure 5 CCCV Control

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


TURBINE CASE COOLING (ACTIVE CLEARANCE CONTROL)

DescriptionThe turbine case cooling (active clearance control) system uses separatemanifolds to cool the LPT and HPT cases. The fan air to the HPT manifoldis controlled by the high pressure turbine cooling (HPTC) valve. The LPTCand HPTC manifolds encircle and direct fan air onto their respective turbinecases. This reduces cases expansion, thus minimizing turbine blade tip to caseclearance which increases turbine efficiency.The HPTC valve is mounted on the right side of the engine at the 1:00 positionnear the eleventh--stage bleed manifold. The valve is clamped at each end tothe respective cooling air pipes through which they receive fan air.

HPTC ValveThe HPTC valve is a butterfly--type valve controlled by a hydraulic pistonactuator. Modulation of the valve is controlled by hydraulic fluid pressuresreceived from electro--hydraulic servo valve (EHSV) in the hydromechanicalunit (HMU). The EHSV is controlled by the EEC. The valve assembly has twolinear variable differential transformers (LVDT‘s) which supply valve positionsignals to he EEC. There is an electrical connector for each LVDT. One LVDTis excited and read by EEC channel A. The other LVDT is excited and read byEEC channel B.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 13SCL JGB May -- 2001Figure 6 Turbine Case Cooling (ACC)

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


TURBINE CASE COOLING CONTROLHPT cooling is controlled by the active channel processor within the EEC,the HPTC EHSV within the HMU, and the HPTC valve.The active clearance control software components inside the EEC channelprocessor are the dimensional calculators, command calculators, demandcalculators, and valve drivers.The dimensional calculators issue a ”size error” signal whenever the calculatorsdetermine that the clearance between turbine case and turbine blade tip areincorrect. To do these calculations, the dimensional calculators use severaltemperature, pressure and speed parameters. The command calculatorsreceive the ”size error” signals and convert them to valve position commandsignals. The valve position command signal is a percentage, with 0 % equalto valve--fully--closed and 100 % equal to valve--fully--open. Using the valvefeedback signals, the demand calculator determines the error between theactual and commanded valve positions, and generates an output equal to theerror. The error signal is sent to the valve driver which converts the digitalsignal to a DC signal. This signal goes to the EHSV in the HMU where itcontrols the position of the HPTC valve.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 15SCL JGB May -- 2001Figure 7 Turbine Case Cooling Control

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


COMPRESSOR DISCHARGE TEMPERATURE (T3) SENSORThe T3 temperature sensor measures HPC discharge air temperature.The EEC uses this temperature to sequence the bore cooling valves(BCV‘s) and the active clearance control valves.The T3 temperature sensor is mounted to the forward end of the compressorrear frame at the 11:30 position. The T3 sensor has dual chromel / alumelthermocouples, one for each EEC channel. A single electrical connector sendsboth outputs to the cold junctions inside the EEC. The connector is locatedabove the EGT shunt junction box on a bracket on the LPT cooling air tube.The outputs from the T3 sensor go to the connector through a metal casedceramic--sheathed lead. The operational range of the T3 input to the EEC isfrom --75 to +1337 ° F (--60 to +725 ° C).

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 17SCL JGB May -- 2001Figure 8 Compressor Discharge Temperature (T3) Sensor

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


COMPRESSOR AIRFLOW CONTROL SYSTEM

GeneralThe compressor control system prevents compressor stall (surges)and improves engine efficiency.Two systems, the variable stator vanes (VSV) and variable bypassvalves (VBV), control the HPC airflow. Both systems use hydraulicactuators. Servo fuel from the HMU is used as the hydraulic fluid tocontrol the actuators.The variable stator vanes include the HPC inlet guide vanes and thefirst five stages of the HPC stator vanes. Modulation of these vanespermits optimum compressor performance throughout the engineoperating range.The VSV components are located on the forward HPC case. The VSV‘sare varied in unison by two VSV actuators. They are closed at low powerand modulate open as power increases.The VBV components are in the fan frame. Twelve valves are modulatedin unison by two actuators. The VBVs are open at low power and modulatetoward closed as power increases. The open valves divert a portion of theLPC primary discharge from the HPC to the secondary flow path.Each VSV and VBV actuator has a linear variable differential transformer(LVDT) to send feedback signals to the EEC. The actuator LVDT‘s on theleft side of the engine are excited by and send feedback signals to EECchannel A. The right side actuator LVDT‘s are excited by and send feedbacksignals to EEC channel B.

OperationThe EEC uses input signals from engine sensors to control electro--hydraulicservo valves (EHSV‘s) in the HMU. The EHSV‘s use servo fuel to modulatethe VSV and VBV actuators. The EEC increases current to the EHSV inproportion to N2. The EHSV directs servo fuel pressure to the actuators tomove them to the commanded position.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 19SCL JGB May -- 2001Figure 9 Compressor Airflow Control System

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


VARIABLE STATOR VANE (VSV) SYSTEM COMPONENTS

GeneralThe VSV system components include two actuators, two actuation levers,and six actuation rings connected to VSV lever arms. Access to the VSVsystem components is through the thrust reverser halves.

VSV ActuatorsThe VSV actuators are a double--action piston type, mounted at 3:00 and 9:00positions on the HPC case forward flange.

OperationThe HMU sends high--pressure servo fuel to the head and rod ends of the VSVactuators. Increasing the head end servo fuel pressure, and decreasing therod end fuel pressure, causes the actuator pistons to extend. This causes theleft actuation lever to lower, the right actuation lever to raise, and the actuationrings to rotate counterclockwise (aft looking forward), opening the VSV‘s.Increasing the rod end servo fuel pressure and decreasing the head end servofuel pressure closes the VSV‘s.An electrical connector on each actuator provides position feedback to the EECfrom an LVDT located inside the actuator. The left actuator LVDT is excitedby and sends position feedback signals to EEC channel A. The right actuatorLVDT is excited by and sends position feedback signals to EEC channel B.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 21SCL JGB May -- 2001Figure 10 Variable Stator Vane System Components

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


VARIABLE BYPASS VALVE (VBV) SYSTEM COMPONENTS

GeneralThe VBV system components include two actuators, a unison ring,bell cranks, and 12 bypass valves. Access to the VBV systemcomponents is through the thrust reverser halves.

VBV ActuatorsThe VBV actuators are double--action piston type, mounted near the4:00 and 10:00 positions on the fan frame.The 12 VBV‘s are equally spaced around the LPC case between thefan frame struts. They are rectangular metal plates that cover thebypass valve outlets. LPC primary discharge air is diverted throughopen VBV‘s into the secondary air flow path.

OperationA unison ring interconnects all12 VBV‘s using bell cranks. All VBV‘soperate in unison in response to the actuators. The HMU sends highpressure servo fuel to the head and rod ends of the VBV actuators.Increasing the head end servo fuel pressure, and decreasing the rodend fuel pressure, causes the actuator pistons to extend. This causesthe unison ring to rotate counterclockwise, opening the VBV‘s increasingthe rod end servo fuel pressure and decreasing the head end servo fuelpressure closes the VBV‘s.An electrical connector on each actuator provides position feedback tothe EEC from a LVDT located inside the actuator. The left actuatorLVDT is excited by and sends position feedback signals to EEC channel A.The right actuator LVDT is excited by and sends position feedback signalsto EEC channel B.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 23SCL JGB May -- 2001Figure 11 Variable Bypass Valve System Components

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


VSV AND VBV CONTROL

GeneralThe logic schedules for VSV and VBV control are incorporated intothe EEC software. The VSV‘s are modulated as a function of actualN2, T25 and PO. The VBV‘s are modulated as a function of actual N1,TAT and the VSV positions.When the engine is started, the VBV‘s are open and the VSVs are closed.As the engine accelerates, the EEC commands the EHSV to signal theVSV actuators to gradually open the vanes. The position feedback signaltells the EEC that the actuators have moved to the commanded position.The VSV position is also used by the EEC to schedule the position of theVBV‘s. The VBV actuators get fuel pressure signals to gradually closeas power increases. At high power, the VSV‘s are fully open and theVBV‘s are fully closed. The opposite occurs during power reductions.

Modulation Schedule RevisionsThe EEC increases the compressor stall margin during rapid decelerations.(throttle chop) and reverse thrust operation.Rapid decelerations are sensed by the EEC. The large mass of the fandoes not decelerate as quickly as the high pressure compressor. Thiscauses an overload of airflow at the HPC inlet. To prevent a compressorstall, the EEC revises the normal VBV schedule so that the VBV‘s areopen an additional 30 square inches. When the EEC senses that thedecelerations of the fan and compressor have stabilized, it returns to thenormal VBV schedule.During reverse thrust operation, the reversed fan air disturbs the airflowat the engine inlet. To ensure that the engine does not stall, the EECrevises the normal VBV schedule so that the VBV‘s are open an additional30 square inches until reverse thrust is stopped. The VSV‘s are closed anadditional four degrees from the normal schedule during reverse thrust.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 25SCL JGB May -- 2001Figure 12 VSV and VBV Control Schedule

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


ENGINE AIR SYSTEM EICAS INDICATIONSPosition indications appear on the EICAS EPCS page for the followingengine air system components:

-- Variable Stator Vane (VSV) Actuators-- Variable Bypass Valve (VBV) Actuators-- High Pressure Turbine Cooling (HPTC) Valve

The indications are in percent of maximum angle, with 0 % equal tofully closed positions and 100 % equal to fully open. The ranges forthe indications are from --5.0% to 105.0%.Parameter values are presented on the EICAS EPCS page forthe following temperatures and pressures used to control engineair system components:

-- Ambient (Static) Pressure (PO)-- HPC Discharge (Burner) Static Pressure (PS3)-- HPC Inlet Temperature (T25)-- HPC Discharge (Burner) Temperature (T3)

The PO pressure indication range is from --1.5 to 20 PSIA.The PS3 indication range is from --5 to 600 PSIA.The T25 indication range is from --55 to 160 ° C.The T3 indication range is from --55 to 650 ° C.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 27SCL JGB May -- 2001Figure 13 Engine Air System EICAS Indications

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


ENGINE AIR SYSTEM -- OPERATION

Core Compartment Cooling ValvesThe CCCV is closed at stabilized cruise power when the aircraftis above 17,000 Ft. altitude and the EGT is less than 699 ° C.Cooling airflow to engine accessories is reduced when the CCCVis closed.The CCCV fail--safe is open.

HPTC ValveThe HPTC valve opens at cruise power settings when the aircraftis above 17,000 Ft. altitude and N2 is between 82 % and 98 %.Turbine case cooling airflow is increased when the valve is open.The HPTC valve will fail--safe to closed.

Variable Stator VanesThe VSV‘s modulate from fully closed during starting to fully openat takeoff power. The modulation schedule changes during reversethrust operation. The VSV‘s fail--safe to closed.

Variable Bypass ValvesThe VBV‘s modulate from fully open during starting to fully closedat takeoff power. The modulation schedule changes during rapiddeceleration and reverse thrust operation.The VBV‘s fail--safe open.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 29SCL JGB May -- 2001Figure 14 Engine Air System Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


BEARINGS AND SUMPS

GeneralThe two rotor systems contain 7 bearings wich are housed inside three oilsumps. the oil sumps are called A, B+C and D sump.A Sump houses bearing Nr 1 Ball N1

2 Roller N13 Roller N2

B+C Sump houses bearing Nr 4R Roller N24B Ball N25 Roller N2

D Sump houses bearing Nr 6 Roller N1

Sump sealing and pressurizationAll oil sumps are sealed with labyrinth type air and oil seals.

Sump seal (Cavity) drainsDrain lines are installed in the sump cavities (air pressurization chamber) toroute leaking into :A sump radial drive shaft housingB+C sump LP recoup air exitD sump drain holes TRF struts (are not vented).

AIR EXTRACTIONS

Fan AirFan air is used for cooling:-- HPT and LPT Active Clearance Control-- Core Compartment Cooling-- Ignitor Leads-- IDG Oil Cooler

5th Stage LPCSealing A, B+C and D sumpsCooling B+C sump, N1 rotor shaft and N2 compressor rotor.

7th Stage HPCCooling-- HPT rotor (aft side)-- LPT rotor (fwd side)-- LPT 1st Stage Nozzle Guide Vanes (leading edge)

11th StageCooling-- HPT 2nd Stage Nozzle Guide Vanes and-- HPT 2nd Stage Stator Support.

14th Stage HPCCooling-- HPT 1st Stage Nozzle Guide Vanes-- HPT 1st and 2nd Stage rotor blades-- HPT rotor spool-- HPT stator case.

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 31SCL JGB May -- 2001Figure 15 Sumps Airflow

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


RECOUP

HP RecoupThis is leaking CDP air wich has to be brought away from the compressor rearframe. Since the pressure and quantity are very high, the air is used for coolingpurposes on the LPT 1st stage NGV trailing edge and then routed into the hotgas stream.

LP RecoupAir out of the same part CRF, only lower on pressure, is routed via 3 tubes intothe gas streamat the exhaust.

AIR EXTRACTION FOR AIRCRAFT USE

8th Stage HPC-- Pneumatic-- Thrust Reverser

11th Stage HPCServo (muscle) pressure-- IDG air cooler valve-- Core Compartment Cooling Valve

14th Stage HPC-- Pneumatic-- Thrust Reverser

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00

Page: 33SCL JGB May -- 2001Figure 16 Airflow General

Lufthansa


ForTraining

PurposesOnly

ENGINEAIR SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

75 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINECONTROL SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


ATA -- 76 ENGINE CONTROL SYSTEM

TABLE OF CONTENTEngine Control 002Thrust lever Assy 004Autothrottle Clutch Pack Assy 006Thrust Lever Angle Resolver 008Fuel Control System 012Electronic Engine Control 014Control Alternator 020Fan T12 Sensor 022Compressor T25 Sensor 024EEC Discretes Circuit Card 026EEC Operation 028Power and Mode Select 030EEC Channel Reset 032EEC Control Mode 034EEC Engine Idle Select 038Hydromechanical Unit 040HMU Fuel Metering Operation 042Engine & Fuel Control EICAS Message 046

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


ENGINE CONTROL SYSTEM

GeneralThe General Electric CF6--80C2 is an engine which has aFull Authority Digital Electronic Control (FADEC) system,it is a computer--based engine control system. Each engineon the 767 has its own independent engine control system.The main component of the FADEC system is a control boxcalled Electronic Engine Control (EEC). The FADEC systemis divided into subsystems to perform two basic functions:

-- information processing-- and engine control.

The information processing functions receive, manipulate, andsend large amounts of data. The EEC gets information aboutthe environment and operating conditions within the engine.The EEC uses this information to control the engine.The EEC also sends data and messages to EICAS, the SEI andthe PIMU.The engine control functions control the engine fuel and air systemsto operate the engine efficiently at all rated performance levels.The engine systems that the EEC controls include fuel flow, primaryengine airflow, turbine case cooling, parasitic (internal engine) coolingairflow, ignition, and engine starting systems.Fuel control is covered in this chapter. The other engine systems arecovered in other chapters.

Fuel Control SystemEngine fuel flow is controlled by the EEC. There are no mechanicalengine control connections between the flight compartment and theengines. The EEC must be operational for the engine to run.The EEC receives input signals from the thrust levers through thrustlever resolvers, (TRA) and from engine sensors. The EEC controls thehydromechanical unit (HMU) using analog electrical signals. The HMUcontrols thrust by controlling fuel flow to the fuel nozzles in the enginecombustor.

A dedicated control alternator generates power for the EEC when theengine is running. The EEC also receives aircraft power during enginestart, EEC maintenance test, and as backup power.Fuel control switches in the flight compartment control a high pressure fuelshutoff valve in the HMU. This assures that the engine can be shutdownregardless of EEC inputs and failures.A microswitch pack is mechanically actuated by the thrust lever linkage.The microswitch pack acts as an interface between the thrust levers andother user systems.The EEC sends signals to EICAS and the Standby Engine Indicator (SEI)for indication. The EEC receives digital signals from the Thrust ManagementComputer (TMC) and Air Data Computer (ADC). The Flight ManagementComputer (FMC) is also linked to the EEC through the TMC.The EEC discretes card sends pneumatic demand signals to the TMC.The TMC sends these signals to both EEC‘s . The EEC discretes card sendsan analog engine idle control signal directly to the EEC.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 3SCL JGB May -- 2001Figure 1 Engine Controls Schematic

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


THRUST LEVER ASSEMBLY

GeneralThe thrust lever assembly controls the amount of thrust andits direction (forward or reverse). The assembly is in the centercontrol stand. The crank arm is connected to the reverse thrustlever assembly. The forward thrust lever assembly is linked tothe crank arm with the thrust reverser latch.

Forward / Reverse Thrust Lever InterlockThe forward / reverse thrust lever interlock has a tab anda pawl that keep the forward and reverse thrust levers fromoperating at the same time. The pawl engages a tab to preventlifting the reverse thrust lever unless the forward thrust lever isat idle. The pawl enters a slot in the structure when the reversethrust lever is lifted to prevent advancing the forward thrust lever.

Forward Thrust OperationWhen the reverse thrust lever is down (stowed), the thrust reverserlatch is engaged. This links the forward thrust lever to the crankarm. The control rods move upward to increase forward thrustwhen the forward thrust levers are advanced.

Reverse Thrust OperationWhen the reverse thrust lever is lifted, the thrust reverser latchdisengages. This allows the crank arm to move the control rodsdownward to increase reverse thrust.The reverse idle detent assembly is a cam and a roller that givetactile feedback of reverse thrust lever position. In forwardthrust, the cam and roller move together. In reverse thrust, thecam is stationary and the roller moves with the reverse thrust lever.The roller enters the cam detent to give a tactile indication that thereverser is commanded to deploy and that reverse thrust is at idle.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 5SCL JGB May -- 2001Figure 2 Thrust Lever Assy

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


AUTOTHROTTLE CLUTCH PACK ASSEMBLY

GeneralThe autothrottle clutch pack assembly is the interface betweenthe autothrottle system and the engine fuel control system. It islocated in the forward equipment center.The microswitch pack is linked to the clutch pack assembly throughthe forward cable drum. It is the interface to other aircraft systems.The switch pack is mounted below the drum.

Autothrottle Clutch PacksThe autothrottle clutch packs serve two purposes:

-- to supply friction and feel’ for the thrust levers (manual),-- and to allow the autothrottle servo unit to move the thrustlevers (automatic) .

The clutch packs are mounted on a common shaft. The thrust leversare connected to one face of a clutch pack. The autothrottle servo unitis connected to the other face of both clutch packs. The clutch frictionis set to supply the correct ”feel” when the thrust levers are movedmanually against the autothrottle servo unit. When the autothrottle isengaged, the autothrottle servo unit moves the thrust levers through theclutch packs. The clutch packs make manual override of the servo unitpossible at all times.

Microswitch PackThe microswitch pack has two cam following arms and two sets of switchesfor each engine. Cam surfaces machined on the lower half of the forwarddrums move the arms. This activates the switches to send thrust leverposition signals to other aircraft systems.

Switch Replacement and AdjustmentThe individual switches of the microswitch pack may be replaced, but theentire switch pack must first be removed. There is an adjustment screwfor each microswitch. These screws are turned to get ah switches in thegroup to activate at the same time. This adjustment is best done on thebench before installation. In addition, there is an adjusting bolt for eachgroup. The bolt is turned to get the switches to activate at the correctthrust lever angle.

To adjust the switch group, place the thrust levers at the proper angleas described in the maintenance manual. A scale on the forward drumindicates the position. Push on the lock channel to disengage the adjustingbolt. Rotate the bolt to adjust the switch. Check that the position iscorrect by a continuity test on the appropriate pins in the electrical connector.When the position is correct, release the lock channel to re--engage the bolt.See Maintenance Manual Chapter 22--32 for details.

Switch Titles-- S1 , S5 L / R LANDING WARNING.-- S2, S3 L AUTOBRAKE / AUTOBRAKE RTO.-- S6, S7 R AUTOBRAKE / AUTOBRAKE RTO.-- S8, S11 L / R THRUST REVERSER DCV.-- S1O, S14 L / R SPEEDBRAKE RETRACT.-- S12, S16 L / R TMS THRUST REVERSE.-- S17 LOAD SHED / PRESSURE CONTROL L.-- S18 LOAD SHED / PRESSURE CONTROL R.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 7SCL JGB May -- 2001Figure 3 Autothrottle Clutch Pack Assy

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


THRUST LEVER ANGLE (TLA) RESOLVERSThe thrust levers control engine thrust. Each thrust leveris mechanically linked through the autothrottle clutchpackto a two channel thrust lever angle (TLA) resolver.The TLA resolver is a rotary transducer. The clutchpackturns the resolver rotor when the thrust lever is moved.The resolvers are mounted to the clutchpack assemblies inthe forward equipment center. Access is through theforward equipment center access door.Each resolver has two sets of electrical outputs that are afunction of the thrust lever angle. One signal from eachresolver goes to EEC channel A, the other signal goes to EECchannel B.The TLA resolver rotor receives an ac--signal excitation fromthe active EEC channel. The excitation induces an ac--signalresponse in each of two coils that are mounted perpendicularto each other on the resolver stator.The phase angle difference between the two coil response signalsvaries as a function of thrust lever and resolver rotor position.The EEC senses this phase angle difference and uses it todetermine commanded N1.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 9SCL JGB May -- 2001Figure 4 Thrust Lever Angle Resolvers

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


THRUST LEVER AND RESOLVER ANGLESThe TLA resolver gives thrust lever angle position to the EEC.The TLA resolver stator is held by stationary components of theautothrottle clutch pack assembly. Moving the left (right) thrustlever causes the left (right) TLA resolver rotate.When the forward thrust levers are pulled back to the idle stopwith the reverse thrust levers in the down position (thrust reverserstowed), the thrust resolver angle (TRA) value on the EICAS EPCSpage must be between 33.7 and 34.1 degrees. If external testequipment is used to directly measure the TRA, the angle for the leftTLA resolver must be between 33.7 and 34.1 degrees, and the anglefor the right TLA resolver must be between 55.9 and 56.3 degrees.When the forward thrust levers are pushed forward to the maximumthrust position, the TRA value on the EICAS EPCS page must bebetween 85.0 and 88.5 degrees. if external test equipment is usedto directly measure the TRA, the angle for the left TLA resolver mustbe between 85.0 and 88.5 degrees, and the angle for the right TLAresolver must be between 1.5 and 5.0 degrees.When the forward thrust levers are pulled back to the idle stop, andthe reverse thrust levers are pulled up to tile maximum reverse thrustposition, the TRA value on the EICAS EPCS page must be between3.0 and 8.0 degrees. If external test equipment is used to directlymeasure the TRA, the angle for the left TLA resolver must be between3.0 and 8.0 degrees, and the angle for the right TLA resolver must bebetween 82.0 and 87.0 degrees.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 11SCL JGB May -- 2001Figure 5 Thrust Lever and Resolver Angles

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


FUEL CONTROL SYSTEMThe fuel control system directly controls engine thrust. The system isdesigned around a full authority, dual channel, digital electronic enginecontrol (EEC). It is mounted on the fan case at the 8:30 position.Fuel flow is metered by the hydromechanical unit (HMU) mounted onthe front right side of the accessory gearbox. In addition, the HMUsupplies servo fuel for the operation of the engine air system.The HMU gets control signals from the EEC and the aircraftOther components of the fuel control system include the controlalternator, electrical fan inlet temperature (T12) sensors and theT25 / P25 temperature / pressure sensor. The control alternatorsupplies power to the EEC and is driven by the accessory gearbox.There are two T12 sensors mounted on the forward edge of thefan case. The T25 / P25 sensor is mounted to the fan frame atthe HPC inlet. The temperature signals are sent to the EEC forpower management. An optional pressure signal goes to EECcondition monitoring circuits.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 13SCL JGB May -- 2001Figure 6 Fuel Control Components

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


ELECTRONIC ENGINE CONTROLThe electronic engine unit (EEC) manages the following engine functions:

-- Compressor airflow control (Chapter 75)-- Core compartment cooling (75)-- Turbine case cooling (75)-- Engine / aircraft interface (EICAS, TMC, etc.) (76)-- Power management in response to commanded thrust (76)-- Engine limit protection (76)-- Built--in testing (76)-- Fault detection (76)-- Engine status indications (77)-- Maintenance indications (77)-- Thrust reverser interlock and control (78)-- Start / ignition control (74/80)

The EEC is a two channel (A and B), digital electronic microcomputer.It is mounted using vibration isolators on the left side of the fan caseat the 8:30 position. There are fifteen electrical connectors on thefront side of the unit, identified as J1 through J15. Engine wiringharnesses are color coded for easy identification. There are fourconnections for pressure probes on the bottom of the unit. The unitis cooled by natural convection.The EEC is designed to support a variety of engine / aircraft combinationsand different thrust ratings. An engine rating plug on connector J14programs the EEC for the desired application. The plug is attached tothe engine fan case by a lanyard and remains with the engine if the EECis changed. It must be connected to the EEC to dispatch the airplane.The EEC has two modes of operation:

-- control-- and test.

The EEC is normally in the control mode. It is in test mode if the airplaneis on the ground, the fuel control switch is in CUTOFF, and the EEC groundtest switch is in TEST.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


EEC

Figure 7 EEC Location

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


EEC CONNECTORSVarious airplane and engine systems communicate with the EEC and haveredundant paths to the EEC channels (channel A and channel B)The 15 electrical connectors on the EEC are grouped by aircraft interfaces(J1--J6) , on--engine components (J7--J13) and EEC use (J14 and J15).The connectors are assigned as follows:

AircraftJ1 -- Ignition exciter 1 dc power in / out; ch A ground handling bus power in.J2 -- Ignition exciter 2 dc power in / out; ch E ground handling bus power in.J3 -- Fuel on; starter air valve open; ch A reset, EEC fault, digital data bus

(ADC, TMC) in / out, ch A TLA resolver in / out.J4 -- Single / dual igniters; idle select; hard reversionary mode; ch E reset,

EEC fault, digital data bus (ADC, TMC) in / out, ch B TLA resolver in / out.J5 -- Aircraft type; engine position (L or R); ch A thrust reverser position.J6 -- TMC disconnect; operating mode select (control or test); ch B thrust

reverser position

EngineJ7 -- Black -- ch A.J8 -- Brown -- ch B.N2 sensor; ESCV solenoid, ESCV position switches; HMUJ9 -- Red --ch A .J1O -- Orange -- ch B Control alternator; starter air valve;N1 sensor; T12.J11 -- Yellow -- ch A.J12 -- Green --ch B.T25; HPTC valve; VSV actuators; VBV actuators.J13 -- Blue -- ch A and ch B.T3; T49; T5; engine oil temperature sensor; Fuel flow transmitter.Electronic Engine Control (EEC).J14 -- Engine rating plug receptacle.J15 -- Engine identification plug receptacle.

The engine rating plug (P14) and engine identification plug (P15) are captiveto the engine by lanyards.The EEC contains rating tables for multiple ratings. The P14 rating plugdetermines the rating used by the EEC. This plug must be connected to theEEC to dispatch.The engine identification plug (P15) provides engine hardware informationto the EEC, included in this information are the:

-- N1 modifier level.-- EGT shunt value.-- Active clearance control schedules.

After an EEC replacement on an engine, J15 is also used to enter the serialnumber of the engine into the memory of the EEC. The P15 plug is temporarilyremoved from J15. The cable from the programming tool is connected.(See AMM 73--21--15 / 201 for details) . When the serial number programmingis completed, P15 is re--installed in J15.

Pressure InputsThe EEC has pressure transducers and signal conditioning circuits.The pressures measured are:

-- Ambient pressure (PO)-- Compressor discharge pressure (PS3)

One transducer for each channel measures PO through a small hole in theEEC case. A tube for PS3 goes to the EEC.The two channels send data to each other on a crosstalk data bus.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 17SCL JGB May -- 2001Figure 8 EEC Connectors

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


EEC INPUTS / OUTPUTSThe EEC gets analog input data from the engine and aircraft.It also receives digital input data and discrete inputs from the aircraft.The EEC uses power from a control alternator when the engine is running,and from the aircraft when the engine is not running.The EEC sends analog output signals to the hydromechanical unit (HMU),engine air systems, thrust reverser interlock, and start / ignition systems.The EEC sends digital signals to EICAS and the propulsion interface monitorunit (PIMU). The two EEC channels are redundant and independent. Eachchannel receives the same inputs. The system is designed so that no singlefailure causes the engine to stop running.The EEC includes extensive self--test and fault recovery features. Whenthe EEC is on, it monitors all critical functions and inputs. If an input signalis faulty or missing, the EEC usually uses the value input to the other EECchannel. If that input is faulty or missing, the EEC often calculates anapproximate value for the missing data. The EEC takes the followingactions when input data is faulty or missing:

-- Engine sensor data is used to backup the air data computer (ADC) TATand PO values.

-- The EEC calculates a mach number if MACH is not received from theADC.

-- Cross--channel data is used if Tl2 or PO sensor data is invalid.-- Comparisons are made between N1, N2, P3 or T25 sensor data inputs

using cross--channel data. If sensor values disagree, the closest to anEEC calculated value is used; if both sensor values are lost or invalid,EEC calculated values are used.

-- Comparisons are made between TLA data inputs using cross--channeldata. If both inputs are lost or invalid, the last TLA value is used duringtakeoff; otherwise, the TLA is reduced to idle.

-- The EEC calculates values for the HMU fuel metering valve, VSVactuator and VBV actuator if the position data is invalid or missing.

-- The HPTC, LPTC, ESCV, CCC valves and the thrust reverser interlocksfail--safe to open or closed.

-- The EEC uses 28 V dc aircraft power if power is not available from theproper control alternator.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 19SCL JGB May -- 2001Figure 9 EEC Inputs / Outputs

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


CONTROL ALTERNATORThe control alternator is a two--winding, three--phase alternatorthat supplies electrical power to the EEC. It is mounted on thefront left side of the accessory gearbox just outboard of the lubeand scavenge pump.The alternator has two major components, the rotor and stator.The rotor is mounted on a stub shaft extending from the accessorygearbox. The shaft has flats milled on three sides. The rotor haspermanent magnets arid is held on the shaft with a nut. The statoris bolted to the gearbox over the rotor. It has two separate threephase windings. Each set of windings supplies a three phase powersignal to one of two connectors on the forward face of the stator.The inboard connector supplies power to EEC channel A.The outboard connector supplies power to EEC channel B.The control alternator meets all EEC power requirements whenN2 increases above 11 %. It continues to meet the requirementsuntil N2 decreases below 9 %. If one phase of either or bothwindings fails, the control alternator continues to meet all EECpower requirements if N2 is above 45 percent.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 21SCL JGB May -- 2001Figure 10 Control Alternator

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


FAN INLET TEMPERATURE (T12) SENSORThere are two T12 electrical fan inlet temperature sensors.Each supplies inlet temperature data to one of the EEC channels.The sensors are identical and are mounted on the forward edge ofthe fan case at the 2:00 and 10:00 positions. The sensing elementin the sensors is a resistive thermal device (RTD) . It is constructedby wrapping a platinum wire around a ceramic core. The resistanceof the platinum wire is directly proportional to the temperature of theinlet airflow. The RTD element is enclosed in an airfoil housing.The housing protects the element from physical damage. It also preventswater and ice from making contact with the element and interfering withthe sensors ability to detect the true temperature of the inlet airflow.EEC channel A sends a 10 milliamp signal to the left (10:00) sensor.The voltage drop across the RTD element is measured by the EEC andcorrected for ram air effects to determine the inlet air temperature.The right (2:00) sensor operates the same way with EEC channel B.The operational range of the T12 input to the EEC is from --130 to +212 ° F (--90 to +100 ° C).

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 23SCL JGB May -- 2001Figure 11 Fan Inlet Temperature Sensor -- T12

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


COMPRESSOR INLET TEMPERATURE (T25) SENSORThe compressor inlet temperature (T25) sensor is part of the T25 / P25temperature / pressure sensor. The T25 / P25 sensor is mounted on thefan frame at the 7:30 position between the no. 8 and no. 9 fan struts.The sensor has two separate temperature sensing elements, one for eachEEC channel. The sensing elements are protected by an airfoil housing.The P25 pressure output is not used.The temperature sensing elements are resistive thermal devices (RTD).They are constructed by wrapping a platinum wire around a ceramic core.When mounted, the sensor airflow is inserted into the compressor inletairflow. The resistance of the platinum wire is directly proportional to thetemperature of the airflow. Each sensing element is connected to one oftwo electrical connectors on the body of the sensor. One connector is forEEC channel A, and the other connector is for EEC channel B. Each EECchannel sends a 10 milliamp current to a temperature sensing element.The EEC measures the voltage drop across the platinum wire and convertsthe voltage to a compressor inlet temperature value. The operating rangeof the T25 input to the EEC is from --130 to +392 ° F (--90 to +200 ° C).

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 25SCL JGB May -- 2001Figure 12 Compressor Inlet Temperature Sensor -- T25

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


EEC DISCRETES PRINTED CIRCUIT CARDOne EEC discretes printed circuit card serves both engines. It is an interfacebetween various pneumatic user systems and the TMC and FMC. The TMCsupplies both EEC‘s with bleed state information. The card also supplies atime--delay for the idle select control circuits.The card is in the P50 card file in the main equipment center.Relays on the card connect inputs and outputs. The card has two sections,one for each engine. The 28 V dc battery bus and the left 28 volt dc bussupply power to the card’s left engine section. The 28 V dc battery bus andthe right 28 V dc bus supplies power to the card’s right engine section.

CAUTION: THE CARD IS STATIC SENSITIVE. DO NOT HANDLEBEFORE READING THE PROCEDURE FOR HANDLINGELECTROSTATIC DISCHARGE SENSITIVE DEVICES(REF 20--41--01). THE CARD CONTAINS DEVICESTHAT CAN BE DAMAGED BY STATIC DISCHARGE.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 27SCL JGB May -- 2001Figure 13 EEC Discretes Printed Circuit Card

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


EEC OPERATIONThe two EEC channels (A and B) are identical and equally capable ofcontrolling the engine. Each channel contains a power supply, centralprocessor unit, digital interface unit, signal conditioning unit, datainterface unit, and solenoid driver unit. The channels are physicallyseparated within the EEC.The internal power supply for each EEC channel gets three--phase ac powerfrom separate windings of the control alternator when the engine is running(N2 greater than 11 %).Aircraft power is supplied when:-- the engine is being started-- the engine fuel control switch is in the RUN position-- or the EEC maintenance engine power switch ( P61)is in the TEST position.

Normally, aircraft power is used for ignition, pneumatic starter control valveoperation, and power for some of the internal EEC solenoid drivers.Control alternator power is used for all other EEC functions.If both channels are healthy (no faults), the channel in control of the engine(active channel) switches with every engine start. If one or both channelshave faults, the healthiest channel is always selected as the active channelduring engine starting. If a fault is detected in the active channel during enginerun, the standby channel takes control if it is healthier than the other channel.If both channels have faults, the channel with the least severe fault(s) takescontrol. If both channels have failed the engine is shut down. Detected faultsare stored in the volatile memory of each channel. Fault information is sharedbetween the two channels through the crosstalk data bus.Pressure transducers and signal conditioners for pressure inputs are locatedinside the EEC. There are separate pressure sensor circuits for each channel.When the engine is running, both channels have power, receive input signals,process data, and send information to aircraft systems and to the otherEEC channel. However, only the active channel operates the servo valves,solenoids and relays to control the engine. Similar outputs from the standbychannel are terminated inside the EEC by switching relays.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 29SCL JGB May -- 2001Figure 14 EEC Operation

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


POWER AND MODE SELECT

PowerThe EEC gets power from the aircraft during engine start, EEC test,and when the fuel control switch is in RUN. Aircraft power is used ifpower from the control alternator is not available, or when N2 is lessthan 11 % Each EEC channel has an independent power relay.The relays are energized through the start relay, the EEC maintenancetest switch, or the channel reset relays when the fuel control switch isset to RUN.

Mode SelectIf the EEC fails to receive a valid total pressure value from either ADC,the EEC operates in a soft reversionary control mode. If N2 is greaterthan 50 % , as sensed by the N2 speed card, the ALTN light in the EECcontrol switch comes on after 10 seconds and the EICAS level C messageL (R) ENG EEC MODE appears. This message is also latched as an EICASstatus and maintenance message.Operating one engine using the soft reversionary control mode can causethrust lever stagger, depending on ambient conditions. To eliminate this,the flight crew can command the EEC to operate in a hard reversionarycontrol mode. This is done by pressing the EEC control switch on the P5panel. The EEC common return is connected to the mode select input whenthe EEC control switch is cycled from the normal to the alternate position.This tells the EEC that the hard reversionary control mode has been selected.In this mode, the ALTN light in the EEC control switch is on. The EICASmessage L (R) ENG EEC MODE appears as a level C message and aslatched status and maintenance messages.If N1 command is greater than N1 maximum by more than 2% when theEEC is in either reversionary control mode, the level B EICAS messageL (R) ENG LIM PROT appears.

TestSetting the EEC maintenance test switch on the P6 panel to TEST startsan EEC test. Power is supplied to the EEC and the EEC common return isconnected to the ground test enable input of both EEC channels. During thetest, all EICAS engine parameters that normally appear when the engine isrunning are shown.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 31SCL JGB May -- 2001Figure 15 EEC Power and Mode Selector

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


CHANNEL RESET AND FUEL ON

Channel ResetThe channel reset signal causes the EEC to alternate the active channelbetween channel A and channel B. Both EEC channels get a reset signalthrough the reset relays when the fuel control switch is moved to CUTOFF.Channel A also gets a reset signal if the fire switch is pulled. It a channelreset signal is receive while channel A is the active channel, channel B willbecome the new active channel if it is at least as healthy as channel A.If channel A is healthier than channel B, channel A will remain as activechannel.

Fuel OnWhen the fuel control switch is set to RUN and the fire switch is set toNORM, a fuel--on signal is sent to both EEC channels.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 33SCL JGB May -- 2001Figure 16 EEC Channel Reset and Fuel On

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


EEC CONTROL MODES

GeneralThe EEC uses total air temperature (T2), ambient pressure (PO), and totalpressure (PT2) to compute the N1 command needed to meet commandedthrust. The thrust rating logic uses N1 command and several EEC controlsystems to determine required fuel flow.

Normal Control ModeThe air data computers (ADC‘s) supply T2, PO and PT2 to each EEC.The left ADC sends data to channel A. The right ADC sends data to channelB. Engine temperature sensors send air data to the EEC. The left T12 sensordata goes to channel A. The right T12 sensor data goes to channel B. EachEEC channel has a PO input. Using the crosstalk data bus, the data from bothADC‘s, both T12 sensors, and both PO inputs are available to each channel.Each EEC channel compares the total air temperature inputs (T2 L ADC, T2R ADC, T12 CH A, and T12 CH B) to select a T2 value for calculating N1 lcommand. The ambient pressure inputs (PO L ADC, PO R ADC, PO CH A,and PO CH B) are used to select a PO value. A PT2 value is selected bycomparing total pressure inputs (PT2 L ADC and PT2 R ADC).The selected PT2 value is used to calculate mach number (Mn) , impactPressure (Q), the difference between ambient and standard day temperature(DTAMB), and the ambient temperature (TAMB). These values are used withT2 and PO to determine N1 command. The thrust lever angle (TLA) and bleedvalue received from the FMC are also used.

Soft Reversionary Control ModeThe normal control mode is used it PT2 L ADC and PT2 R ADC are bothavailable and valid, and agree within 0.437 psia. Probe heat must also be ON.If these conditions are not met, the EEC automatically enters a softreversionary control mode. If N2 is greater than 50 percent when the EECswitches to the soft reversionary control mode, the ALTN light on the EECswitch comes on, and the EICAS level C message L (R) ENG EEC MODEappears. The most recent DTAMB value while in the normal control mode isused for the soft reversionary control mode. This permits a smooth transitionfrom the normal to soft reversionary modes. The fixed DTAMB value is used tocalculate an assumed TAMB as altitude changes, and to calculate Mn and Q.N1 command is calculated using the assumed values for Mn, Q, TAMB, andDTAMB, and the PO, T2, TLA and bleed values.

If the conditions required for normal control mode operation return whilethe EEC is in the soft reversionary control mode, the EEC goes back tothe normal control mode if the current calculated Mn is within 0.1 of thecurrent actual Mn. This ensures that control mode change does not causesignificant changes in N1.

Hard Reversionary Control ModeIf an EEC remains in a soft reversionary control mode for an extended time,the two engines will develop different thrust levels. The hard reversionarycontrol mode permits engine operation for extended periods.Manually selecting this mode ensures that both engines supply the samethrust at the same TLA position This mode is selected by pressing bothEEC switches are pressed, the ALTN lights on the EEC switches come on,and the EICAS level C messages L ENG EEC MODE and R ENG EECMODE appear.In the hard reversionary control mode, the DTAMB value used in calculatingN1 command corresponds to the cornerpoint DTAMB value. The thrust canincrease by using the cornerpoint DTAMB value instead of the DTAMB valueused in the soft reversionary control mode. This can cause overboosting ofthe engine depending on actual ambient conditions and thrust lever angle.Toprevent overboosting, the thrust levers must be pulled back to an intermediateposition prior to selecting the hard reversionary control mode.The cornerpoint DTAMB value is used to calculate an assumed DTAMB asaltitude changes, and to calculate Mn and Q. N1 command is calculated usingthe calculated values for Mn, Q, DTAMB, and DTAMB, and the PO, T2, TLAand bleed values.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 35SCL JGB May -- 2001Figure 17 EEC Control Modes

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


Limit ProtectionThe EEC limits N1, N2, and the compressor discharge pressure (PS3).If any of the limits are approached or exceeded, the EEC reduces thefuel flow regardless of the TLA position. The N1 limit is 3,854 rpm(117.5%), the N2 limit is 11,055 rpm (112.5%), and PS3 is limitedto 430 psid. The N2 limit schedule is used in addition to a mechanicaloverspeed governor in the hydromechanical unit (HMU).

Acceleration / Deceleration ControlThe EEC limits the N1 and N2 acceleration and deceleration rates.If the commanded thrust increase is higher than allowable, the EEClimits fuel flow to the maximum rate allowed to prevent engineoverboosting. If the commanded thrust decrease is lower thanallowable, the EEC maintains a fuel flow sufficient to prevent engineflameout. This control ensures that all engines respond to thrust leverangle changes at the same rate.

Idle ControlThe idle control calculates N2 demand. If minimum idle is not selected,the EEC calculates a flight idle N2 demand valve based on ambienttemperature and pressure. When minimum idle is selected, the flightidle N2 demand is set to 6,050 rpm (61.6 %). The fuel flow is set tokeep N2 speed at or above the flight idle N2 demand. If the N2 demandmakes the compressor discharge pressure to low to meet bleedrequirements, fuel flow is increased.

Reverse ControlReverse control is active whenever the thrust reverser is not fully stowed.The EEC calculates the reverse thrust demand based on the thrust leverposition. If the calculated reverse thrust N1 demand is greater than3,280 rpm, or if the thrust demand is calculated to be greater than about30,700 pounds, the fuel flow is reduced to ensure that these limits are notexceeded.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 37SCL JGB May -- 2001Figure 18 EEC Control Modes

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


EEC ENGINE IDLE SELECT CONTROLThe engine operates at one of two idle speeds:

-- minimum idle-- or approach (high) idle

Minimum idle is generally used in the air. It is also used on the groundto reduce idle thrust while in the forward thrust mode. Approach idleis used during landing approach (flaps down) to meet the engine responsetime limits required for certification. To ensure an adequate flameoutmargin, approach idle is also used in flight when thermal anti--ice is on.The EEC sets the engine idle based on a signal loop between the EECcommon return and the minimum idle terminals. if there is a signal loop,the EEC sets minimum idle. If the loop is broken, approach idle is set.Approach idle is the default setting.The EEC is commanded to approach (high) idle for any of the following:

-- The thrust reverser PRSOV is energized.-- The thrust reverser is commanded to deploy and the fire handle is

down in the normal position.-- The aircraft is in flight with flaps down (landing position).-- The aircraft is in flight with the thermal anti--ice system on.-- The aircraft is in flight with continuous ignition selected.

Unless the EEC is commanded to approach idle for another reason,the EEC is commanded to change from approach idle to minimum idle:

-- Five seconds after the flaps are raised past 23 ° after having beenbelow 23 ° .

-- Five seconds after the thermal anti--ice system is turned off afterhaving been on.

-- Five seconds after the aircraft has landed unless thrust reverserdeployment is commanded.

-- Immediately after power is removed from the T/R PRSOV and thereverse thrust lever has been stowed.

If the idle commands to the both EEC channels do not agree, an EICASmessage appears. Disagreements occur due to a faulty relay or idlecommand differences. The EICAS message IDLE DISAGREE appears asa level C message and as a latched maintenance message on the ECS / MSGpage.

If the EEC senses that N1 is less than approach idle when the thermal anti--icesystem is on, the EICAS message L (R) ENG LOW IDLE appears as a level Cmessage and as a latched maintenance message.FADEC engines are susceptible to flame out at minimum idle whenencountering inclement weather. The ignition select switch is used tocommand approach idle preventing possible flame out.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 39SCL JGB May -- 2001Figure 19 EEC Idle Select Control

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


HYDROMECHANICAL UNITThe fuel metering subsystem is completely contained in the hydromechanicalunit (HMU). The HMU is mounted on the front, right side of the accessorygearbox. It is driven by a mechanical connection to the gearbox.The HMU responds to electrical signals from the EEC to meter fuel flow forcombustion and to modulate servo fuel flow to operate the engine air systems.The HMU also receives signals from the aircraft fuel control system to controlan internal high pressure fuel shutoff valve (HPSOV). Access to the HMU isthrough the right thrust reverser half.There are four external electrical connectors for electrical interfaces with theaircraft and EEC. Four fuel ports connect the HMU with the fuel pump andfuel nozzles. There are five hydraulic connections for control interfaces withthe engine fuel and air systems. Each hydraulic interface is controlled by anelectro hydraulic servo valve (EHSV) that varies servo fuel pressure inresponse to EEC signals.The fuel connections to the HMU are:

-- Fuel inlet from the fuel pump-- Fuel discharge to the fuel nozzles-- Fuel bypass discharge to the fuel pump-- Servo fuel inlet from the servo fuel heater

The hydraulic connections from the HMU are:-- Servo fuel pressure to the low pressure turbine cooling (LPTC) valve-- Servo fuel pressure to the high pressure turbine cooling )HPTC) valve-- Servo fuel reference pressure to the LPTC and HPTC valves-- Servo fuel pressure to the variable bypass valves (VBV‘s)-- Servo fuel pressure to the variable stator vanes (VSV‘s)

The electrical connections to the HMU are:-- Fuel control signals from EEC channel A-- Fuel control signals from EEC channel B-- HPSOV solenoid inputs from the fuel control valves-- HPSOV position indication outputs to the EEC.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 41SCL JGB May -- 2001Figure 20 Hydromechanical Unit

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


HMU FUEL METERING OPERATION

GeneralThe HMU has three hydraulic circuits:

-- a fuel metering circuit-- a bypass circuit-- a servo control circuit.

The fuel metering circuit controls fuel flow to the fuel nozzles in the enginecombustor. It has a fuel metering valve and a high pressure fuel shutoffvalve (HPSOV). Unentered fuel from the fuel pump goes to the FMV. Me-tered fuel from the FMV goes to the HPSOV. If the HPSOV is open, me-tered fuel is routed to the fuel nozzles.The bypass circuit is composed of a bypass valve, a differential pressure(delta P) regulator, and an overspeed governor. The fuel pump supplies morefuel than needed for the metered fuel flow. The bypass circuit returns excessfuel to the fuel pump.The servo control circuit divides the fuel supply from the servo fuel heaterinto regulated and unregulated servo flows. These flows operate actuatorslocated both inside and outside of the HMU. The circuit has a servo regulatingand distribution section and five electro--magnetic servo valves. One of theseservo valves supplies servo pressure for FMV control and is discussed below.The other servo valves control pressure to engine air system actuators and arediscussed under ENGINE AIR.

Fuel Metering ValveA fuel metering valve (FMV) inside the HMU controls fuel flow to the nozzles.The hydraulically driven metering valve is controlled by the fuel metering valveEHSV. The EHSV has two coils, one for each EEC channel. The controllingEEC channel increases current through its EHSV coil to hydraulically open theFMV. If neither coil has power, the FMV closes.The FMV has two position indicating resolvers. One resolver is excited by, andprovides a position feedback signal to, EEC channel A. The other resolvergoes to EEC channel B.

High Pressure Fuel Shutoff ValveA solenoid controls the position of the high pressure fuel shutoff valve(HPSOV). The fuel control switch and engine fire switch on the P10 panelcontrol the HPSOV solenoid. The solenoid gets power directly from the 28 V dcfrom the battery bus. It has two latching coils:

-- run-- and cutoff.

Placing the fuel control switch to RUN energizes the run coil of the HPSOVsolenoid. Placing the fuel control switch to CUTOFF, or pulling the engine fireswitch, energizes the cutoff coil of the HPSOV solenoid. The solenoid ismagnetically latched in the last commanded position.When the HPSOV solenoid is in the cutoff position, the HPSOV sends highpressure servo fuel to the pressurizing and shutoff valve to stop meteredfuel flow to the fuel nozzles. When the solenoid is in the run position, thehigh pressure servo fuel is cutoff and the pressurizing and shutoff valvecan open.When the pressurizing and shutoff valve is closed, a permanent magnetmounted to a translating structure on the valve is in close proximity with threereed--type switches. The magnet closes the three switches. One of the switchoutputs goes to EEC channel A, one to EEC channel B, and one to the ENGVALVE disagreement light circuit. The EICAS level C message L (R) ENGFUEL VAL appears if the pressurizing and shutoff valve actual and command-ed positions disagree. The ENG VALVE light on the P10 panel also comes onwhen the valve actual and commanded positions disagree.

Bypass ValveThe bypass valve has a piston inside a multi--ported sleeve. Unmetered fuelfrom the fuel pump enters the sleeve, is blocked by the piston, and is forcedout of the sleeve ports. The fuel flow rate to the FMV, and the bypass returnflow to the fuel pump, are controlled by moving the piston in and out of thesleeve varying the number of outlet ports. The piston position is controlled bythe delta P regulator.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 43SCL JGB May -- 2001Figure 21 HMU Schematic

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


Delta P RegulatorThe delta P regulator maintains a constant pressure drop across the FMV.This makes the fuel flow rate vary with the FMV position. The fuel flowrate is between zero and 30,000 pounds per hour.The regulator monitors the pressure difference between the unmeteredfuel input and metered fuel output developed across the FMV. The regulatorpositions the bypass valve to equalize the two fuel pressures. If the FMVinput pressure increases above the output pressure, the delta P regulatoropens the bypass valve to increase bypass fuel flow to the fuel pump. If theFMV input pressure decreases below the output pressure, the bypass valvecloses to decrease bypass fuel flow.

Overspeed GovernorThe overspeed governor senses N2 speed through the HMU mechanical drivefrom the accessory gearbox. If N2 exceeds 113.4 %, the governor overridesthe delta P regulator input to the bypass valve to reduce metered fuel flowregardless of the FMV position.When the overspeed governor operates, it closes an overspeed indicationswitch inside the HMU. This switch is connected to the EEC. When theswitch closes, the latched EICAS status and maintenance messageL (R) ENG O/S GOV appears.When the engine is started, remaining fuel between the spar valve and thepressurizing and shutoff valve causes the overspeed governor to operate,closing the overspeed switch. The overspeed governor returns to normaloperation at 50 % of N2. This performs a functional test of the overspeedgovernor.If the switch does not close during engine start, the L (R) ENG O/S GOVmessage appears.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 45SCL JGB May -- 2001Figure 22 HMU Operation

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


ENGINE AND FUEL CONTROL EICAS MESSAGES

GeneralThe EEC monitors itself and the operation of the engine. When an internal,input, or output fault is found, the fault is stored in the EEC volatile memory.The EEC sends signals to EICAS for indication. Faults are transferred to thepropulsion interface monitor unit (PIMU) non--volatile memory immediately afterthe aircraft has landed.

EICAS Alert MessagesThe following alert messages for each engine appear on the EICAS primaryengine parameters page:

-- L (R) ENG LIM PROT is a level B message. It means that the EECis in a revisionary mode and that the N1 thrust setting exceeds themaximum rating by 2 %.

-- L (R) ENG SHUTDOWN is a level B message. It means that theengine fire switch has been pulled or the fuel control switch is inCUTOFF.

There is no master caution light or aural warning. Other engine relatedmessages are inhibited for 20 seconds.

-- L (R> ENG CONTROL is a level C message. It means that theEEC is in a NO dispatch configuration. This message only appearswhen the aircraft corrected airspeed is below 80 knots. It occursif both of the EEC channels are incapable of controlling the engine.The HMU fuel metering valve goes to the minimum idle stop.

-- L (R> ENG EEC MODE is a level C message. It means that theengine EEC is operating in a reversionary mode. The messageappears 5 seconds after the EEC starts operating in a reversionarymode.

-- L (R) ENG FUEL VAL is a level C message. It means that the HMUhigh pressure fuel shutoff valve (HPSOV) actual and commandedpositions disagree. The message appears if the disagreement existsfor more than 6 seconds.

-- L R) ENG LOW IDLE is a level C message. It means that the engineis at minimum idle with the flaps down or with the thermal anti--icesystem on. The message appears if the condition exists for more than6 seconds.

-- L (R) ENG RPM LIM is a level C message. It means that the EEC islimiting thrust due to N1 overspeed, and that additional thrust is notavailable. The message appears 3 seconds after the EEC starts limitingthrust.

-- IDLE DISAGREE is a level C message. It means that one engine is at”approach” idle while the other engine is at ’minimum’ idle. The messageappears if the idle disagreement exists for more than 6 seconds.

EICAS Status and Maintenance MessagesMany EICAS status and maintenance messages relate to engine, HMUand EEC operation. In general, all of the messages indicate that the EECis operating in a reduced capacity. They do not necessarily mean that theEEC is inoperative, but they do mean that the EEC may not be able to performall of its normal functions. The following status and maintenance messagesassociated with engine control and aircraft dispatchability appear on the EICASstatus or ECS / MSG pages:

-- L (R) ENG EEC C1 is a status and maintenance message. It means thatthe EEC is in a time--limited dispatch configuration. In this condition, theaircraft can be dispatched. The problem must be corrected as requiredby GE engine type certificate data sheet number E13NE, note 18. Thismessage is latched.

-- L (R) ENG EEC C2 is a latched maintenance message. It means thatthe EEC is in a long time limited dispatch configuration condition. In thiscondition, the aircraft can be dispatched. The problem must be correctedas required by GE engine type certificate data sheet number E13NE,note 18.

-- L (R) ENG O/S GOV is a status and maintenance message. It meansthat the HMU N2 overspeed governor has failed an initialization test.This message appears 5 seconds after the test failure and is latched.

The following alert messages are also status and / or maintenance messages:-- L (R) ENG CONTROL is a latched status and maintenance message.-- L (R> ENG EEC MODE is a latched maintenance message.-- L (R) ENG LOW IDLE is a latched maintenance message.-- IDLE DISAGREE is a latched maintenance message.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00

Page: 47SCL JGB May -- 2001Figure 23 Engine and Fuel Control Messages

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

76 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINEINDICATING SYSTEM

BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


ATA -- 77 INDICATING SYSTEM

TABLE OF CONTENTEngine Indicating Introduction 002Engine Indications 006Tachometer System 008N1 Shaft Speed 010N2 Shaft Speed 012N2 Speed Cards 014Tachometer System Operation 016EGT Indicating System 020EGT EICAS Indications 028Condition Monitoring 030Fan Discharge Pressure Ps14 032LPT Inlet Pressure P49 034LPT Discharge Temperature T5 036Compressor Inlet Temperature P25 038Standby Engine Indicator ( SEI ) 040Airborne Vibration Monitoring ( AVM ) 044

Propulsion Interface Monitoring Unit ( PIMU ) 052EEC Faul Monitoring in Flight 054PIMU Fault Recording 056PIMU BITE Recent Flight 058EEC Fault Monitoring in Ground 060PIMU BITE Ground Test 062PIMU Maintenance Recall 064EICAS -- EPCS Pages 066

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


ENGINE INDICATING

IntroductionThe engine indicating system measures engine control and status parameters,and provides the parameters to aircraft systems for indication.Engine control parameters are measured by engine mounted tachometers,temperature sensors and pressure probes. Engine status parameters areprovided by LRU‘s in the engine fuel, oil, air and thrust reverser systems.Engine indicating system data and messages are shown in the flight deckand main equipment center. Engine operating and status parameters arepresented on the EICAS primary and secondary engine parameter displays,and on the PERF / APU, ENG EXCD and EPCS maintenance pages.Critical engine parameters are also shown on the standby engine indicator( SEI ) if the EICAS system fails or is not powered.Messages related to engine performance appear on the EICAS status pageand ECS / MSG maintenance page, and on the propulsion interface monitorunit ( PIMU ) in the main equipment center.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 3SCL JGB May -- 2001Figure 1 Engine Indicating System

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


ENGINE INDICATING SYSTEM

General DescriptionThe engine indicating system provides flight deck display of engineparameters.The engine indicating system includes the following:

-- Engine tachometer system: provides thrust indication tothe flight deck and input to other Systems of rotor shaftspeed (N1 and N2).

-- Exhaust gas temperature indication: provides indication forcrew monitoring and EGT input to the EEC.

-- Airborne vibration monitoring system: measures the vibrationof the engine.

-- Engine N2 speed card: provides engine speed status to otheraircraft systems.

-- Standby engine indicator: provides backup indication for N1,EGT and N2 in the event of an EICAS failure.

-- Propulsion interface monitor unit: stores fault data from theEEC and provides engine to airframe component communication.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 5SCL JGB May -- 2001Figure 2 Engine Indicating System Introduction

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


ENGINE INDICATING SYSTEM

Engine Tachometer SystemThere are two engine tachometer indications. The low pressure (fan)shaft speed which is called N1 and the high pressure shaft speed whichis called N2.

N1 IndicationThe primary thrust indication is N1. The N1 fan shaft speed sensor onthe fan frame provides analog signals to the EEC to be converted todigital data and sent to EICAS and SEI. Separate analog N1 signalsare also sent directly to the AVM signal conditioner and to EICAS forbackup. The data is processed by EICAS and sent to the upper EICASdisplay for indication.

N2 IndicationThe N2 shaft speed sensor provides an N2 output signal to the EEC,the N2 speed card, the AVM, and EICAS. The N2 output signal tothe EEC is converted to digital data and sent to EICAS and SEI. N2is processed and sent to the EICAS display for indication. The N2 speedcard is designed to provide interface between the engine N2 speed sensorand various other systems on the airplane requiring a discrete signal ofengine speed.

Exhaust Gas Temperature ( EGT ) IndicationThe EGT system senses the internal gas temperature of the enginebetween the high and low pressure turbines. Eight EGT probes providean output signal to the EEC where it is converted to digital data andsent to EICAS and SEI. The data is processed and sent to the upperEICAS display for indication.

Airborne Vibration Monitoring ( AVM ) SystemThe AVM system senses engine vibration levels and processes signals forEICAS display. There are two sensors. The No. 1 bearing accelerometersenses fan vibration. The compressor rear frame (CRF) accelerometersenses N2 rotor (core) vibration. The accelerometers provide vibrationsignals to the AVM signal conditioner. These signals are processed alongwith N1 and N2 signals by the AVM signal conditioner and are then sentto EICAS. The lower EICAS display provides vibration indication.

Propulsion Interface Monitor Unit ( PIMU )EEC internal, input and output faults are stored in volatile memory during flight.When the aircraft lands, the fault data is transferred to nonvolatile memory( NVM ) in the PIMU for use during maintenance.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 7SCL JGB May -- 2001Figure 3 Engine Indicating System Schematic

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


ENGINE TACHOMETER SYSTEMThe engine tachometer system senses the speed ofboth engine rotor shafts ( N1 and N2 ) and sends N1and N2 analog speed signals to EICAS, the EEC, andAVM. The system also sends an N2 analog speedsignal to the N2 speed card. The signals are used forindication and control.The EEC sends digital N1 and N2 signals to EICAS andthe SEI. EICAS uses the digital N1 and N2 signals forindication if either digital signal is available, and uses theanalog signal for backup and comparison.The sensors are induction--type tachometers. The tipon each sensor has a permanent magnet with three coilassemblies. Each assembly has three separate circuitswhich send separate N1 and N2 speed signals to eachchannel of the EEC and to the airplane indicators.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 9SCL JGB May -- 2001Figure 4 Engine Tachometer System

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


N1 FAN SHAFT SPEED SENSORThe N1 speed sensor uses signal pulses to measure N1 rotor speed.The sensor is mounted on the fan frame strut at the 2:00 position,just aft of the No. 3 strut. The sensor is held in place by two boltsand is accessible with the right T/ R half open.The N1 sensor consists of a stainless steel housing with three sensorcoils in the tip and two electrical connectors at the other end. Thesensor is 20 inches long and 3/4 inches in diameter.As the fan shaft rotates, 38 ferromagnetic teeth pass by the N1sensor tip, inducing electromagnetic pulses in the sensor coils.The pulse frequency is directly proportional to fan speed. One of theteeth is taller than the others to aid tracking vibration for balancing.

NOTE: THE CF68002 FADEC N1 SENSOR IS NOT INTERCHANGEABLEWITH THE NON--FADEC CF6--80C2 ENGINE N1 SENSOR.DAMAGE TO THE TEETH AND / OR SENSOR WILL OCCUR IFTHE INCORRECT SENSOR IS INSTALLED.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 11SCL JGB May -- 2001Figure 5 N1 Fan Shaft Speed Sensor

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


N2 CORE SHAFT SPEED SENSORThe N2 speed sensor uses signal pulses to measure N2 rotor speed.The sensor is mounted on the forward side of the accessory gearbox,inboard of the HMU and adjacent to the core motoring pad, the sensoris held in place by two bolts and is accessible with both T / R halves open.The N2 sensor contains three sensor coils in the tip and two electricalconnectors at the other end.As the N2 core shaft rotates it drives the accessory gearbox throughthe horizontal drive shaft. The horizontal drive shaft rotates the starterdrive shaft. An idler gear with 12 ferro--magnetic lugs is rotated by thestarter drive shaft.The lugs pass by the N2 sensor tip, inducing electromagnetic pulses in thesensor coils. The pulse frequency is proportional to N2 core shaft speed.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 13SCL JGB May -- 2001Figure 6 N2 Core Shaft Speed Sensor

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


N2 SPEED CARDS

GeneralThe N2 speed cards are the interface between the N2 speed sensorsand other aircraft and engine systems that require N2 speed signals.Two cards, one for each engine, are located in the P50 electricalsystems and card file in the main equipment center. The cards areprinted circuit cards and have two separate channels. Comparatorscontrol relays within each channel that send speed signals to usersystems.

CAUTION: STATIC SENSITIVE. DO NOT HANDLE BEFORE READINGPROCEDURE FOR HANDLING ELECTROSTATICSENSITIVE DEVICES (20--41--01). CONTAINS DEVICESTHAT CAN BE DAMAGED BY STATIC DISCHARGES.

OperationEach N2 speed card channel gets power from the 28 V dc battery bus.Each channel gets the N2 core shaft speed sensor output signal. Thesignal is converted to a speed value by the N2 speed card sensing logic.The N2 speed value is compared to set values by four comparators.When the N2 speed value is determined to be above a fixed comparatorvalue, N2 speed card relays are energized. The relay states permit usersystems to determine if the N2 speed is above or below set values.If the channel 1 50% comparator disagrees with the channel 2 52%comparator for more than 10 seconds, the EICAS status andmaintenance message L (R) ENG SPEED CARD appears. This is alatched message. The message is inhibited when the standby bus doesnot have power.

Test FunctionsChannel 1 has a non--monentary toggle--type test switch. Channel 2 hasa monentary toggle--type test switch. The two test switches permit functionaltest of both channels of the card when the engines are not running. Activationof both test switches at the same time for longer than 10 seconds indicatesproper function if no EICAS message appears. Activation of the channel 1 testswitch alone causes the EICAS L (R> ENG SPEED CARD status messageafter 10 seconds to check that the two channels are properly functioning.

WARNING: MOVING ENGINE N2 DISCRETE PRINTED CIRCUIT CARDCH. 1 SWITCH TO TEST CAUSES PROBE HEAT POWERTO BE APPLIED. PHYSICAL CONTACT WITH PROBE BODYCAN CAUSE SEVERE BURNS.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 15SCL JGB May -- 2001Figure 7 N2 Speed Cards

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


ENGINE TACHOMETER SYSTEM OPERATIONThe coil assemblies in each sensor tip send analog signals to the EEC.One coil in each assembly sends a signal to channel A of the EEC, andanother sends a signal to channel B. Two electrical connectors sendthe signals to the EEC channels on different wire bundles. The third coilin the N1 sensor sends signals to EICAS and AVM. The third coil in theN2 sensor sends signals to EICAS, AVM, and to the engine N2 speedcards.The EEC converts the analog signals to digital data. The EEC sendsdigital N1 and N2 data to EICAS and the SEI.An EICAS latched level S, M message L (R) ENG ANALOG N2 appearswhen the analog N2 input to EICAS is less than 40 % and the digital N2input from the EEC is greater than idle for 10 seconds.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 17SCL JGB May -- 2001Figure 8 Engine Tachometer System Operation

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


ENGINE TACHOMETER SYSTEM EICAS INDICATIONS

EICAS -- Primary Engine DisplayActual N1 for each engine appears on the EICAS primary engine displayas a digital readout and as a pointer on a round analog scale.The round analog scale has a white arc with a red line limit. A doubleyellow line for the N1 maximum limit is calculated by the EEC based oncurrent ambient air temperature and pressure, and pneumatic demand.If the output from both EEC channels is invalid, signals from the TMCare used to generate the yellow line.The N1 command sector shows the difference between actual N1 andcommanded N1. The EEC gets commanded N1 from the thrust leverangle (TRA) resolver. The actual N1 speed pointer sweeps off thecommand sector as speed changes. When the engine speed is stable,there is no command sector.Actual N1 digital readout and the enclosing box appear in white.The digits, box, and analog pointer change color from white to red whenthe red line limit is exceeded. During an exceedance, the scale extendsto the pointer. The highest value of N1 exceedance appears in whitedigits under the N1 digital readout.The thrust reference cursor is calculated using signals from the FMC or,if the FMC is inoperative, from the TMC. The cursor is magenta in colorwhen the FMC autopilot is engaged in VNAV mode. The cursor is green incolor when the TMC is in control. The value of the thrust reference cursorappears in green above the N1 digital readout box. The thrust mode selectedon the thrust mode select panel appears in green at the top of the display.

EICAS -- Engine Secondary DisplayActual N2 for each engine appears on the EICAS secondary engine displayas digital readout and a pointer on a round analog scale. The round analogscale has a white arc with a red line limit.The actual N2 digital readout, box, and analog pointer change color fromwhite to red when the red line limit is exceeded. During an exceedance, thescale extends to the pointer. The highest value of N2 exceedance reachedappears directly under the N2 digital readout box in white numbers.A magenta fuel on command line appears when the engines are shutdown.The value is set at 15 % of N2 on the ground and 10 % of N2 in flight.

EICAS -- PERF / APU PageN1 command, N1 maximum, N1 actual and N2 actual appear in digital form onthe PERF / APU maintenance page.

EICAS -- Engine Exceedance PageThe highest N1 and N2 exceedance values reached during engine operationappear in digital form on the engine exceedance maintenance page. The totaltime that N1 and N2 exceeded their red line limits also appears in digital formon the engine exceedance page.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 19SCL JGB May -- 2001Figure 9 Engine Tachometer System EICAS Indications

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM

General DescriptionThe EGT indicating system gives an indication of the average gas temperatureat the LPT inlet of each engine.Eight EGT thermocouple probes are mounted in the high pressure turbineexhaust at engine station 4.9. An upper and a lower wiring harness jointhe probes to a junction box mounted on the left side of the engine.From the junction box, an overall chromel signal and an overall alumel signalare sent to EEC channels A and B. The EEC converts the signals to digitaldata and sends them to EICAS for indication.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 21SCL JGB May -- 2001Figure 10 EGT Indication System

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


EGT THERMOCOUPLE (T49) PROBES

GeneralEGT alumel / chromel probes sense engine exhaust temperaturesfor flight deck indication and engine operation. The probes areconnected to the EEC through a junction box.Each of the eight EGT probes senses the temperature of the gasflow between the HPT and LPT. The EGT probes are mountedaround the LPT forward case at station 4.9, just forward of thelow pressure turbine second--stage rotor blades.

CharacteristicsEach probe has two parallel--wired thermocouple junctions.The junctions are at two different immersion depths within aprotective sleeve.

Removal and InstallationEach probe is mounted with two bolts. An arrow inscribed in the topof the probe shows the correct orientation of the probe. The probescan be replaced individually. Each probe has exposed studs to permitcontinuity and resistance checks without removal.Thermocouple cables attach to studs on each thermocouple probe.The chromel lead goes to the small stud, and the alumel lead goesto the large stud.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 23SCL JGB May -- 2001Figure 11 EGT T49 Probes

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


EGT THERMOCOUPLE CABLE AND JUNCTION BOX

GeneralThe thermocouple cable connects the probes to a junction box on the engine.

Junction BoxThe junction box conditions the EGT probe signals. The conditioning circuitaverages the four chromel signals and the alumel signal from each harnessinto one overall chromel signal and one overall alumel signal. The junction boxhas an output connector that sends the conditioned signal to the EEC.The junction box is mounted on a bracket on the LPT cooling air tube near theHPC left horizontal splitline.

Thermocouple CableThe thermocouple cable consists of an upper and lower cable harness.The upper harness connects probes 1, 2, 7 and 8. The lower harnessconnects probes 3, 4, 5 and 6. There is one common wire for all of thealumel studs. There is one wire for each individual chromel stud.The cables are mounted around the LPT forward case and are supportedby brackets on the LPT and HPT case splitline. The forward portions of thethermocouple cables go along the left side of the HPC stator case and connectto the junction box.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 25SCL JGB May -- 2001Figure 12 EGT Probe, Cable and Junction Box

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


EGT INDICATING SYSTEM OPERATION

General descriptionWhen the engine is running, hot gases from the high pressure turbine circulatearound the probes. The hot gases heat the junction of the dissimilar metals(chromel and alumel) The difference in expansion rates between the twometals creates a voltage potential. A circuit is formed in the indicating systemwhen the other ends of the leads are joined (the cold junction) in the EEC.The EEC processes the analog signal, sends it to both channels A and B,converts it to digital data and sends it to EICAS and the SEI.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 27SCL JGB May -- 2001Figure 13 EGT Indicating System Operation

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


EGT INDICATING SYSTEM EICAS DISPLAYSThe EGT appears on the EICAS primary display. The display has both digitaland analog round dial EGT indications A digital EGT indication also appears onthe PERF / APU page. EGT exceedance histories and profiles appear on theENG EXCD page.When the EEC does not have power, there is no digital EGT input to EICAS.Since there is no analog backup, the EGT signal is not present when the EECdoes not have power (engine shutdown) The primary display shows the analoground dial and box with no pointer or digits, and EGT digital indications are notshown on the PERF / APU page.

EGT Indication -- EICAS Primary DisplayThe EGT analog display has a white arc with yellow band and red line limitmarkers. A hot start limit marker appears when N2 is less than 50 %.A pointer shows actual EGT.Actual digital EGT appears in white numbers inside a white box. The numbers,box, and pointer turn yellow or red during yellow band or red line exceedances,respectively. The numbers, box, and pointer turn red during engine start if theEGT exceeds the hot start limit. This limit marker disappears after the engineidles at greater than 60 % of N2 for 10 seconds.The highest red EGT exceedance appears in white under the box.

EGT Indication -- Engine Exceedance PageThe engine exceedance page shows EGT exceedance histories and profilesfor starting and continuous operation.An EGT red line exceedance begins when the EGT increases above the EGTred line limit (960 ° C), and ends when it decreases below the red line limit.During an EGT red line exceedance, EICAS records the time of exceedanceand the highest EGT value reached. Following each EGT red line exceedance,EICAS adds the exceedance time to any previous time recorded in theexceedance nonvolatile memory, and records the maximum exceedance valueif it is larger than the previously recorded value. The total EGT red lineexceedance time and maximum red line exceedance value appear next to theEGT RED call out on the engine exceedance page. Left engine data is on theleft, and right engine data is on the right.During engine starts, an EGT start exceedance begins when the EGTincreases above the hot start limit (750 ° C) and ends when it drops belowthe hot start limit. Maximum EGT start exceedance values and total

exceedance times are recorded in a manner similar to the recording of EGTred line exceedance data. The total EGT start exceedance time and maximumstart exceedance value appear next to the EGT START title on the engineexceedance page. Left engine data is on the left, and right engine data is onthe right.EGT exceedance profiles are recorded by EICAS and appear at the bottom ofthe engine exceedance page. Left engine profiles are on the left, and rightengine profiles are on the right. An exceedance profiles shows, for a specificexceedance event, the time that the EGT exceeded various temperatures.Up to 11 temperatures appear in an exceedance profile.An EGT AMBER exceedance profile is recorded when the EGT increasesabove the EGT amber band lower limit (925 ° C) but does not increase abovethe EGT red line limit (960 ° C). An EGT RED exceedance profile is recordedwhen the EGT increases above the EGT red line limit (960 ° C) . The lowesttemperature for the EGT AMBER and EGT RED exceedance profiles is theEGT amber band lower limit (925 ° C) and the interval between temperaturesis 10 ° C.An EGT START exceedance profile is recorded during EGT start exceedances.The lowest temperature for EGT START exceedance profiles is the hot startlimit (750 ° C) and the interval between temperatures is 15 ° C. The maximumEGT value reached during the exceedance event appears next to the profile.EICAS records EGT exceedance profiles if the exceedance nonvolatilememory is clear, or if the priority of the new exceedance profile is equal to orgreater than the priority of a previously recorded profile.EGT RED and EGT START exceedances each have the highest priority.EGT AMBER exceedances have the lowest priority. EICAS overwrites aprevious EGT START or EGT AMBER exceedance profile with a new EGTRED exceedance profile. A new EGT START exceedance profile overwritesa previous EGT RED or EGT AMBER exceedance profile.A new EGT AMBER exceedance profile only overwrites a clear memory or aprevious EGT AMBER exceedance profile.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 29SCL JGB May -- 2001Figure 14 EGT Indicating EICAS Displays

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


CONDITION MONITORING SYSTEMThe condition monitoring system includes three pressure probes and onetemperature sensor which send analog signals to the EEC. The EECconverts the analog signals to digital data and sends a multiplexed signalto the PIMU.The ÁRINC communications and reporting system (ACARS) uses thisinformation for diagnosis and fault isolation.The condition monitoring system includes signals from the followingengine mounted sensors:

-- Fan discharge pressure PS14 probe-- LPT inlet pressure P49 probe-- LPT discharge temperature T5 sensor-- Compressor inlet pressure P25 probe

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 31SCL JGB May -- 2001Figure 15 Condition Monitoring System

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


FAN DISCHARGE PRESSURE (PS14) PROBEThe fan discharge pressure (PS14) probe senses static fan discharge pressureand sends the pressure signal to a PS14 transducer inside the EEC.The PS14 probe is mounted on the aft fan case just above the EEC at the10:30 position.The sensor has a static pressure tap, mounting flange and pressure output portwith a pressure tube that goes to the EEC. The operational range of the PS14input to the EEC is between 2 and 30 psia.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 33SCL JGB May -- 2001Figure 16 Fan Discharge Pressure Probe -- Ps14

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


LPT INLET PRESSURE (P49) PROBEThe LPT inlet pressure (P49) probe senses the total pressure of the LPTinlet airflow.The P49 probe is mounted on the low pressure turbine case at the 3:30position.The probe has a pressure tube that goes to a pressure transducer insidethe EEC. Operational range of the P49 input to the EEC is between 25and 120 psia.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 35SCL JGB May -- 2001Figure 17 LPT Inlet Pressure Probe -- P49

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


LPT DISCHARGE TEMPERATURE (T5) SENSORThe T5 sensor measures the LPT discharge temperature It has twochromel--alumel type thermocouples and an electrical connector.The T5 sensor is mounted on the aft end of the turbine rear frame atthe 9:30 position.The operational range of the T5 sensor input to the EEC is from --76to +1571 ° F (--60 to +855 ° C).

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 37SCL JGB May -- 2001Figure 18 LPT Discharge Temperature Probe -- T5

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


COMPRESSOR INLET PRESSURE (P25) PROBEThe P25 probe is an integral part of the compressor inlettemperature / pressure T25/P25 sensor.The P25 probe senses the total pressure of the high pressurecompressor inlet airflow.The T25 / P25 sensor is mounted on the fan frame hub outersurface at the 7:30; position.The P25 probe has a pitot tube for sensing pressure.The pressure signal goes to a P25 pressure transducer insidethe EEC. The operational range of the P25 input to the EECis from 2 to 75 psia.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 39SCL JGB May -- 2001Figure 19 Compressor Inlet Pressure Probe -- P25

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


STANDBY ENGINE INDICATOR (SEI)The SEI supplies backup N1, N2 and EGT indications when EICAS does nothave power, or is not showing the primary engine parameters. The SEI is onthe right side of the P1--3 panel.The SEI has eight LED digital displays. Six displays show N1, N2 and EGT forboth engines. The SEI has its own power supply. There is a test switch to testthe SEI for correct operation. There is a switch on the face of the SEI to selectAUTO or ON. In AUTO the SEI display is inhibited if EICAS primary engineparameters are available. The SEI display is continuous in the ON position.The SEI receives N1, N2 and EGT data from the EEC. If the SEI is on, but theEEC does not have power (engine shutdown), N1, N2 and EGT indications donot appear on the SEI.

NOTE: THE WORDS FAIL NO LIMIT APPEAR ON THE FACE OF THENEW SEI, IF THE SEI IS REPLACED AND THE OPERATIONALPLACARDS FOR THE GE CF6--80C2F ENGINE, DO NOTREMOVED FROM THE OLD SEI AND INSTALLED ON THENEW ONE BEFORE IT IS INSTALLED IN THE PANEL.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 41SCL JGB May -- 2001Figure 20 Standby Engine Indicator

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


OPERATION AND TEST

Operation and DisplaysTwenty--eight volt dc power is supplied from the battery bus.Digital signals from the EEC are received for display. When theselect switch is in AUTO the display of engine data is controlledby the EICAS system SEI inhibit circuit. The engine parametersappear when the switch is in AUTO and EICAS is not showingprimary engine parameters. This occurs when EICAS does nothave power, has failed, or is in TEST mode.The engine parameters appear on the SEI when the select switchis in the ON position even if EICAS is displaying primary engineparameters.

Fault Monitoring and Test DisplaysThe SEI continuously monitors itself for correct operation.Zeros appear for invalid or missing input signal.A BITE test begins during:

-- (1) airplane power up-- (2) when the SEI display comes on automatically-- (3) by selecting ON.

No indications other than normal engine parameters appear duringthis test unless a fault is detected. If a fault occurs, dashes(-- -- -- ) appear for both N1 indications. Before replacing the SEI,use the T--switch to run a built--in--test to get specific fault codes.To run an SEI test, turn the T--switch clockwise with a smallscrewdriver. The SEI can only be tested if the SEI has power(display control switch is in the ON position or in the AUTOposition if EICAS is not operative).The following fault codes can appear both N1 indicators during a test.These codes are used by the repair in shop.

Fault Codes-- 111 EPROM checksum failure-- 222 RAM failure-- 333 Frequency processing hardware-- 444 Input select hardware-- 555 Power supply-- 666 ARINC receiver failure (L EEC CHN A)-- 777 ARINC receiver failure (R EEC CHN A)-- 888 ARINC receiver failure (L EEC CHN B)-- 999 ARINC receiver failure (R EEC CHN B)

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 43SCL JGB May -- 2001Figure 21 SEI Operation and Test

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


AIRBORNE VIBRATION MONITORING (AVM) SYSTEM(ENDEVCO)

GeneralThe airborne vibration monitoring (AVM) system continuously monitors enginevibration levels to detect engine malfunctions. Two accelerometers aremounted on each engine. There is one AVM signal conditioner.Four signals are sent from each engine to the AVM signal conditioner.They are:

-- N1 speed from the N1 fan shaft speed sensor-- Fan vibration from the No. 1 bearing accelerometer-- N2 speed from the N2 speed sensor-- Core vibration from the CRF accelerometer

The accelerometers sense vibration from N1 and N2 shafts. The signalconditioner uses these accelerometer vibration signals and N1 and N2 speedsignals to determine the amplitude of the individual rotor vibrations for eachengine. The signal conditioner sends the information to EICAS for indication,and for recording vibration data for fan trim balancing.

AccelerometersThe No. 1 bearing accelerometer is in the A sump on the No. 1 bearinghousing. It is accessible only by major engine disassembly.The CRF accelerometer is on the forward side of the compressor rear frameflange at 12:00.The engine accelerometers use piezoelectric crystals to sense and transmitradial engine vibration information to the AVM signal conditioner.The piezoelectric crystals are stacked with an inertial mass. When the enginevibrates, the inertial mass tends to stay at rest causing the crystals to bealternately squeezed and released. This produces an electric charge inproportion to the vibration. Metallic collectors receive the electric chargesand send them to the AVM signal conditioner. The accelerometers and leadsare shielded to prevent interference.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 45SCL JGB May -- 2001Figure 22 AVM System (ENDEVCO)

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


ALTERNATE NO. 1 BEARING ACCELEROMETERThere is an external pad on fan frame strut at the 7:00 positionnext to the No. 1 bearing accelerometer electrical connector.The pad is used to install an external accelerometer if the internalNo. 1 bearing accelerometer fails. This lets vibration monitoringcontinue until the next scheduled overhaul of the engine.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 47SCL JGB May -- 2001Figure 23 Nr 1 Accelerometer and Alternal Pad

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


ENDEVCO AVM SYSTEM OPERATION

GeneralThe AVM signal conditioner is in the E2--4 rack in the main equipmentcenter. The AVM signal conditioner gets accelerometer and tachometersignals from each engine. Vibration data is sent to EICAS for indication.

OperationThe AVM signal conditioner gets power from the left 115 V ac bus.The piezoelectric accelerometers on each engine generate electrical signalsproportional to engine vibration.The AVM signal conditioner gets two accelerometer signals, an N1 speedsignal, and an N2 speed signal from each engine. The No. 1 bearingaccelerometer signal goes through a tracking filter which passes onlyvibration signals that are at the same frequency as N1. These vibrationsare generated by the N1 rotor near the fan and LPC.The CRF accelerometer signal goes through N1 and N2 tracking filters.Vibrations that match N1 are generated by the LPT. Vibrations that matchN2 are generated by the N2 rotor. Both accelerometer signals go through abroad band filter to find the maximum overall vibration level for each engine.The vibration signals are sampled in the multiplexer and sent to the digitalsignal processing unit. Software then compares the three vibration signals(Fan, LPT and N2) to determine the maximum vibration level for each engineto be shown on the EICAS secondary engine parameter display.If a tachometer signal is not sensed, the broad band vibration signal (BB)appears. The broad band vibration signal also appears when the enginepower is below minimum idle. The AVM signal conditioner sends all calculatedvibration signals to EICAS for display on the PERF / APU page.

TestThe AVM signal conditioner continuously monitors its LRUS. LRU and / orwiring faults are stored in a nonvolatile memory. It there is a fault, a latchedmessage (ENG VIB BITE) appears on the ECS / MSG page, and zeros appearfor the vibration indication for the affected engine. The LED on the front ofthe unit is also turned on. If the fault clears, the vibration indications return.The AVM signal conditioner is tested using the TEST pushbutton switch on theface of the unit. If the test is successful, the red LED on the face of the unitcomes on momentarily, then goes out. If the self--test fails, the LED stays on.Faults found during the test are stored in a nonvolatile memory. Monitor faultsstored during normal operations, and during self tests, are read using anARINC reader connected to the AVM signal conditioner front--face connector.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 49SCL JGB May -- 2001Figure 24 AVM Signal Conditioner Schematic

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


AVM SYSTEM INDICATIONS

GeneralEngine vibration data appears on the EICAS secondary engine display directlybelow the oil quantity indications. The indications consist of a vibration modecallout, and the vibration value using both a digital readout and a verticalanalog pointer. The vibration data also appears on the PERF/APU page.

Vibration ModeA white FAN, LPT, N2 or BB callout appears above the actual readout toidentify the source of the highest vibration.

Vibration DataA digital indication of engine vibration appears as a white number enclosed ina white box next to the vertical scale. The readout indicates engine vibrationin the unitless range O to 5. A white triangular pointer on the inside of avertical scale also indicates engine vibration level. There are two digital andvertical scale indications, one for each engine.

PERF / APU PageThe FAN, LPT, N2 and BB vibration levels are all shown on the PERF / APUpage. Airplanes with EICAS computers with part number S 242N701704 andlater also display the vibration phase angle for FAN and LPT vibrations. Thephase angle is used for engine trim balance computations.See MM 72--31--00/501.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00

Page: 51SCL JGB May -- 2001Figure 25 AVM System Indications

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C2

77 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINESTART & IGNITION SYSTEMS

BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


ATA 80 / 74 START & IGNITION

TABLE OF CONTENTGeneral Description 002Start System Components 004Start Air Sources 008Starter 010Start Valve 012Start Supply Duct 014Starting System Opeation 016Ignition Exciter 018Ignition Leads 020Ignition Plugs 022Ignition System Power 024Ignition System Control 026Engine Motoring 028

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


ENGINE STARTING AND IGNITION

General DescriptionThe Start and Ignition System are normally working together, because startsystem is interlock for the ignition system.

StartingThe engine starting system turns the N2 rotor to start the engine.The N2 rotor is turned by the pneumatic starter through the horizontaland radial drive shafts. The system can be used in the air or on theground. The starting system is also used to motor an engine on the ground.Pneumatic power is, from any of three sources:

-- Pneumatic ground carts (2 connectors)-- Auxiliary Power Unit (APU)-- Cross bleed air from an operating engine.

System components for each engine include the pneumatic starter andstarter control valve. Switches on the ignition and start control panelcontrol operation of the engine starting system.

IgnitionThe ignition system supplies the high energy spark to start or sustaincombustion of the fuel / air mixture in the combustor. Each engine ignitionsystem has two electrically and physically independent circuits. Each circuithas an ignition exciter connected to an igniter plug by a shielded lead.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 3SCL JGB May -- 2001Figure 1 Engine Starting and Ignition

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


STARTING AND IGNITION SYSTEMS

GeneralThe starting system turns the engine to reach the rotor speednecessary to initiate self--sustained engine operation. The ignitionsystem ignites the fuel / air mixture in the combustor during starting,and helps sustain ignition during selected low--power operations.The starting system includes a pneumatic starter control valve anda pneumatic starter. A VALVE light on the engine ignition and startcontrol panel indicates a disagreement between the commandedposition and actual position of the pneumatic starter control valve.The light comes on momentarily when the valve is in transit.The ignition system has two ignition exciters (1 and 2) and two igniterplugs (1 and 2).

OperationThe EEC active channel controls starting and ignition in responseto control switch input from the engine ignition and start control panelon the P5 overhead panel, and from the fuel control switches on theP10 panel.The ignition select switch allows a choice of using a single igniter plugor both igniter plugs for both engines.The ignition / start control switches control the pneumatic starter controlvalve and allow four additional choices of ignition use.When pneumatic power is available, the starter is powered by moving theignition / start control switch to GND. This also enables ignition. The fuelcontrol switch is normally moved to RUN at 20 % (15 % minimum) of N2.This permits fuel flow to the combustor, and turns on ignition.At 50 % of N2, the ignition / start control switch automatically moves toAUTO. This closes the pneumatic starter control valve and normally turnsoff ignition.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 5SCL JGB May -- 2001Figure 2 Starting and Ignition Systems Schematic

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


STARTING SYSTEM COMPONENT LOCATIONS

Pneumatic StarterThe pneumatic starter is mounted on the aft side of the accessory gearbox inthe 6:00 position. It turns the N2 rotor to start the engine. It has ports forservicing and for a magnetic chip detector.

Pneumatic Starter Control ValveThe pneumatic starter control valve is mounted aft of the pneumatic starterbetween the starter inlet and the air supply duct. The valve controls the flowof air to the starter. A filter protects the valve actuator.

Engine Ignition and Start Control PanelThe engine ignition and start control panel is on the P5 overhead panel. Thepanel includes the ignition / start control switches, the ignition select switch,and two in--transit or disagreement valve lights.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 7SCL JGB May -- 2001Figure 3 Starting System Component Locations

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


ENGINE STARTING SYSTEM -- AIR SOURCES

The pneumatic sources available for starting an engine induce the APU,ground air sources, or the opposite operating engine. The nominal requiredpressure for starting an engine is 45 psig.A pneumatic control panel on the P5 overhead panel includes the switchesand indications necessary to control and monitor the air source selection.For normal starting, the isolation valve and APU air supply valve switchesare all latched in. Valve operation during starting is then automatic. Theleft (right) engine PRSOV switch is only latched in if the engine is runningand supplying the air supply to start the other engine.

Ground Air SourcesThere are two ground pneumatic service connections. Access is through aleft forward wing--to--body fairing door. The rotary switch that controlsthe left engine pneumatic starter control valve must be turned to GND toenable automatic left engine starting. The rotary switch that controls theright engine pneumatic starter control valve must be turned to GND, andthe right isolation valve switch must be latched in to enable automaticright engine starting.

APU Air SourceThe APU supplies air at 40 to 50 psi for engine starting. During an enginestart, the APU operates at a higher speed (101%) to supply additional airflow. The switches that control the APU air supply valve and centerisolation valve must be latched in to enable automatic valve operation.Theignition / start control switch for the engine being started must be turned toGND to begin the start process.

Operating Engine Air SourceWhen an operating engine is used as a pneumatic source to startthe other engine, 8th stage bleed air is used at high power settings(N2 greater than 75 %) and l4th stage bleed air is used at low powersettings (idle to 75 % of N2). The high pressure valve automaticallyselects 8th or l4th stage air. Air pressure is regulated by the pressureregulating valve.

Starter Control Valve MalfunctionsIf the engine pneumatic starter control valve fails to close after an enginestart, the air source to the pneumatic starter can be removed by manuallyclosing the proper isolation valves or engine PRSOV.If a ground air source is in use and the left pneumatic starter control valvefails to close, it is necessary to disconnect the ground air source to stopairflow to the pneumatic starter.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 9SCL JGB May -- 2001Figure 4 Engine Starting System -- Air Sources

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


PNEUMATIC STARTER (HAMILTON STANDARD)

GeneralThe pneumatic starter is a single stage, axial flow, turbine air motor mountedwith a V--band clamp to the the aft side of the accessory gearbox between thefuel pump and the IDG. Two locator pins are used to align the starter. Thestarter weighs about 35 pounds (16 Kg).A filter plug is located on each side of the starter. A pressure fill fitting,overflow plug, and drain a plug with a magnetic chip detector are on thebottom.

Starter OperationWhen pneumatic power is available at the starter inlet, the turbine turns theN2 rotor through the gear train, clutch, spline drive and gearbox. The clutchallows the starter to coast to a stop when pneumatic power is shut off.When N2 is greater than about 40 %, centrifugal force holds the clutch pawlsaway from the turbine drive teeth. Below this speed the pawls ratchet againstthe teeth.The starter may be engaged normally when below N2 is 20 %, and in case offire, when N2 is below 30 %.

CAUTION: STARTER RE--ENGAGEMENT ABOVE 30 % OF N2 CANRESULT IN STARTER OR GEARBOX DAMAGE.

Duty Cycle LimitationsThe normal duty cycle is 1 minute on and 30 seconds off. The extended dutycycles are as follows:

-- 0 -- 5 minutes on -- disengage starter and permit N2 to go to zerobefore re--engagement.

-- 5 -- 10 minutes on -- follow with a 20 minute starter cooling period.-- 10 -- 15 minutes on -- follow with a 30 minute starter cooling period.

Removal and InstallationSupport the starter during removal and installation, to avoid damage to thegearbox or starter.

CAUTION: TO AVOID EXCESSIVE LOADS ON INTERNAL PARTS,DO NOT LIFT STARTER BY DRIVE SHAFT.

Oil ServicingTo add oil, remove the overfill plug and pour oil through the oil filler plugport, or pump; oil through the pressure fill fitting, until it flows from theoverfill port.

Magnetic Chip DetectorThe magnetic drain plug assembly has an inner magnetic probe and anouter drain plug. A check valve in the plug permits the magnetic probeto be removed for inspection without draining the oil.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 11SCL JGB May -- 2001Figure 5 Pneumatic Starter (Hamilton Standard)

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


STARTER CONTROL VALVE (HAMILTON STANDARD)

GeneralThe starter control valve is a spring--loaded closed butterfly--type.It is solenoid controlled and pneumatically powered. It can be manuallyoperated using a square drive tool. There are valve open and valveclosed position switches. The valve is mounted on the starter inlet.The starter air supply duct is connected to the valve inlet.

OperationWith pneumatic power available, the EEC energizes the solenoid to openthe starter control valve. The valve sends position feedback to the EECthrough the position switches.For manual operation the valve is reached with a 3/8 inch square drivethrough a hole in the thrust reverser latch access door. Instructions areon the door. The valve must be held open against a spring. Communicationwith the flight compartment must be maintained all time.

WARNING: WHEN MANUALLY OPERATING CONTROL VALVE,WEAR HAND AND ARM COVERS. HEAT AND AIRBLAST EXHAUST FROM STARTER COULD INJUREPERSONNEL.

CAUTION: STARTER MAY BE DAMAGED IF VALVE IS NOTCLOSED WHEN N2 IS GREATER THAN 50 %.

CAUTION: MANUAL OPERATION OF STARTER CONTROLVALVE WITHOUT PNEUMATIC PRESSURE IN THEDUCT MAY DAMAGE VALVE.

Maintenance PracticesAn air filter on the valve is cleanable. A dirty filter results in slowor sluggishvalve opening. The filter element is located behind a filter cap, packing, andspring.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 13SCL JGB May -- 2001Figure 6 Starter Control Valve (Hamilton Standard)

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


PNEUMATIC STARTER SUPPLY DUCT

GeneralThe pneumatic starter supply duct directs air from the airplane pneumaticmanifold to the start control valve. The duct consists of two sections thatare coupled together and mounted to the left side of the compressor rearframe with support links.

Removal and InstallationTo remove the starter supply duct, open the left thrust reverser half.Remove the V--band clamps and pressure seals to remove the uppersupply duct from the pneumatic interface duct and the lower pneumaticsupply duct.Remove the V--band clamps and seals, and the upper and lower support links,to remove the lower supply duct from the upper supply duct and the startcontrol valve.

CAUTION: CARE MUST BE TAKEN NOT TO DAMAGE THE SEALSWHEN CONNECTING THE STARTER DUCT COUPLINGS.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 15SCL JGB May -- 2001Figure 7 Pneumatic Starter Supply Duct

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


ENGINE STARTING SYSTEM OPERATION

OperationThe engine ignition / start control switch is placed to GND to beginthe engine start sequence. A holding coil in the switch is energizedto keep the switch in GND if the speed card senses N2 less than50 %. The switch is released and snaps back to AUTO when thecoil is de--energized. The switch may be released from GNDmanually if necessary.When the switch is in GND, ENGINE START 1 is also energized ifN2 is less than 50 %. This energizes ENGINE START 3, causingthe enabled channel of the EEC to energize the pneumatic startercontrol valve solenoid. The valve opens, allowing pneumatics to thestarter.

IndicationsEither of the following conditions causes the VALVE light on the engineignition and start control panel to come on:The engine starting system commands the pneumatic starter controlvalve to open (ENG START 1 energized), but the valve is not fullyopen. This occurs if the valve fails, or at the beginning of the startsequence while the valve opens.The engine starting system commands the pneumatic starter controlvalve to close (ENG START 1 relaxed), but the valve is not fullyclosed. This occurs if the valve fails, or at the end of the startsequence (50 % of N2) while the valve closes.The engine starting system continues to command the pneumaticstarter control valve to open (ENG START 1 stays energized),and the valve stays fully open, for 2 seconds after N2 has reached52 %.If the pneumatic starter control valve does not open fully within 5seconds after the ignition/start control switch is moved to GND,the EICAS level C message L (R) ENG STARTER appears.This also causes the VALVE light to stay on.

The EICAS level B message L (R) STARTER CUTOUT appears 5seconds after either of the following:

-- The engine starting system commands the pneumatic startercontrol valve to close (ENG START 1 relaxed), but the valvedoes not fully close.

-- N2 reaches 52 % and the engine starting system continues tocommand the pneumatic starter control valve to open (ENGSTART 1 stays energized).

The EICAS level B message L (R) STARTER CUTOUT removes all othercurrent EICAS level B and C messages, and inhibits new level B and Cmessages for 20 seconds. If the L (R) STARTER CUTOUT message appears,close the proper isolation valves to remove pneumatic power from the starter.If the L STARTER CUTOUT message appears while starting the left engineusing ground air sources, the ground air source must be removed.

CAUTION: IF VALVES IS NOT CLOSED WHEN N2 IS GREATER THAN50 % RPM, STARTER MAY BE DAMAGED.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 17SCL JGB May -- 2001Figure 8 Engine Starting System Operation

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


IGNITION EXCITERSThe two identical ignition exciters convert 115 V , 400 Hz ac power to a14--to--18 kilovolt pulsed output at the rate of approximately one pulse persecond. The exciters normally get power from the main ac buses.Alternatively, the exciters can receive power from the standby ac bus.The EEC controls the source of power for the ignition exciters. The excitersare rated for continuous operation.Each exciter is a hermetically sealed unit with two connectors. One connectorreceives power froin the EEC. The other connector sends power to the igniterthrough the ignition lead.The exciters are below the EEC (not shown) on the lower left side of the fancase. Access is through the fan cowl. Exciter No. 1 is above exciter No. 2.Exciter No. 1 powers igniter plug 1, and exciter No. 2 powers igniter plug 2.

WARNING: IGNITION VOLTAGE IS DANGEROUSLY HIGH.TOUCHING ELECTRICAL CONTACTS MAY BE FATAL.IGNITION MUST BE 0FF FOR SEVERAL MINUTES ANDEXCITER GROUNDED BEFORE TAKING OUT IGNITIONCOMPONENTS.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 19SCL JGB May -- 2001Figure 9 Ignition Exciters

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


IGNITION LEADSThe ignition leads carry electrical power from the ignition exciters to theigniter plugs. Both leads go from the ignition exciters, through the pylonfire seal, to the igniter plugs. Access to the ignition leads is through thefan cowls and the right thrust reverser half.The conductor is 14 AWG stranded copper with silicone rubber insulationwithin a flexible conduit. The conduit has an inner copper braid and anouter nickel braid. There is a plastic sleeve over the cold section of thelead and an air cooling jacket / conduit over the hot section.Fan air from the turbine case cooling duct cools the leads. After coolingthe lead, the air goes through a port just above the coupling nut to coolthe igniter plug.Observe safety precautions when removing or handling the ignition leads.High voltage can be present.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 21SCL JGB May -- 2001Figure 10 Ignition Leads

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


IGNITER PLUGSThe igniter plug is a surface gap type plug. The No. 1 igniter plug is at the5:00 position. The No. 2 igniter plug is at the 3:30 position. Access to theplugs is through the right thrust reverser half.The plugs are threaded into adapters bolted to the CRF; factory--installedgasket spacers between the adapter and CRF ensure proper plug depth.A clamped igniter shroud protects and cools the igniter plug. When igniterplugs are removed, the plug can be replaced or reinstalled without installinggasket spacers1 as long as the adapter is not removed. There is an integralgasket which must be installed on the plug prior to installation into the adapter.Refer to M.M. 74--21--02 for removal and installation.

WARNING: IGNITION SYSTEM VOLTAGE IS DANGEROUSLY HIGH.IGNITION / START CONTROL SWITCH MUST BE 0FFBEFORE REMOVING ANY IGNITION COMPONENTS.ALLOW SEVERAL MINUTES TO ELAPSE BETWEENOPERATION OF IGNITION SYSTEM AND REMOVAL OFCOMPONENTS. WHEN DETACHING CABLE FROMIGNITER PLUGS, DISCHARGE CURRENT BY GROUNDINGCABLE TERMINAL TO ENSURE COMPLETE DISSIPATIONOF ENERGY FROM THE SYSTEM. FAILURE TO FOLLOWTHIS PROCEDURE COULD RESULT IN SEVERE INJURYTO PERSONNEL.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 23SCL JGB May -- 2001Figure 11 Igniter Plugs

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


IGNITION SYSTEM POWER

Power SourcesWhen the engine is running, the left and right 115 volt ac buses normallysupply ignition system power to both channels of the EEC. If a bus powersense relay is relaxed, the standby bus supplies ignition system power tothe EEC. Power is supplied to the EEC when the fuel control switch is inRUN and the engine fire switch is in the NORMAL position. The EECsupplies power from the left bus to one ignition exciter, and supplies powerfrom the right bus to the other exciter. This ensures that one ignitionexciter on each engine can operate if one of the main buses does not havepower.

Power ControlThe EEC controls the power to the ignition exciters based on which EECchannel is active, switch settings on the engine ignition and start controlpanel, and N2 speed. The ignition selection logic within each EEC channelalternates between the two ignition exciters on each engine start to ensureeven wear of the igniters.

IndicationsIf the standby bus is supplying power for ignition, the EICAS maintenancemessage IGN 1 (2) STBY BUS appears on the ECS / MSG page. If IGN1 STBY BUS appears and the upper EICAS display unit is operational, theleft ac bus has power but the power sense circuits have malfunctioned.If the left ac bus does not have power, the upper EICAS display unit is blankand IGN 1 STBY BUS appears on the lower EICAS display unit.The IGN 2 STBY BUS message and the lower EICAS display unit operatethe same way.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 25SCL JGB May -- 2001Figure 12 Ignition System Power

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


IGNITION SYSTEM CONTROL

GeneralThe EEC supplies 115 V ac power to one or both ignition exciters basedupon ignition system commands. The commands to EEC are groundsignals that enable SINGLE or DUAL ignition. If the EEC does not sensea SINGLE or DUAL ground signal1 neither ignition exciter gets power.The ignition enabling command is controlled by the ignition select switch,ignition / start control switch, engine fire switch, fuel control switch,engine thermal anti--ice relay, and flap position proximity switch.

OperationIgnition is only enabled when the two fuel/ignition control relays are relaxed.This occurs when the engine fire switch on the P10 panel is in the NORMALposition, and the fuel control switch on the P10 panel is in RUN.Dual ignition is enabled when the ignition select switch on the P5 overheadpanel is in the BOTH position, or when the ignition / start control switch onthe P5 panel is in the FLT position. Single ignition is enabled in all othercases that ignition is commanded.When the engine fire switch is in the NORMAL position, and the fuel controlswitch is in RUN, ignition is enabled based on the position of the ignition / startcontrol switch:

-- GND: ignition is enabled, and the pneumatic starter control valve isopened until N2 reaches 50 %, when the switch automaticallymoves to the AUTO position.

-- AUTO: ignition is enabled when the engine thermal anti--ice system ison (bad weather), or when the flaps are down (takeoff andlanding).

-- 0FF: ignition is disabled.-- CONT: ignition is continuously enabled.-- FLT: ignition (DUAL with SINGLE as backup) is enabled for in--flight

starts.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 27SCL JGB May -- 2001Figure 13 Ignition System Control

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


ENGINE MOTORING

GeneralThe engine motoring procedure is used for any operation that requires enginerotation. Use dry motoring for all tests that require engine motoring unlesswet motoring is specifically required.

Dry MotoringBefore dry motoring the engine, perform premotoring procedures listed in themaintenance manual.

-- On the main power circuit breaker panels, open the appropriate circuitbreakers.

-- Make sure the fuel control switches are in CUTOFF, and the thrust leversare at IDLE. Check for full engine EICAS displays on upper and lowerdisplay units.

-- Turn the engine start switch to GND. The start switch is electricallylatched to the GND position. The switch is automatically released at50 % of N2, or it can be manually released prior to reaching 50 % of N2.Maximum motoring speed is 30 to 34 % of N2.

CAUTION: OBSERVE STARTER LIMITATIONS PER MAINTENANCEMANUAL.

Confirm indication of N1 rotation and oil pressure on EICAS display.Turn the start switch to 0FF.

Wet MotoringWet motoring lets fuel into the combustion chamber.

-- Before wet motoring the engine, perform premotoring procedureslisted in the maintenance manual.

-- On the main power circuit breaker panel, open the appropriatecircuit breakers.

CAUTION: DO NOT LEAVE IGNITION CIRCUIT BREAKERS CLOSED.INADVERTENT LIGHT UP COULD OCCUR.

-- Check that the fuel control switches are in CUTOFF, and the thrust leversare at IDLE. Check for full engine EICAS displays on upper and lowerdisplay units.

-- Turn the forward and aft fuel boost pump switches ON.-- Turn the start switch to GND. The start switch is electrically latched tothe GND position. The switch automatically releases at 50 % of N2, or itcan be manually released prior to reaching 50 % of N2.Maximum motoring speed is 30 to 34 % of N2.

CAUTION: OBSERVE STARTER LIMITATIONS PER MAINTENANCEMANUAL.

-- At 15 % of N2, move the fuel control switch to RUN and continue to wetmotor until 550 PPH (250 KGPH) indicated fuel flow occurs or for 60seconds. Fuel fogging from the engine gas path should occur.

-- Confirm indication of N1 rotation and oil pressure on EICAS display.-- Move the fuel control switch to CUTOFF and continue to motor for 30additional seconds (minimum) or until vapor ceases at engine exhaust.

-- Turn the start switch to 0FF.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 29SCL JGB May -- 2001Figure 14 Motoring Control and Indications

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


IN FLIGHT START

In--FIight Start DataWhen an engine is shut down in flight, the in -- flight start envelope appearsin the Iower left portion of the screen. The envelope shows an airspeed rangefor the current flight level and the next two flight levels below. The highestflight level that can be shown in FL 30.0 (30,000 feet).A fuel on command bug ( index ) appears on the Iower display N2 gage and across--bleed capability is available in the air.

In -- Flight Start DisplayThere are four conditions to satisfy for the in -- flight start display to appear:-- Primary and secondary engine data is displayed. ( It secondary data is notdisplayed and a fuel control switch is moved to CUTOFF while in the air,secondary parameters are automatically commanded.)

-- The airplane is in the air ensured by both system 1 and 2 air / ground relays.-- Either fuel control switch is in CUTOFF.-- The aftected engine fire switch not pulled.There are four conditions that can cause removal of the in -- flight start display:-- The airplane is on the ground.-- The affected engine fire switch pulled.-- The engine is running.-- Primary and secondary engine data is not displayed.

Cross--Bleed Message DisplayWhen the in -- flight start envelope is showed on the upper DU and the airpIaneis within that envelope the message “X--BLD” in magenta appears in the upperright corner of the Iower DU if engine speed minimums are not met.The message will be automatically removed by the same Iogic that controls thein -- flight start display.

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00

Page: 31SCL JGB May -- 2001Figure 15 In -- Flight Start Data

Lufthansa


ForTraining

PurposesOnly


BOEING -- 767 / 300CF6 -- 80C280 / 74 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


ATA -- 78 ENGINE EXHAUST

TABLE OF CONTENTGeneral Description 002Translating Cowls 006Track Liners and Sliders 008Blocker Doors and Drag Links 010Deflectors 012PRSOV 014DPV and Pressure Switch 016CDU 018Rotary Flexible Drive Shaft 022Angle Gearbox and Ballscrew Actuators 024Electromechanical Brake 026CDU Feedback Transducer 032CDU Position Switches 034Thrust Lever Interlock Actuator 036Thrust Reverser Control Switches 040Thrust Reverser Operation 042Thrust Reverser Electrical Operation 046Thrust Reverser Indicating System 048Translating Cowl Manual Operation 050Translating Cowl External Air Powered 052Translating Cowl PRSOV Hold--Open 054Translating Cowl Ground Service Switch 056T/R Deactivation Lockout 058T/R Cowls Opening System 060T/R Power Pack and Control Switches 062T/R Cowls System Operation 064

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER SYSTEM

GeneralThe thrust reverser, when deployed, redirects fan air forward to deceleratethe airplane. The thrust reverser is normally deployed during landing rolloutor during a rejected takeoff.Each engine has two thrust reverser halves. Each half includes a translatingcowl, six blocker doors with drag links, 16 deflectors, and a center drive unit(CDU) with three actuators, two of which are driven through flexible driveshafts and angle gearboxes. The two translating cowls operate independently.When the thrust reverser is stowed, the translating cowl fairs with the fan cowland the blocker doors are retracted. In the stowed position, the thrust reverserdirects fan air aft for forward thrust.When the thrust reverser is deployed, the translating cowl slides aft to exposethe deflectors and to block the fan air path with the blocker doors. This directsfan air forward, reversing the direction of thrust.Turbine exhaust air is not reversed. While the fan air is deflected forward toprovide deceleration, turbine exhaust is still providing some forward thrust.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 3SCL JGB May -- 2001Figure 1 Thrust Reverser System

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER SYSTEM OPERATION

DeployWhen reverser deployment is commanded, switch and relay logicprovide power to unlock the electro--mechanical brake and to openthe T/R PRSOV. Air from the T/R PRSOV flows to the left andright CDU‘s and to the DPV. An air signal from the DPV to theCDU arms the CDU to the deploy mode. Air motors in the CDU‘sdrive ballscrew actuators attached to the center of thetranslating cowls.Angle gearbox and ballscrew actuators are attached to the upperand lower ends of the translating cowls. Flexible drive shaftsmechanically connect the angle gearbox and ballscrew actuatorsto the CDU‘s. The air motors in the CDU‘s drive the centerballscrew actuators and the upper and lower flexible drive shafts.The flexible drive shafts then drive the upper and lower angle gearboxand ballscrew actuators. The ballscrews move the translating cowlsaft. Blocker doors, pulled by the drag links, rotate from a flushposition against the inside of the translating cowl to a position blockingthe fan air discharge path. The fan air discharge is redirected forwardthrough the deflectors. The air motors in each CDU also drive a CDUposition feedback transducer for thrust reverser position feedback tothe EEC. The EEC then sends a signal to the thrust reverser interlockactuator to permit increased reverse thrust.

StowWhen the thrust reverser is commanded to stow, air from the T/RPRSOV flows to the left and right CDU‘s and the DPV. Now the DPVremains closed, blocking the air signal to the CDU‘s. This arms theCDU‘s to the stow mode. The air motors reverse direction, driving theactuators and translating cowl forward to the stow position. The blockerdoors (pushed by the drag links) rotate back to a flush position with theinner translating cowl. When fully stowed, the system deenergizes thesolenoids on the electro--mechanical brake. The system is now locked inthe stowed position by the CDU cone brakes and by the electro mechanicalbrakes.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 5SCL JGB May -- 2001Figure 2 Thrust Reverser System Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


TRANSLATING COWL

GeneralWhen the thrust reverser is stowed, the translating cowl covers the deflectorsand acts as a section of power plant cowling.When the reverser is deployed, the translating cowl slides aft (translates) touncover the deflector segments.The translating cowl is constructed of a Kevlar, graphite, and fiberglassfacesheet with a Nomex core. Hinges are bonded into the inner wall. Thereare six blocker doors attached to the hinges in the inner wall of each cowl.

Reverser Track FairingThe thrust reverser track fairing permits smooth airflow over the thrust reversersliders and liners. The fairing is on the top and bottom of each translating cowl.

Maintenance PracticesIf the translating cowl needs to be removed it must first be deployed about 6--8inches. Remove the actuator access panels.

CAUTION: DO NOT REMOVE CLEVIS PIN RETAINING CLIP BOLT.BACK BOLT OUT ENOUGH TO ROTATE RETAINING CLIP.REMOVAL OF BOLT WILL DAMAGE NUTPLATE.

Loosen the retaining clip bolt and turn the clip. Remove the clevis pins to dis-connect the actuators from the translating cowl.

CAUTION: DO NOT OPEN THRUST REVERSER HALF BEYOND THE34 DEGREE POSITION WITH THE TRANSLATING COWLEXTENDED. DAMAGE TO TRANSLATING COWL ORSTRUT MAY RESULT.

Open the thrust reverser half to the 20° position. Disconnect the blocker doordrag links from the aft side of the blocker doors. Slide the translating cowl afton its track.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 7SCL JGB May -- 2001Figure 3 Translating Cowl

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


TRACK LINERS AND SLIDERS

GeneralThe translating cowl slides on a low friction track and slider mechanism.There are two sets of thrust reverser track sliders on each translating cowl,one on the top of the reverser half and one on the bottom. Each set has a T--shaped main slider and a J--shaped auxiliary slider. These sliders move on T--and J--shaped track liners. The liners are fixed to the stationary fan duct thatholds the translating cowl to the thrust reverser. The J--shaped auxiliary trackliner is mounted above the deflectors. The T--shaped main track liner ismounted under the deflectors.

Maintenance PracticesThrust reverser track sliders must be inspected periodically for wear. The lowfriction Teflon surfaces must be smooth and clean.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 9SCL JGB May -- 2001Figure 4 Track Liners and Sliders

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


BLOCKER DOORS AND DRAG LINKS

GeneralEach thrust reverser half has six blocker doors mounted to the inner wallof the translating cowl. The blocker doors deflect fan air radially outwardwhen the translating cowl is deployed. The drag links pull the doors intoposition during deployment.The doors are made of fiberglass and graphite composite, with bondedaluminum hinges. There are two hinges on the wide, forward end thatconnects to the inner wall of the translating cowl. There is a drag linkconnection in the center of the door. The drag link is pinned to thisconnection and is spring--loaded to hold the door closed when the reverseris stowed. All six blocker doors are interchangeable.

Maintenance PracticesThe blocker doors must be checked for movement at the point ofattachment. If removal is necessary, manually deploy the translatingcowl about 16 inches.

CAUTION: DO NOT OPEN THE THRUST REVERSER HALFBEYOND THE 23° POSITION WHEN THE THRUSTREVERSER TRANSLATING COWL IS DEPLOYED.DAMAGE TO TRANSLATING COWL OR STRUTMAY RESULT.

Open the thrust reverser half to the 23° position.

WARNING: RELIEVE SPRING PRESSURE BY ALTERNATELYLOOSENING SPRING RETAINER CLIP SCREWS.REMOVING ONE SCREW BEFORE LOOSENINGTHE OTHER COULD RESULT IN INJURY TOPERSONNEL FROM SPRING RELEASE UNDERPRESSURE.

Release spring pressure by alternately loosening the two spring retainerclip screws. Remove the clip and springs. Disconnect the drag link fromthe blocker door by pushing the blocker door forward over the drag link andremoving the bolt. Remove the bolts that attach the hinges to the translatingcowl and remove the blocker door.

The drag link can also be removed at this time by cutting away theprotective coating from the nuts and washers on the inboard side ofthe inner fan duct cowl and removing the nuts and washers.If necessary, cut the coating around the link support. Pull the linksupport and drag link out of the fan duct cowl. Separate the draglink from the link support by removing the bolt, washer and link pin.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 11SCL JGB May -- 2001Figure 5 Blocker Doors and Drag Links

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


DEFLECTORS

GeneralThere are 16 deflectors on each thrust reverser half that direct fan airforward when the thrust reverser is deployed. When the reverser isstowed, the translating cowls cover the deflectors. When the reverseris deployed, the blocker doors direct fan air through the deflectors.The deflectors are made of cast aluminuin. The front and rear edges ofthe deflectors are bolted to the thrust reverser fixed structure. Thereare gang channels between the deflectors to interconnect the deflectors.The gang channels are screwed to the deflectors with tri--wing screws.The top deflector has two gang channels.Five different types of deflectors are mounted on each thrust reverser half.Each type directs the air differently as shown.Deflectors are also called cascade segments or cascade vane segments.

Maintenance PracticesThrust reverser deflectors are not interchangeable because of the differentflow angles. Exact deflector position is found in the maintenance manual.Deflectors must be inspected periodically for cracks, corrosion, and impactdamage.

CAUTION: DO NOT OPERATE ENGINE IN REVERSE THRUST WITHDEFLECTORS MISSING. DAMAGE TO THE REVERSERMAY RESULT.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 13SCL JGB May -- 2001Figure 6 Deflectors

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER PRESSURE REGULATINGAND SHUTOFF VALVEThe thrust reverser (T/R) pressure regulating and shutoff valve (PRSOV)isolates the thrust reverser pneumatic system from the airplane pneumaticsystem, and regulates the pressure.There is one valve in each strut at the entrance to the reverser supply ductdownstream of the precooler. Access is through a pressure relief door onthe right side of the strut.The T/R PRSOV has a steel valve body with a poppet valve, a solenoid valve,a pressure regulator, and a relief valve.The poppet valve is spring--loaded closed. When reverse thrust is selected,the solenoid valve is energized. Air flows around the poppet valve stem,through the solenoid valve, and pressurizes the pneumatic actuator. Thisopens the poppet valve.The pressure regulator opens when the inlet pressure is higher than 70 psig.This modulate the poppet valve, regulating downstream pressure.Normally, the air supply pressure is not high enough to require valve regulation.However, the engine may develop enough 8th stage bleed pressure to openthe regulator during a rejected takeoff.The relief valve opens if actuator pressure exceeds 150 psig.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 15SCL JGB May -- 2001Figure 7 T/R PRSOV

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


DIRECTIONAL PILOT VALVE AND PRESSURE SWITCH

GeneralThe directional pilot valve (DPV) changes the direction of the directionalcontrol valve (DCV) in the CDU to control thrust reverser deploy and stow.The DPV pressure switch completes a circuit for thrust reverser indication.The DPV and pressure switch are on the torque box of the left reverser half.There is one per engine. Access is through the left fan cowl panel.The DPV is spring--loaded closed. It has a ball and poppet valve on a commonshaft, a solenoid, and a cleanable air filter. The pressure switch is a twoposition microswitch.

OperationThe DPV either pressurizes or vents the directional control valve actuatorinside both CDU‘s for an engine. When the solenoid is de--energized, airpressure from the T/R PRSOV is blocked and air from the directional controlvalve is vented throught the DPV ball valve to ambient. When reverse thrustis selected, the solenoid is energized and the ball valve moves down, closingthe vent. The poppet valve opens, permitting air pressure from the T/RPRSOV to go to the directional control valve.The pressure switch senses air pressure to the DPV. It is open when theT/R PRSOV is closed. The pressure switch closes when it senses pressurefrom the T/R PRSOV. Its position is independent of the directional pilot valveposition. There is an indication in the flight compartment if the pressure switchposition disagrees with the T/R PRSOV position. This indication is discussedlater.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 17SCL JGB May -- 2001Figure 8 DPV and Pressure Switch

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


CENTER DRIVE UNIT

GeneralThe center drive unit (CDU) is a pneumatic motor with a ballscrew actuatorfor deploying and stowing the thrust reverser. The CDU has a position switchmodule, a gearbox and a position feedback transducer. The gearbox has twoflexible drive shaft output drives and a manual drive pad.One CDU is mounted on each thrust reverser half between the upper and lowerangle gearboxes. Access is through the fan cowl. The CDU‘s require an airsupply connected to either end of the inlet tee fitting. The other end is normallycapped, but can be used for a ground air supply. The actuator stroke length is22 inches. The position indicating switch module is line replaceable and doesnot require rigging.The manual brake release lever releases the cone brake for manual operationof the translating cowl. The brake releases when the lever is moved about 60°into a detent. The fan cowl automatically closes the lever if it is left in the60° detent position. The gearbox has two splined output drives that turn theflexible drive shafts. It also turns the CDU position feedback transducer andhas a square drive pad for manual operation.

RemovalRemove middle actuator access panel. Manually deploy the thrust reverser halfabout 6--8 inches until the ballscrew actuator clevis pin is exposed. Deactivatethe thrust reverser by reversing the lockout plate. Loosen the retaining clipbolt. Rotate clip and remove clevis pin using a pin extracting tool.

CAUTION: DO NOT REMOVE CLEVIS PIN RETAINING CLIP BOLT.BACK BOLT OUT ENOUGH TO ROTATE RETAINING CLIP.REMOVAL OF BOLT WILL DAMAGE NUTPLATE.

Disconnect the rotary flexible drive shafts and remove the 4 CDU flangebolts. Ensure that the CDU upper flexible drive shaft does not slide outof the sheath. Pull CDU and ballscrew actuator from torque box notingshim installation details.Mark the position of the actuator on the ballscrew to aid CDU installation.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 19SCL JGB May -- 2001Figure 9 CDU

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


CENTER DRIVE UNIT OPERATION

GeneralThe directional control valve (DCV) includes a directional valve, a helixrod and spring, and a valve actuator piston. The DCV is springloadedin the stow position.The actuator cone brake has a spring--loaded friction cone and rotatingmating cone mounted on the air motor shaft. The valve actuator pistonmoves a pivoted lever to release the brake. When the brake is engaged,the air motor can rotate in the stow direction, but not in the deploydirection.The ballscrew and ballnut actuator is one assembly. The air motor turnsthe ballscrew. The ballscrew is free to rotate, but can not translate. Itengages the ballnut actuator. The ballnut actuator is free to translatebut can not rotate because it is attached to the translating cowl.The stop rod is linked to the DCV assembly on one end and has amushroom shaped head on the other. It turns the DCV through anoverride linkage, operates the CDU position indicating switch assembly,and keeps the cone brake from engaging until the cowl is completelystowed.The CDU position indicating switch assembly has stow and deploy limitswitches to indicate thrust reverser position. The switches also controlelectrical power to the T/R PRSOV. They are operated by the stop rod.

Deploy OperationAir from the DPV moves the valve actuator piston to the DEPLOY position.The helix rod turns the DCV as the valve actuator piston moves. The pistonand pivoted lever release the cone brake, and the air motor rotates turningthe ballscrew in the deploy direction. The ballnut and ballscrew actuatormove to deploy. The stop rod is pulled toward the deploy stop as the actuatorapproaches fully deployed. At about 1.5 inches from full deploy, the stop rodtouches the ballnut. The stop rod then moves the DCV to the neutral positionto stop airflow to the air motor, and engage the cone brake. The stop rodalso activates the switches in the CDU position indicating switch module.This causes the T/R PRSOV to close and controls indication of thrust reverserposition.

Stow OperationThe air signal from the DPV stops when the stow mode is selected. The springin the DCV assembly drives the valve actuator piston and moves the DCV tothe stow direction. The directional valve override linkage lets the valve turnwithout the stop rod moving. Air is admitted to the air motor. The ballscrewturns and the ballnut and ballscrew actuator begin moving toward stow. Whenthe actuator is about .25 inch from fully stowed, the stop rod moves the DCVtoward neutral. When closed, the DCV has bleed air holes which allows air todrive the CDU to the full stow stop to pre--load the actuation system.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 21SCL JGB May -- 2001Figure 10 CDU Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


ROTARY FLEXIBLE DRIVE SHAFT

GeneralThe flexible drive shafts transmit power from the center drive unit to theupper and lower angle gearboxes.There are two drive shafts on each reverser half, one for each anglegearbox. The CDU turns both flexible drive shafts. Access is throughthe fan cowl.Each drive shaft has an outer casing with mounting flanges and a driveshaft core. The outer casing is corrosion resistant steel lined with teflon.The drive shaft core is stranded wire. The end of the drive shaft at theCDU is a 3/8 inch spline. The angle gearbox end is a 0.2 inch square shaft.The two drive shafts are different lengths.

Maintenance Practicesif removal is required, open the fan cowl panel. Release the CDU brake.Open the quick release clamps securing the shafts to the thrust reversertorque box.

NOTE: LOWER RH AND UPPER LH DRIVE SHAFTS HAVE TWOCLAMPS, LOWER LH AND UPPER RH DRIVE SHAFTSHAVE ONE CLAMP.

CAUTION: PRECAUTIONS SHOULD BE TAKEN TO PREVENTCORE FROM SLIDING OUT OF CASING. ANYCONTACT WITH UNCLEAN SURFACES WILL REQUIRECORE REPLACEMENT

Remove bolts and washers securing the shaft to the CDU and the anglegearbox. Remove the complete flexible drive shaft unit.

CAUTION: IF ONE FLEXIBLE DRIVE SHAFT ON REVERSERHALF FAILS, BOTH SHAFTS ON THAT HALF MUSTBE REPLACED AS TORSIONAL LIMITS MAY HAVEBEEN EXCEEDED.

Installing the flexible drive shaft is the opposite of removal. A thrust reverseractuation system rigging procedure must be done after installing a flexible driveshaft.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 23SCL JGB May -- 2001Figure 11 Rotary Flexible Drive Shaft

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


ANGLE GEARBOX AND BALLSCREW ACTUATOR

GeneralThree ballscrew actuators move the translating cowl. One of the ballscrewactuators is driven directly by the CDU. The other two ballscrew actuatorsare driven by the angle gearboxes. The gearboxes are driven by the CDUthrough the flexible drive shafts. Access is through the fan cowl.Each gearbox has two square input drives to connect a rotary flexible driveshaft and to permit manual operation, and a splined output for the ballscrewactuator connection. The square drive opposite the drive shaft end is capped.This end may also be used to lock the actuator or for rigging. The 0.2 inchdrive requires a special tool to fit the hole.The gearbox decreases the flexible drive shaft speed by a 3:1 ratio.The ballscrew actuator is coupled to the gearbox spline. A stop collar (notshown) is pinned to the end of the ballscrew to limit actuation length.The ballnut and actuator tube translates as the ballscrew turns.

RemovalThe angle gearbox and ballscrew actuator must be removed as a unit.The angle gearbox can be separated from the ballscrew actuator afterremoval. To remove, deploy the translating cowl 6--8 inches to accessthe ballscrew actuator clevis pin. Remove the flexible drive shaft, thenthe clevis pin, and finally the gearbox and actuator.

CAUTION: ENSURE THAT THE DRIVE SHAFT CORE DOES NOTSLIDE OUT OF OUTER CASE WHEN REMOVING THEROTARY FLEXIBLE DRIVE SHAFT.DO NOT REMOVE THE CLEVIS PIN RETAINING CLIPBOLT. BACK THE BOLT OUT ONLY ENOUGH TOROTATE THE RETAINING CLIP. THE NUT PLATE WILLBE DAMAGED IF THE BOLT IS REMOVED.

NOTE: WHEN INSTALLING A GEARBOX AND ACTUATOR THE SIDEPLATE ON THE GEARBOX MUST BE FACING INWARD.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 25SCL JGB May -- 2001Figure 12 Angle Gearbox and Ballscrew Actuator

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


ELECTROMECHANICAL (TRAS) BRAKE

GeneralThe electro--mechanical brakes (also called the thrust reverser actuationsystem or “TRAS” brake) provide a third level of safety to preventuncommanded deployment of the thrust reversers in flight. (The auto stowsystem, the locking center drive units, and the TRAS brakes provide threelevels of safety.) The brake mechanism has a separate, dedicated electricalcircuit for its control that is independent of other thrust reverser components.

DescriptionThere are two electro--mechanical brakes installed on each engine, one oneach thrust reverser half. The brakes are mounted on brackets attached tothe fan reverser torque boxes. Each brake is connected to its upper anglegearbox by a flexible drive shaft. The electro--mechanical brakes are solenoidactivated disk brakes. When 28 V dc is applied to the brake solenoids, thebrakes will release to permit thrust reverser operation. These brakes locktheir reverser half by locking the flex drive cable at the upper actuator.

OperationThe electro--mechanical brake (TRAS lock) is spring loaded to the fully brakedposition. Dual rotors contacting stators provide the braking force friction.To release the brake, the solenoid is energized by electrical current from thethrust reverser actuation system relays and switches. This solenoid forceacts against the springs to reduce the rotor / stator friction force, thusreleasing the brake.A manual lockout lever is mounted to the upper surface of the brake. Liftingof this lever will cause an internal cam to act against the springs to reducethe rotor / stator friction force, thus releasing the brake. The lockout lever isused during manual extension of the translating cowl for maintenance andrigging of the thrust reverser.The lockout manual release handle will automatically be returned to the brakeposition when the fan cowl is closed.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 27SCL JGB May -- 2001Figure 13 Electro--Mechanical Brake -- TRAS

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 28SCL JGB May -- 2001Figure 14 TRAS Locked and Solenoid De--energized

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 29SCL JGB May -- 2001Figure 15 TRAS Unlocked Solenoid Energized

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 30SCL JGB May -- 2001Figure 16 TRAS Manual Released

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


CDU -- POSITION FEEDBACK TRANSDUCER

GeneralOne CDU position feedback transducer is mounted to the upper auxiliary drivepad on each CDU. Each transducer unit has two electrical connectors. Onegoes to EEC channel A and one to EEC channel B.The feedback transducer unit has a bearing mounted driveshaft, a reductiongearbox, and two rotary variable differential transformers (RVDT‘s).The drive shaft is turned by the CDU while the thrust reverser deploys andstows. The output of the drive shaft is reduced through the gearbox and isapplied to a single rotor shaft common to both RVDT‘s. The rotor shaftrotates through a 77 ° arc when the translating cowl is deployed, andreturns to its original position when the translating cowl is stowed.There is a viewing window on the opposite end of the feedback transducerunit from the drive shaft. The window is for rigging the sensor in the stowposition.The RVDT‘s convert the angular position of the rotor shaft into electricalsignals that are read by the EEC. Each RVDT receives an excitation fromthe EEC and returns two position signals to the EEC. The EEC reads thereturn signals in terms of percent--of--deployment. A reading of 100 %indicates full deployment (rotor shaft displaced 77° ). A reading of 0 %indicates the translating cowl is fully stowed and that the rotor shaft isat the rig point. The operational range of the input to the EEC is from--5 to 105 %.The EEC uses the translating cowl position information to control the thrustreverser interlock actuator.

IndicationsThe EEC sends the thrust reverser position information to EICAS. Theinformation appears on the EPCS maintenance page next to the thrustreverser left (T/R L) and thrust reverser right (T/R R) headings.If the EEC is not able to sense thrust reverser position due to a failure inthe CDU position feedback transducer, the EICAS status and maintenancemessage L (R) ENG REV POS appears. This message is latched.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 33SCL JGB May -- 2001Figure 17 CDU Position Feedback Transducer

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


CDU POSITION INDICATING SWITCHESThe CDU position indicating switch assembly gives thrust reverser positionindication and controls the T/R PRSOV solenoid to stow or deploy the thrustreverser.One switch assembly is installed on each CDU. An electrical cable goes fromthe switch assembly, along the torque box, to a bracket near the top of thereverser half. Access is through the fan cowl panels.Each switch assembly has a deploy switch and a stow switch. The switchesare double--pole double--throw type switches. The switch assembly is a linereplaceable unit. During removal, the spring and washer can fall out. Thespring is tapered, with the large end going into the CDU housing when it isinstalled.A line replaceable electrical cable connects the CDU position indicating switchassembly to the airplane wiring harness. The cable on the right thrust reverserhalf (not shown) has two electrical connectors. One goes to the CDU positionindicating switch assembly, the other goes to the airplane wiring harness.The cable on the left thrust reverser half has four electrical connections.One goes to the airplane wiring harness, one to the CDU position indicatingswitch assembly, and one each to the DPV and its pressure switch.

RVDT POSITION INDICATION

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 35SCL JGB May -- 2001Figure 18 CDU Position Indicating Switches

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST LEVER INTERLOCK ACTUATOR

GeneralThe thrust reverser interlock actuators (one per engine) prevent themovement of reverse thrust power levers above idle until the translatingcowls are at least 60 % deployed. The interlock actuators also prevent themovement of the forward thrust power levers above idle until the translatingcowls are at least 80 % stowed.The interlock actuators are located below the autothrottle assembly in theforward equipment center.

OperationThe interlock actuator has a reversible motor that operates on 28 V dc power.The motor extends or retracts a linear actuator. The linear actuator isconnected to the autothrottle quadrant. The EEC controls the extension andretraction of the actuator.When the actuator is retracted and the reverse thrust lever is stowed, theforward thrust lever can be advanced.When the actuator is extended, the reverse thrust levers can be advancedfrom the reverse idle detent.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 37SCL JGB May -- 2001Figure 19 Thrust Reverser Interlock Actuator

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER INTERLOCK ACTUATOR

OperationWhen the reverse thrust lever is raised to the reverse idle detent position,the translating cowls start to deploy. When the CDU position feedbacktransducers indicate that both translating cowls are deployed 60 % or more,the EEC provides a ground to the T/R interlock relay. 28 V dc power goes tothe T/R interlock actuator motor extend windings, and the actuator extends.Power is removed from the motor when the actuator is fully extended. Whenthe actuator is extended, the reverse thrust can be increased.When the reverse thrust lever is lowered to the stowed position, the translatingcowls start to stow. When the CDU position feedback transducers indicate thatboth translating cowls are deployed 20 % or less, the EEC removes theground to the T/R interlock relay. 28 V dc power then goes to the T/R interlockactuator motor retract windings, and the actuator retracts. Power is removedfrom the motor when the actuator is fully retracted.

IndicationsIf the interlock actuator does not move to the fully retracted position when thethrust lever angle is greater than 43° (about 10° of forward thrust levermovement) for more than 10 seconds, an EICAS status and maintenancemessage L (R) REV INTERLOCK appears. The message is latched.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 39SCL JGB May -- 2001Figure 20 Thrust Reverser Interlock Actuator Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER CONTROL SWITCHESThree thrust reverser control switches control the electrical signals to deployor stow the thrust reverser. The control switches are in the pilots control stand(P8). One switch, in the forward thrust lever handle, controls the signal to theT/R PRSOV. The other two switches, in the microswitch pack assembly,control the signals to the electro--mechanical brakes (TRAS brakes) and to theDPV.The T/R PRSOV switch closes when the reverse thrust lever is raised morethan 10° . The DPV control switch closes when the reverser thrust lever israised above 29° . This signals the directional pilot valve to open, directing airto the DEPLOY side of the CDU air motor. At 29° the TRAS lock switchcloses, providing power to several relays which unlock the electro--mechanicalbrakes and signal the T/R PRSOV to open.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 41SCL JGB May -- 2001Figure 21 Thrust Reverser Control Switches

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER GENERAL OPERATION

GeneralThrust reversers are used by the flight crew to decelerate the airplaneimmediately after landing. Normal thrust reverser operation requiresthat the airplane be on the ground, engine running, fire switch in normal,and both pneumatic pressure and electrical power available.

Deploy OperationThe thrust reverser deploys as the reverse thrust lever is raised to adetent position called the reverse idle detent. (The reverse idle detent isa hard mechanical stop controlled by the interlock actuator.) The flightcrew pulls the reverse thrust levers to the reverse idle detent positionjust after the airplane is safely on the runway after landing.This movement is usually a quick continuous motion to the stop.Movement to the reverse idle detent stop covers about 35° of angularmotion.There are four solenoids in the thrust reverser activation system (TRAS).All four solenoids must be energized to deploy the thrust reversers.As the reverse thrust lever is pulled back through 10° of motion a switchin the power lever assembly enables power to the thrust reverser sequencingrelay (K2184) through the center drive unit (CDU) position switch module.As the reverse thrust lever is pulled back through 29° of motion twoswitches in the autothrottle microswitch pack assembly are closed.One of these switches energizes the directional pilot valve (DPV) solenoid.The DPV opens, but no air is yet available.The other switch powers relays that energize the two solenoid operatedelectro--mechanical brakes (TRAS brakes) . One brake is located on eachhalf of the thrust reverser.Additional relays in the circuit to the electro--mechanical brake solenoidsenergize the T/R sequencing relay which provides power to the T/R PRSOVsolenoid. Air is now available to the DPV and to the CDU.

The DPV provides sense (control) air to both CDU for that engine. With theDPV open, the two CDU unlock. The CDU air motors drive their internalballscrew actuators and their upper and lower angle gearbox and ballscrewactuators through flexible drive shafts. The translating sleeves are deployedby the three ballscrew actuators.The translating sleeves pull the blocker doors down to shut off the normal pathof fan air. Fan air is forced to exit through the deflectors. The deflectorsprovide a change in direction of the fan air which results in a deceleration ofthe airplane.The T/R PRSOV, is de--energized when the translating sleeves are fullydeployed. The DPV and the TRAS brake solenoids remain energized.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 43SCL JGB May -- 2001Figure 22 Thrust Reverser General Components

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


Engine OperationDuring the approach to landing, the engine is not permitted deceleratebelow flight idle. After touchdown, the engine speed is maintained atflight (high) idle for 5 seconds by a time delay relay on the enginediscretes card. This allows 5 seconds for the pilot to decide to goaround or to use reverse thrust. If the pilot does neither, after 5seconds the engine will decelerate to ground (low) idle and the crewwill use the airplane brakes to slow down.If the pilot selects reverse thrust, the engine will not be permitted tooperate above reverse high idle speed until both halves of the thrustreverser have deployed. A physical stop is provided by the interlockactuator which prevents the reverse thrust levers from being movedpast this detent position. When the electronic engine control receivesa feedback signal that the thrust reverser translating sleeves are bothnear their full deployment, the interlock actuator is permitted to releasethe detent stop for the reverse thrust levers. At that time the crewcan pull the levers back to the full reverse position. The engine canthen accelerate to full reverse thrust power. Thrust reverser deploymentand engine acceleration to full reverse thrust usually takes less than 5seconds total time.When the airplane has slowed down to about 60 knots, the flight crewwill move the reverse thrust levers forward to the stow position.The DPV will close causing the center drive unit motors to operate theball screw actuators to stow the thrust reversers.

Stow OperationWhen the crew pushes the reverse thrust levers forward to the stowposition, the 29° switches and the 10° switch open. The T/R PRSOVopens to provide air to the CDU’s. The DPV closes.The electro mechanical locks are free. The CDU air motor stows thetranslating sleeves and blocker doors.When the thrust reversers are fully stowed, all solenoids de--energize.The T/R PRSOV closes and the electro--mechanical brakes lock theupper ball screw actuators.

Thrust Reverser IndicationsWhen both halves of a thrust reverser are fully deployed, a green REVindication will appear on the upper EICAS display just above the N1 digitaldisplay. When both of the translating sleeves are fully stowed there is noREV message shown. When either or both of the translating sleeves arebetween the fully stowed and fully deployed position, a yellow REV indicationappears above the N1 indication.No thrust reverser messages are shown to the flight crew in flight unlessthere is an actual abnormal inflight deployment of a thrust reverser.Then the yellow or green REV indication could be observed.After the airplane has been on the ground for 60 seconds, faults in the thrustreverser system detected in--flight will illuminate the REV ISLN light and causethe EICAS advisory and latched maintenance message “L (R) REV ISLN VAL”to be displayed.Appearance of these indications on the ground (the messages and the light areinhibited in--flight by air / ground logic) mean either:

-- that the reverser may not deploy when commanded on the ground, or-- that the thrust reverser relay module (TRRM) detected and latched anin--flight fault in the reverser system.

Thrust Reverser Relay ModuleThe thrust reverser relay module (M1987) (located in the main equipmentcenter) monitors operation of the thrust reverser system. If in--flight faultslasting more than 5 seconds occur, magnetically latched relays will illuminatelight emitting diode indication lights on the module’s front panel The thrustreverser relay module provides fault indications for both engines.It incorporates a self test and a lamp test capability.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 45SCL JGB May -- 2001Figure 23 Thrust Reverser General Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER OPERATION -- ELECTRICAL

Operational Description -- Electrical CircuitsThe electrical control system consists of four switches, four solenoids,two position switches, and eight relays for each thrust reverser.Operation of the left engine thrust reverse will be explained.The operation of the right engine thrust reverser is the same, but thecomponents have different numbers and locations.

Deploy ModeFor an engine thrust reverser deployment the T/R PRSOV, DPV andthe two TRAS solenoids all must be energized. To energize the foursolenoids, the airplane must be on the ground. With the forward thrustlevers at the forward idle position the pilot rotates the reverse thrustlever aft. Rotation of the reverse thrust lever to the rear sequentiallycloses three switches:

-- the T/R control switch (S5),-- the T/R DPV control switch (S11),-- and the TRAS lock switch (S21).

The T/R control switch (S5) is the first to close at approximately 10°of reverse thrust lever rotation.At approximately 29° of reverse thrust lever rotation the T/R DPV controland the TRAS lock switches close. The DPV solenoid, T/R sequence relay(K2184), and TRAS lock release relay (K2182) are energized; followed bythe T/R PRSOV solenoid (V360), the left and right TRAS solenoids, and theT/R unstow relay (K26); and finally the TRAS lock release control relay(K2188).The proper sequencing of the four controlling solenoids is critical. The DPVsolenoid is the first to be energized even though it is controlled by one ofthe 29° switches. The T/R PRSOV solenoid and the left and right TRASsolenoid are essentially energized simultaneously, however, the TRAS brakesare released prior to pneumatics being available to drive the CDU‘s .There is approximately a 160 millisecond window between the TRAS brakerelease and the CDU‘s spinning up to speed thereby insuring that the TRASbrakes are not released under load. With proper sequencing, the engine thrustreverser, driven by the CDU‘s, translates to the fully deployed position.

Stow ModeDuring stow operations, the reverse thrust levers are moved forwardand down. There is no stop position between deployed and stowed.The 29° switches open first and then the 10° switch opens. The DPVcloses. The T/R PRSOV opens to drive the translating sleeves to thestow position. Position switches signal the T/R PRSOV to close,removing air from the CDU‘s. Two seconds after removal of thepneumatic operating pressure from the thrust reverser system, the28 V dc power is removed from the electro--mechanical brake solenoidsand the brakes engage again.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 47SCL JGB May -- 2001Figure 24 Thrust Reverser Electrical Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER INDICATING SYSTEM OPERATION

GeneralThis system gives indications of thrust reverser position and malfunctions.No thrust reverser messages are shown to the flight crew in flight unlessthere is an actual abnormal in--flight deployment of a thrust reverser.Then the yellow or green REV indication could be observed.

T/R Position IndicationWhen both halves of a thrust reverser are fully deployed, a green REVindication will appear on the upper EICAS display just above the N1 digitaldisplay. When both of the translating sleeves are fully stowed there is noREV indication shown. When either or both of the translating sleeves arebetween the fully stowed and fully deployed position, a yellow REV indicationappears above the N1 indication.

T/R Malfunction IndicationsAfter the airplane has been on the ground for 60 second, faults in the thrustreverser system detected in--flight will illuminate REV ISLN light and causethe EICAS advisory and latched maintenance message ”L (R) REV ISLN VAL”to be displayed. Appearance of these indications on the around (the messagesand the light are inhibited in--flight by air / ground logic) mean either:-- that the reverser may not deploy when commanded on the ground, or-- that the thrust reverser relay module (TRRM) detected and latched anin--flight fault in the reverser system.

Thrust Reverser Relay ModuleThe thrust reverser relay module (M1987) (located in the main equipmentcenter) monitors operation of the thrust reverser system. If in--flight faultslasting more than 5 seconds should occur, magnetically latched relays willilluminate light emitting diode indication lights on the module’s front panel.The thrust reverser relay module provides fault indications for both engines.It incorporates a self test and a lamp test capability.The thrust reverser relay module only monitors the reverser system whilethe airplane is in the air mode. It is inhibited on the ground. However, theTRRM can be utilized to monitor the reverser system on the ground to aidetroubleshooting by pushing the test enables switch located on the front panel.A reset switch releases the magnetically latched relays to turn off the faultlights. A lamp test switch illuminates all light emitting diodes while pressed.

The thrust reverser relay module will latch a fault in any of the followingconditions exist for more than 5 seconds while the airplane is in--flight:

-- An unstowed sleeve is detected by the limit switches on the centerdrive unit. The LED labeled RESTOW COMMAND will be illuminated.

-- The electro--mechanical brake solenoids are being commanded torelease the brakes due to power being present at the thrust reverseractivation system (TRAS) lock release control relay (K2188).The LED labeled TRAS UNLOCK will be illuminated.

-- Pneumatic pressure is present downstream of the T/R PRSOV asindicated by the pressure switch mounted on the directional pilot valve.The LED labeled PRSOV PRESSURE will be illuminated.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 49SCL JGB May -- 2001Figure 25 Thrust Reverser Indicating System Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


TRANSLATING COWL MANUAL DEPLOY / STOWThis procedure covers manually deploying and stowing the translatingcowl using either a manual speed wrench or an air--powered wrench.Do not extend a translating cowl with the thrust reverser open.

WARNING: FAILURE TO FOLLOW THIS INADVERTENT THRUSTREVERSER OPERATION WITH POSSIBLE INJURY TOPERSONNEL AND / OR DAMAGE TO EQUIPMENT.REFER TO 27--61--00/201 FOR APPROPRLATESPOILER / SPEEDBRAKE DEACTIVATION PROCEDURE.INADVERTENT SPOILER MOVEMENT CAUSED BYACTUATING THRUST LEVERS COULD RESULT INSERIOUS INJURY TO PERSONNEL.

CAUTION: DO NO DEPLOY THRUST REVERSER IF THRUSTREVERSER COWL IS OPEN. DAMAGE TO THETRANSLATING COWLS AND STRUT WILL OCCUR.BE SURE AREA AFT OF THRUST REVERSER IS CLEAROF ALL EQUIPMENT, WORKSTANDS, ETC. DAMAGEWILL RESULT IF THRUST REVERSER COLLIDES WITHEQUIPMENT.

CAUTION: WHEN TRANSLATING THRUST REVERSER MANUALLY,WATCH FOR SINGLE ACTUATOR AND CDU OPERATION.IF THIS OPERATION SHOULD OCCUR,STOP TRANSLATING THRUST REVERSER AND CHECKFOR UNINSTALLED OR BROKEN FLEXIBLE DRIVESHAFTS.

CAUTION: IF AIR--POWERED WRENCH IS USED TO DEPLOY ORSTOW THRUST REVERSER TRANSLATING COWL, WATCHFOR FEEDBACK ROD MOTION WHEN NEARING FULLDEPLOY/STOW. WHEN MOTION IS DETECTED, REMOVEAIR--POWERED WRENCH AND COMPLETE CYCLE WITHA MANUAL SPEED WRENCH. CENTER DRIVE UNIT WILLLOCK UP WITH EXCESSIVE TORQUE.

CAUTION: ENSURE LOCKOUT PLATE SQUARE DRIVE IS VISIBLEWHEN PLATE IS INSTALLED ON CDU MANUAL DRIVE PAD.THRUST REVERSER WILL FAIL TO OPERATE IF PLATE ISIMPROPERLY INSTALLED.

DeployOpen the circuit breakers to remove power from the T/R PRSOV.Turn off the spoiler/speedbrake control system, and put a DO--NOT--OPERATEidentifier on the reverser thrust lever. Open the fan cowl panels and releasethe CDU manual brake. Unlock the thrust reverser electromechanical brake.A manual lockout lever is mounted to the upper surface of the brake. Liftingof this lever will act against the springs to reduce the rotor/stator force, thusreleasing the brake. The lever has been designed to be pushed back to thebraked position on closing the fan cowl. Remove the lockout plate to exposethe manual drive. Turn the drive pad with a 1/4 inch square drive air wrenchor manual speed wrench to deploy the translating cowl. Invert and reinstall thelockout plate to deactivate the CDU.

StowUnlock the CDU manual brake (if locked) and remove the lockout plate.Insert the 1/4 inch square drive wrench. Press the CDU stow rig indicatorplunger and turn the drive pad to stow the translating cowl. Stop turningwhen the rig indicator plunger moves further inward and begins to moveback out. If necessary, reverse the direction of the wrench (toward deploy)to find the bottom of the rig indicator plunger motion. Check that translatingcowl is fully stowed by observing the position of the rig indicator plungerthrough the CDU rig window. The rig indicator plunger must be seated in thegroove of the extension tube flange. Return the CDU manual brake handle tothe locked position and install the lockout plate so that the square extensionis visible. Make sure that the translating cowl is properly rigged by checkingthat the gap between the torque box and translating cowl is between .060and .150 inch.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 51SCL JGB May -- 2001Figure 26 Translating Cowl Manual Deploy / Stow

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


TRANSLATING COWL POWER DEPLOY / STOWUSING EXTERNAL AIR DIRECTLY TO THE CDU

GeneralThis procedure covers power translation of the translating cowl usinga ground pneumatic air source connected directly to the CDU. Do notextend a translating cowl with the thrust reverser open beyond the 34°(first stick) position.

WARNING: FAILURE TO FOLLOW THIS PROCEDURE COULDRESULT IN INADVERTENT THRUST REVERSEROPERATION WITH POSSIBLE INJURY TO PERSONNELAND / OR DAMAGE TO EQUIPMENT.REFER TO 27--61--00/201 FOR APPROPRIATESPOILER / SPEEDBRAKE DEACTIVATION PROCEDURE.INADVERTENT SPOILER MOVEMENT CAUSED BYACTUATING THRUST LEVERS COULD RESULT INSERIOUS INJURY TO PERSONNEL.ENSURE REVERSE THRUST LEVERS ARE IN THEFORWARD (STOWED) POSITION AND THRUSTREVERSER CONTROL CIRCUIT BREAKERS AREOPENED. INJURY TO PERSONNEL AND / OR DAMAGETO EQUIPMENT COULD OCCUR WHEN PROVIDINGEXTERNAL PNEUMATIC POWER.

WARNING: THRUST REVERSER WILL DEPLOY WHEN THE REVERSETHRUST LEVERS ARE MOVED AFT TO REVERSE IDLEPOSITION. ENSURE AREA AFT OF THRUST REVERSERIS CLEAR OF PERSONNEL AND EQUIPMENT BEFOREOPERATING THE THRUST REVERSER. INJURY TOPERSONNEL AND / OR DAMAGE TO AIRPLANE MAYOCCUR.WITH PNEUMATIC POWER PROVIDED, DEPLOYEDTHRUST REVERSER STOWS IF ELECTRICAL POWER ISLOST TO DIRECTIONAL PILOT VALVE.FAILURE TO DEACTIVATE THRUST REVERSER FORGROUND MAINTENANCE COULD RESULT INADVERTENTTHRUST REVERSER OPERATION WITH POSSIBLE INJURYTO PERSONNEL AND / OR DAMAGE TO EQUIPMENT.

WARNING: THRUST REVERSER WILL STOW WHEN REVERSETHRUST LEVERS ARE MOVED FORWARD TO FORWARDIDLE POSITION. ENSURE PERSONNEL AND EQUIPMENTARE CLEAR OF THRUST REVERSER BEFORE REVERSEROPERATION. INJURY TO PERSONNEL AND / OR DAMAGETO AIRPLANE MAY OCCUR.DO NOT DEPLOY THRUST REVERSER TRANSLATINGCOWLS WHEN THE THRUST REVERSER OPEN BEYONDTHE 34° POSITION. DAMAGE TO THE TRANSLATINGCOWLS AND STRUT WILL OCCUR.ENSURE AREA AFT OF THRUST REVERSER IS CLEAR OFALL EQUIPMENT, WORKSTANDS, ETC. DAMAGE RESULTSIF THRUST REVERSER COLLIDES WITH EQUIPMENT.ENSURE EXTERNAL PNEUMATIC POWER SOURCESUPPLIES CLEAN AND DRY AIR TO CENTER DRIVE UNIT.FOREIGN OBJECTS AND MOISTURE COULD IMPAIROPERATION.

DeployFirst, open selected circuit breakers on the P5 panel and install DO--NOT--CLOSE identifiers; see MM 78--31--00. Next deactivate the spoiler / speed-brake control system, ensure the reverse thrust levers are in the forward (stow)position, ensure that the thrust reverser is not open beyond the 34° position,ensure that the core cowl panels are removed or closed. Open the fan cowl.Remove the blue cap opposite the CDU pneumatic supply and connect pneu-matic power from a ground air source. Slowly pressurize to 20--30 psig. Re-move the DO--NOT--CLOSE identifiers and close the T/R PRSOV circuit break-ers; see MM 78--31--00. Place the reverse thrust levers to the reverse idleposition and allow translating cowl to fully deploy.StowProvide pneumatic power and place reverse thrust lever to forward (stow)position. Allow translating sleeve to fully stow. Reduce pneumatic pressure tozero and disconnect ground pneumatic source. Install, tighten and lockwire theblue cap on the CDU air connection. Ensure the thrust reverser is fully stowedby checking that the gap between the torque box and the translating cowl is0.060 -- 0.150 inch at the center drive unit. Return the aircraft to normal.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 53SCL JGB May -- 2001Figure 27 Translating Cowl Operation with External Air Source

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


TRANSLATING COWL POWER DEPLOY / STOWUSING PRSOV HOLD--OPEN EQUIPMENT

GeneralThis procedure covers power translation of the thrust reverser translatingsleeve using air from the opposite engine, external pneumatics applied to theairplane, or APU pneumatic power. This air in the pneumatic ducting can notnormally flow back through the PRSOV to the T¡R PROV. This procedure usesmanual opening of the PRSOV and locking it open with hold open equipment.The procedure for using the hold open equipment is in AMM 36--11--09/201.

WARNING: FAILURE TO FOLLOW THIS PROCEDURE COULD RESULTIN INADVERTENT THRUST REVERSER OPERATION WITHPOSSIBLE INJURY TO PERSONNEL AND / OR DAMAGETO EQUIPMENT.REFER TO 27--61--00/201 FOR APPROPRlATE SPOILER/SPEEDBRAKE DEACTIVATION PROCEDURE.INADVERTENT SPOILER MOVEMENT CAUSED BYACTUATING THRUST LEVERS COULD RESULT INSERIOUS INJURY TO PERSONNEL.ENSURE REVERSE THRUST LEVERS ARE IN THEFORWARD (STOWED) POSITION AND THRUST REVERSERCONTROL CIRCUIT BREAKERS ARE OPENED. INJURY TOPERSONNEL AND/OR DAMAGE TO EQUIPMENT COULDOCCUR WHEN PROVIDING EXTERNAL PNEUMATICPOWER. THRUST REVERSER WILL DEPLOY WHEN THEREVERSE THRUST LEVERS ARE MOVED AFT TOREVERSE IDLE POSITION. ENSURE AREA AFT OF THRUSTREVERSER IS CLEAR OF PERSONNEL AND EQUIPMENTBEFORE OPERATING THE THRUST REVERSER. INJURYTO PERSONNEL AND / OR DAMAGE TO AIRPLANE MAYOCCUR.WITH PNEUMATIC POWER PROVIDED, DEPLOYEDTHRUST REVERSER STOWS IF ELECTRICAL POWER ISLOST TO DIRECTIONAL PILOT VALVE. FAILURE TODEACTIVATE THRUST REVERSER FOR GROUNDMAINTENANCE COULD RESULT IN INADVERTENT THRUSTREVERSER OPERATION WITH POSSIBLE INJURY TOPERSONNEL AND / OR DAMAGE TO EQUIPMENT.

WARNING: THRUST REVERSER WILL STOW WHEN REVERSETHRUST LEVERS ARE MOVED FORWARD TO FORWARDIDLE POSITION. ENSURE PERSONNEL AND EQUIPMENTARE CLEAR OF THRUST REVERSER BEFORE REVERSEROPERATION. INJURY TO PERSONNEL AND / OR DAMAGETO AIRPLANE MAY OCCUR.

CAUTION: DO NOT DEPLOY THRUST REVERSER TRANSLATINGCOWLS WHEN THE THRUST REVERSER IS OPENBEYOND THE 20 ° POSITION. DAMAGE TO THETRANSLATING COWLS AND STRUT WILL OCCUR.ENSURE AREA AFT OF THRUST REVERSER IS CLEAROF ALL EQUIPMENT, WORKSTANDS, ETC. DAMAGERESULTS IF THRUST REVERSER COLLIDES WITHEQUIPMENT.ENSURE EXTERNAL PNEUMATIC POWER SOURCESUPPLIES CLEAN AND DRY AIR TO CENTER DRIVEUNIT. FOREIGN OBJECTS AND MOISTURE COULDIMPAIR OPERATION.

DeployFirst, open selected circuit breakers on the P11 panel and install DO--NOT--CLOSE identifiers; see AMM 78--31--00. Next deactivate the spoiler/speed-brake control system, ensure the reverse thrust levers are the forward (stow)position, ensure that the thrust reverser is not open beyond the 34° position,ensure that the core cowl panels are removed or closed. Open the fan cowl.Install the hold--open equipment on the PRSOV. Provide pneumatic power tothe airplane. Remove the DO--NOT--CLOSE identifiers and close the T/RPRSOV circuit breakers; see AMM 78--31--00. Place the reverse thrust leversto the reverse idle position and allow translating cowl to fully deploy.

StowProvide pneumatic power and place reverse thrust lever to forward (stow)position. Allow translating sleeve to fully stow. Ensure the thrust reverseris fully stowed by checking that the gap between the torque box and thetranslating cowl is 0.060 -- 0.150 inch at the center drive unit. Return theaircraft to normal.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 55SCL JGB May -- 2001Figure 28 Translation Cowl Operation By PRSOV Hold Open Device

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


TRANSLATING COWL POWER DEPLOY / STOWUSING THE GROUND SERVICE SWITCH

GeneralThis procedure covers power translation of the thrust reverser translatingsleeve using air from the opposite engine, external pneumatics applied to theairplane, or APU pneumatic power. This air in the pnematic ducting can notnormally flow back through the PRSOV to the T/R PRSOV. This procedureelectrically opens the PRSOV using the ground service switch. The groundservice switch is a guarded, normally open, spring--loaded off switch that islocated next to the top of the oil tank.

WARNING: FAILURE TO FOLLOW THIS PROCEDURE COULD RESULTIN INADVERTENT THRUST REVERSER OPERATION WITHPOSSIBLE INJURY TO PERSONNEL AND / OR DAMAGETO EQUIPMENT.REFER TO 27--61--00/201 FOR APPROPRIATE SPOILER /SPEEDBRAKE DEACTIVATION PROCEDURE.INADVERTENT SPOILER MOVEMENT CAUSED BYACTUATING THRUST LEVERS COULD RESULT INSERIOUS INJURY TO PERSONNEL.ENSURE REVERSE THRUST LEVERS ARE IN THEFORWARD (STOWED) POSITION AND THRUSTREVERSER CONTROL CIRCUIT BREAKERS ARE OPENED.INJURY TO PERSONNEL AND / OR DAMAGE TOEQUIPMENT COULD OCCUR WHEN PROVIDINGEXTERNAL PNEUMATIC POWER.THRUST REVERSER WILL DEPLOY WHEN THE REVERSETHRUST LEVERS ARE MOVED AFT TO REVERSE IDLEPOSITION. ENSURE AREA AFT OF THRUST REVERSER ISCLEAR OF PERSONNEL AND EQUIPMENT BEFOREOPERATING THE THRUST REVERSER. INJURY TOPERSONNEL AND / OR DAMAGE TO AIRPLANE MAYOCCUR.FAILURE TO DEACTIVATE THRUST REVERSER FORGROUND MAINTENANCE COULD RESULT ININADVERTENT THRUST REVERSER OPERATION WITHPOSSIBLE INJURY TO PERSONNEL AND / OR DAMAGETO EQUIPMENT.

WARNING: THRUST REVERSER WILL STOW WHEN REVERSETHRUST LEVERS ARE MOVED FORWARD TO FORWARDIDLE POSITION. ENSURE PERSONNEL AND EQUIPMENTARE CLEAR OF THRUST REVERSER BEFORE REVERSEROPERATION. INJURY TO PERSONNEL AND / OR DAMAGETO AIRPLANE MAY OCCUR.

CAUTION: DO NOT DEPLOY THRUST REVERSER TRANSLATINGCOWLS WHEN THE THRUST REVERSER IS OPENBEYOND THE 34° POSITION. DAMAGE TO THETRANSLATING COWLS AND STRUT WILL OCCUR. .

DeployFirst, open selected circuit breakers on the P11 panel and install DO--NOT--CLOSE identifiers; see MM 78--31--00. Next deactivate the spoiler/speedbrakecontrol system, ensure the reverse thrust levers are in the forward (stow)position, ensure that the thrust reverser is not open beyond the 34° position,ensure that the core cowl panels are removed or closed. Open the fan cowl.Provide pneumatic power to the airplane; see MM 36--00. Push the applicableL or R ENG 0FF switch--lights on the air supply module on the P5 panel to theopen position. Remove the DO--NOT--CLOSE identifiers and close the T/RPRSOV circuit breakers; see MM 78--31. Place the reverse thrust levers tothe reverse idle position. Lift the guard on the PRSOV ground service switch.Push the switch up to the on position and hold it there. Allow the translatingcowls to fully deploy. Release the ground service switch.

StowProvide pneumatic power. Push the applicable L or R ENG 0FF switch light onthe air supply module on the P5 panel to the open position and place reversethrust lever to forward (stow) position. Lift the guard on the PRSOV groundservice switch. Push the switch up to the ON position and hold it there. Allowthe translating sleeves to fully stow. Release the groundservice switch. En-sure the thrust reverser is fully stowed by checking that the gap between thetorque box and the translating cowl is 0.060 -- 0.150 inch at the center driveunit. Return the aircraft to normal.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 57SCL JGB May -- 2001Figure 29 Translating Cowl Operation By Ground Service Switch

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER DEACTIVATION AND LOCKOUT

GeneralThis procedure covers steps to deactivate the thrust reverser for groundmaintenance and mechanically lock the reverser for flight dispatch.

Deactivation

WARNING: WITH PNEUMATIC POWER PROVIDED, DEPLOYEDTHRUST REVERSER WILL STOW IF ELECTRICALPOWER IS LOST TO DIRECTIONAL PILOT VALVECAUSING POSSIBLE INJURY TO PERSONNEL AND/ OR DAMAGE TO EQUIPMENT.

CAUTION: THIS PROCEDURE IS FOR GROUND INADVERTENTTHRUST REVERSER TRANSLATION MAY OCCUR IFPROCEDURE IS USED TO DEACTIVATE THRUSTREVERSER FOR FLIGHT DISPATCH.

First, open the circuit breakers on the P12 panel to remove power from theT/R PRSOV. Put DO--NOT--OPERATE identifiers on the reverse thrust levers.Open the fan cowl panels. Remove, invert and reinstall the lockout plates onboth CDU‘s and attach REVERSER DEACTIVATED pennants.

LockoutTo lockout the thrust reverser for flight dispatch, deactivate the CDU‘s asfor ground maintenance. Make sure the translating cowls are fully stowedso that the holes in the three translating cowl brackets line up with the holesin the torque box flange. The cowl can be manually stowed by removing theunused drive pad cover on the angle gearbox and turning the gearbox.Remove the six locking bolts and the three red DO NOT OPERATE platesthat are stored on the torque box. Reinstall the plates on to the flange,locking the translating cowl in place with the bolts.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 59SCL JGB May -- 2001Figure 30 Thrust Reverser Deactivation and Lockout

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER COWLS OPENING SYSTEMTo open and close the thrust reverser halves, there are two hydrauliccowl opening actuators (one for each half).The thrust reverser power pack supplies pressurized hydraulic fluid tothe actuators through hydraulic lines. The pack uses dc power fromthe ground handling bus.TO control the opening system, there is a T/R door control switch onthe left and right side of the engine fan case. The T/R check valve isa safety device used during closing. There is one hold open rod foreach thrust reverser half.A backup for the thrust reverser power pack is the handpump.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 61SCL JGB May -- 2001Figure 31 Thrust Reverser Opening System

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER POWER PACKAND CONTROL SWITCHES

Thrust Reverser Power PackThe thrust reverser power pack supplies pressurized hydraulic fluid to thethrust reverser opening actuators. The power pack contains:

-- A hydraulic reservoir.-- An electric motor to supply power to a hydraulic pump.-- Two valves to control the flow of hydraulic fluid to the opening actuators.-- Two solenoids that control the valves.

The power pack uses 28 V dc to operate the motor and to control the valves.If a leak occurs in the power pack, a drain line drains the fluid into the oil tankscupper drain line.

Maintenance PracticesIf the fluid level is low, remove the fill port dipstick and add fluid up to thedipstick full mark.

T/R Door Control SwitchesThe two T/R door control switches control the electric motor and the twovalves in the thrust reverser power pack. The switches are on the fancase at the 5:00 and 7:00 position. Each switch has three positions:

-- up,-- stop-- down.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 63SCL JGB May -- 2001Figure 32 Thrust Reverser Power Pack and Control Switches

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


THRUST REVERSER COWLS OPENING / CLOSINGSYSTEM OPERATION

GeneralThere are two methods of opening and closing the thrust reverser cowls:

-- electrical operation-- hand pump operation.

Before opening the thrust reverser:-- Make sure the leading edge slats are retracted and deactivated.-- Deactivate the thrust reverser for ground maintenance.-- Open the fan cowls.

Electrical OperationOpen the three reverser tension latches and the latch ring assembly forthe cowl (s) being opened.To open the left cowl (the right cowl procedure is the same), move and holdthe left T/R door control switch to the “UP” position. This energizes the leftpower pack relay to supply 28 V dc to the motor. Moving the switch to ’up’also energizes solenoid ’A’ which opens the left power pack valve. Hydraulicfluid flows to the left opening actuator. A pressure relief valve in the powerpack permits hydraulic fluid to flow back into the reservoir if the cowl isjammed or latched. The electrical circuit prevents opening both cowls at thesame time.Hold the switch ’up’ until the thrust reverser is fully open. Release the switch.The switch is spring--loaded to ’stop’. This turns off the hydraulic pump.Solenoid ’A’ remains energized. Extend and install the thrust reverser holdopen rod. Push the switch to ’down’. This de--energizes solenoid ’A’. Pushthe T/R check valve plunger in. This permits hydraulic fluid to flow back to thepower pack reservoir. The thrust reverser hold open rod now holds the weightof the cowl.To close the left cowl, move the left T/R door control switch to ’up’. Thisremoves the load on the hold open rod. Remove and stow the hold open rod.Move the switch to down. Push the T/R check valve plunger in. This permitshydraulic fluid to flow back to the reservoir. A restrictor in the line keeps thecowl from closing too guickly.

Hand Pump OperationIf electrical power is not available, or in case of motor / pump failure, a handpump can be used to open the cowls. The hand pump connections are thequick disconnects located on the fan case at the 5:00 and 7:00 positions.

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 65SCL JGB May -- 2001Figure 33 Thrust Reverser Cowls Operation

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


ANGLE GEARBOX

CENTER

DRIVE UNIT

Figure 34 Thrust Reverser Rig Setting

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00

Page: 67SCL JGB May -- 2001Figure 35 Thrust Reverser Indicating Summary

Lufthansa


ForTraining

PurposesOnly

ENGINEEXHAUST

BOEING -- 767 / 300CF6 -- 80C2

78 -- 00


NOTES :

Lufthansa


ForTraining

PurposesOnly

ENGINEENGINE PROPULSION CONTROL SYSTEM

BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 1SCL JGB Jul -- 2002

EPCS

EEC Monitoring System 002EEC Inputs / Outputs 004EPCS 006PIMU 008PIMU Panel Description 010PIMU Operation 012EEC Flight Fault Recording 014PIMU Flight Fault Recording 016PIMU BITE 018EEC No--Flight Fault Recording 020PIMU Powering 022PIMU BITE Procedure 024PIMU Maintenence Recall 028EICAS -- EPCS Pages 030FAULT EXAMPLE 032Engine Control Logic Messages 039ARINC 429 Format 041EPCS ARINC Analysis 043EPCS Conversion Table 044Table Two Label 270 045Table Two Label 271 046Table Two Label 272 047Table Two Label 273 048Table Two Label 274 049Table Two Label 275 050Table Two Label 276 051

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


EEC MONITORING SYSTEM

GeneralThe Electronic Propulsion Control System (EPCS) is a full authority, digitalelectronic, propulsion control system. The EPCS consists of the ElectronicEngine Control System (EECS) on each engine, and the airframe elementswhich interface with them.Each of the two engines incorporates a dual channel,independently--powered, self--checking and automatic--fault--accommodatingdigital Electronic Engine Control (EEC).The EPCS elements include the thrust lever mechanisms, the thrust reverserposition indication, and the interfaces with other systems, such as the Enginelndicating and Crew Alerting System (EICAS), the two Air Data Computers(ADC), the Thrust Management Computer (TMC) and the Standby EngineIndicator (SEI).Two tiers of EPCS maintenance condition indications areprovided. The first tier consists of general status and maintenance messagesthat are shown on the display units. The second tier consists of fault messagesdisplayed on the Propulsion Interface and Monitor Unit ( PIMU ).These messages assist to maintenance personnel in isolating system faults toa specific Line Replaceable Unit (LRU) or to the interfacing circuits betweenLRUs.The EICAS message PIMU indicates that the PIMU self--test has de-tected a fault.The PIMU records and stores faults from the EEC. The PIMUreceives EEC fault data for a five second period via separate channel A andchannel B ARINC 429 data buses either automatically when the air/groundrelay closes upon landing, or manually by actuation of the GND TEST switchon the face of the PIMU with an engine running or with ground power appliedto the EEC. With ground power applied to the EEC, some systems that requireengine rotation will be inoperative. Fault data received is stored in non--volatilememory of the PIMU. Stored fault data may be manually retrieved for visualdisplay on the face of the PIMU.

FAULT DETECTION LOGIC

* DefinitionThe purpose of the FADEC/EEC fault reporting system is to identify the faultyLRU‘s and the type of failure in the control system.

* Circuit ChecksOutput:

-- Command circuit checks are only made in the controlling channel.These checks are made while the engine operates or by using groundtest power.

-- A WRAPAROUND message indicates a failure in the controlling channel.The failure can be in a torque motor, solenoid or wiring harness.

Input :-- Circuit checks are made in both channels. These checks are made whilethe engine operates or by using ground test power.

-- A RANGE message indicates that an input signal is below or above thepermitted limits or that it does not change at the permitted rate.

-- A CROSS--CHECK message indicates that a channel‘s parametric orposition input differs from the other channel‘s input by more than thepermitted amount.

NOTE: WHEN THE GROUND TEST POWER IS USED THE N1 AND N2SPEEDS ARE NOT TESTED.

-- A FEEDBACK FAILED message indicates a range or cross--check failurein a components feedback circuit. The failure can be in a LVDT, resolver,RVDT or wiring harness.

* Position Checks-- Position Checks are only while the engine operates. The tests are notmade during the engine start to prevent incorrect indications.

. An EXTERNAL WRAPAROUND message indicates that a system‘svalve is not in its commanded position. The position of the valve issensed by a valve operated switch.

. ATRACK--CHECK message indicates that the system‘s actuator orvalve is not in its commanded position.

NOTE: A TRACK--CHECK FAULT CAN BE INDICATED ONLY IFWRAPAROUND, FEEDBACK AND RANGE CHECK TESTSHAVE NOT FOUND ANY FAULTS.

* No Message-- If there is a parameter shift with no message, the cause of that shift wasnot found by the control system.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


EECARINC 429

L EICAS

R EICAS

L AIR DATA

R AIR DATA

T M C

S E I

Feedback

TLAServo

Command

F M C

L PIMU

DFDAUFeedback

Engine Sensors

Analog Signal

Figure 36 FADEC Data Flow

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


EEC OUTPUT SIGNALS

* Torque Motor Commands-- Calculated by the Central Processor Unit (CPU).-- In a 8 bit format converted by gate array.-- Pulse Width Modulated (PWM) signal converted by torque motor drivers.

. Plus or minus current to torque motors on their respective actuators.

* Torque Motor Wrap--Around (T/M W/A)-- Torque motor current measured at the output of the torque motor drivers.

. Current output converted to a proportional DC voltage.

. DC voltage is a “wrapped--around” to the input of the torque motorwrap--around multiplexer.

* Torque Motor DC Wrap--Around Selection and Conversion.-- T/M W/A Mux switches the DC voltage input to its output upon commandfrom the CPU.

-- Analog to digital multiplexer at the aproximate time, ( as determinated bythe CPU ), switches in the selected DC voltage into a 16 bit digital value for useby the CPU.

* Torque Motor Wrap--Around Tests-- Measured torque motor current (converted digital value) is range checked

against stored upper and lower limits.-- Measured torque motor current is compared to the command value.-- Measured torque motor current is compared to its previous value andthe rate of change is checked aginst limits for exceedance.

EEC INPUT SIGNALS

* Range Tests-- Input signals once converted to digital form within the FADEC/EEC arecompared with range limits which represent the valid output extremesof a sensor or the extremes of the sensed quantity. Electrical inputs tothe FADEC/EEC are, in general, biased such as that opens or shorts inexternal wiring will drive the digital signal out of range.

* Rate Tests-- Input signals once converted to digital form within the FADEC/EEC arecompared with the previous sample of this input. Changes which exceedknown sensor or sensed quantity rate of change capabilities indicatefaulty data. Rate tests are effective in detecting intermittent or noisysignals.

* Cross--Check-- Test performs a comparision between the local and cross--talked inputs.If either input is failed for any other reason, the test is not performed.Test failure indicates that one or both sensing devices are transmittingincorrect signals.

* Fault Latching-- Accommodation of faulty inputs sometimes required control modereconfiguration to alternate modes of use of similar but not identicalinput signals. Intermittent fault, if not properly handled can cause cyclingbetween modes or signals, resulting in unacceptable operation.

-- The FADEC/EEC contains software techniques called fault latching, whichdetect intermittent fault conditions and prevent mode cycling. The logic isdesigned to allows short--term faults to occur, then recover, but to latchout persistent faulty data and annunciate these persisttent faults formaintenance action. The characteristics of this logic are:

. Sustained failures lasting longer than the specified fault latch time willcause fault annunciation and exclusion of this input signal.

. Short--term failures will cause mode changes, but complete recoverywill occur when the fault “healts” except transition to reversionarymode.

. Latches are cleared when control is depowered or reset via the fuelcutoff reset.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


OUTPUTSCOMMAND FROMCHANNELS A OR B

INPUTS

Figure 37 Inputs -- Outputs

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


ELECTRONIC PROPULSION CONTROL SYSTEM

EPCSDuring engine operation, the engine control system constantly tests itself.When a fault is detected, the appropriate discrete bit (or bits) is set inthe serial digital data bus discrete data word. For ground test purposes,you can supply power for the EEC when you do not operate the engine.You will find two power switches, one for each engine, on EEC maintenancemodule found on the P61 panel. You supply the power to the EEC for theground test when you move the EEC MAlNT L (R) POWER switch fromNORM to TEST. With the switch in the test position, you can see theEEC 1 or 2 GND PWR status message on the EICAS STATUS page.In this mode many bits are not set by the EEC, since certain functions donot operate without engine rotation.Each EEC channel on each engine willdetect anomalies and hard faults in its processor, its inputs and its outputs.In some cases the exact faulty unit in the system cannot be totally isolatedby automatic means; only the particular ”LRU loop” can be flagged.The ”LRU loop” ( command and feeedback signal) includes the EEC interfacecircuitry, wiring from the EEC to the sensor, servo or other components, andthe interfacing component itself.Status or maintenance messages that show on the display units are directlyrelated to fault messages displayed on the PIMU. For example, the EICASmessage L (R) ENG CONTROL corresponds to PIMU messages as shown inFIM 73--21--00/101.In most cases, when the above EICAS message is displayed its correspondingPIMU message will be present when the PIMU is interrogated. Fault codesidentifv a particular EPCS component malfunction or a related circuit problem.Included in the system are possible internal EEC failures. Each fault isassigned as unique PIMU message.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


E1--2 OR E1--3

Figure 38 PIMU Location

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


PROPULSION INTERFACE MONITOR UNIT SYSTEM

GeneralThe propulsion interface monitor units (PIMU‘s) provide storage and displayof maintenance information from the EEC. Each PIMU also receives andretransmits engine data to the thrust management computer (TMC) andto the digital flight data acquisition unit (DFDAU).There are two PIMU‘s, one for each engine, located in the main equipmentcenter. The left engine PIMU is in the E1--3 rack and the right engine PIMUis in the E2--4 rack.The 115 V ac ground service bus powers the PIMU.The PIMU has two major functions:

Interface FunctionsThe PIMU receives 71 ARINC 429 data words from each channel of the EEC.This data is then transmitted by the PIMU on three output data buses. TheTMC receives channel A and channel B data on separate data buses. TheDFDAU receives data only for the EEC channel in control on the third data bus.9 of the 71 data words sent by the EEC contain fault information. The other62 data words contain engine parameter data.The PIMU also electrically isolates the EEC from the TMC and the DFDAU.

Monitor FunctionsEach EEC continuously monitors any faults detected by its BITE. Thesefaults are coded into the 9 ARINC 429 fault words transmitted by the EECto the PIMU. The EEC will store these faults into its non volatile memory(NVM) when the engine is shutdown. The PIMU can also store these faults inits own NVM, but only when commanded to do so.The PIMU also has BITE capabilities to test its own internal operations.

DESCRIPTION

PIMU Displays and ControlsThe PIMU front panel has 3 rows of 8 character light emitting diode (LED)displays, giving it 24 alphanumeric characters for fault display. Each of the24 characters is formed by a matrix of 35 point LEDs (5 dots wide by 7 dotshigh).Front panel control switches and an input from the air / ground systemcontrol the recording and display capabilities of the PIMU.Automatic recording of flight faults transmitted from the EEC to the PIMUoccurs for both EEC channels during the 5 seconds following a landing signalfrom the air / ground system relays.

IndicationsWhen EEC faults are stored in the PIMU NVM, a discrete signal to EICAScauses the maintenance message “L (R) PIMU” to be displayed.The EEC sends the same 71 words of data to the EICAS computers onanother data bus. Some of the faults detected by the EEC and encoded inthe 9 ARINC 429 fault words will cause EICAS alert, status, and / ormaintenance messages. When these messages appear, the fault isolationmanual will call for the -- PIMU BITE-- PIMU GROUND TEST-- PIMU MAIN-TENANCE RECALL and procedures to be performed.The PIMU description and operations, maintenance practices, and installationprocedures are in AMM 77 -- 35 -- 00.The fault isolation manual procedures for using data stored in the PIMU are inchapter 71--PIMU MESSAGE INDEX.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 9SCL JGB Jul -- 2002Figure 39 PIMU System

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


PIMU

Panel DescriptionThere is a separate monitor unit for each engine. The monitor unit’s front panelhas the following features:a) A 24 character alphanumeric display in three eight character lines, to

annunciate stored faults. The top line is used to annunciate the associatedchannel A or channel B fauIt. Example : 352--14/CH A.The second and third line are used to annunciate an alphanumeric faultlabel.

b) A BIT switch that initiates the memory recall function of the unit andannunciation of the first of any discrete faults stored in memory.Subsequent depression and release of the switch initiates annunciation ofadditional discrete fault data, one at a time.

c) A MONITOR VERIFY switch when depressed causes all segments of thealphanumeric display to illuminate. Release of the switch initiates aseíf--test.The seíf--test verifies the operating integrity of the monitor unitwithout actually receiving data from active ARINC 429 inputs.

d) A GND TEST switch verifies operation of the selected CH A or CH B databus and the monitor unit’s associated ARINC 429 receiver by receiving anddecoding ARINC 429 inputs.e) A RESET switch when depressed wiIIcause all stored faults to be cleared and the display to go dark immediately.The RESET switch is guarded to prevent inadvertent operation.

f) A MAlNT RECALL switch, when pushed in, will cause the EEC to enterin the maintenance recall mode. In this mode, each subsequent push inand release of the MAl NT RECALL switch wilI cause the EEC to transmitone fault message stored in the memory of the EEC and also the flight Iegof that fault.The flight leg is calculated by the EEC. To toggle between the display of therecalled fault message and its flight Ieg, push in the BIT SWITCH.To exit this mode, select the MONITOR VERIFY switch.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


ALPHANUMERIC

DISPLAY

BIT SWITCH

MONITOR VERIFY

GROUND TEST

CHANNEL SELECTOR

MAINT RECALL SWITCH

RESET SWITCH

Figure 40 PIMU Panel Description

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


OPERATIONThe PIMU is operational when 115 volts ac power is supplied to the PIMU.The system begins functioning when the air/ground relay switches to theground position.The unit performs a self--test that verifies the intergrity of the monitor unitand the operation of both data buses. Upon successful completion of the self-test the unit receives fault data for a five second period and stores faults ina non--volatile memory. lf the monitor fails the self--test, an indication is sentto the display unit and the monitor turns off.During the five second operating period the monitor unit receives low speedARINC 429 serial digital data from the channel A and channel B of thecorresponding EEC. The data received by the monitor unit contains EECSYSTEM FAULT bits.A fault is identified by a single data bit. A specific faultassociated with a bit is defined by the location of the bit in the word. The wordsreceived by the ARINC 429 receiver must contain 32 bits and pass a parity testbefore the words are read and recorded. The fault data must be received twotimes consecutively during the sample period before being stored as a fault.Once a fault has been stored in non--volatile memory it can be cleared by op-eration of the RESET switch.Before recalling the faults stored in memory, the monitor unit can be checkedby pressing the MONITOR VERIFY switch. With the switch depressed, allsegments of the alphanumeric display are illuminated. Release of the switchinitiates a self--test which verifies the operating integrity of the monitor unitwithout actually receiving data from the ARINC 429 inputs.lf the self--test takeslonger than three seconds to accompíish the message TEST IN PROGESSwiIl be displayed until the test is complete. Successful completion of the self--test is annunciated by displaying READY message for ten seconds. Failure ofthe test is annunciated by displaying PIMU MONITOR FAIL for ten se-conds.The ARINC 429 receiver and data bus may also be tested by actuationof the GND TEST switch. The ground test wiIl verify the operation of the se-lected channel A/B data bus and ARINC 429 receiver.The verification is ac-complished by successfulíy receiving and decoding the data inputs. Data isreceived by actuating the GND TEST switch with an engine running or withground power applied to the EEC. Ground test failure wilI cause the messageCH A or CH B DATA BUS INOP to be displayed for ten seconds.

After verifying the operation of the data bus, the unit is enabled for a fivesecond period to store any fauIt data received during the test of the selectedchannel. The applicable CH A or CH B TEST IN PROGRESS message isdisplayed while the unit is enabled. After the five second period the unit wiIIturn off.To recall faults stored in memory the BIT switch is depressed andreleased. On release the monitor unit turns on and annunciates the first ofany fauIts stored in memory.The annunciation of fauIts are in the form of alphanumeric messages.The message corresponding to each fault is displayed on the second and thirdline of the alphanumeric display. The first line will display the actual label andchannel designator.For example: 354 13--A or 155 22--B.The message isdisplayed on the screen until the BIT switch is depressed again. All channel Afaults messages are displayed followed by all channel B faults messages.Afterthe Iast fauIt message has been displayed, pressing the BIT switch wiII causethe monitor to display the message END for ten seconds. At the end of this tenseconds period the display wiIl automatically blank.Depression of the RESETswitch will cause both the RAM and the non--volatile memory of the PIMU to becleared.The PIMU can operate as a device to recall the fault messages and theirrelated flight Ieg number stored by the EEC into the EEC non--volatile memory.This is accomplished when you operate the Maintenance Recall Switch asdescribed above. During the usual operation, the fault messages stored bythe EEC should be the same as the messages recorded by the PIMU at eachlanding. However, it may be useful to recall the EEC non--volatile memorycontents if the PIMU memory was cleared by the accidental push in of thePIMU RESET switch. It also may be useful to recall EEC non--volatile memorycontents if after an engine start the scheduled flight is aborted before takeoff.In that case, the PIMU wilI not contain fault intormation associated with theaborted flight because the air/ground relay stayed in the ground state.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


353--14/CH B

Figure 41 PIMU

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


EEC FAULT MONITORING AND RECORDINGDURING FLIGHT OPERATIONS

GeneralTo understand how the PIMU BITE operates, it is necessary to understandthe way that the EEC and the PIMU manage their respective memory.The PIMU is able to store up to 144 faults per channel for the past 128flight legs, but the EEC can store no more than 40 faults per channel forthe past 64 flights.The 40 fault storage positions, 6 are dedicated to either NO DISPATCHfaults or SHORT TERM DISPATCH faults, the remaining 34 storagepositions are dedicated to LONG TERM DISPATCH faults or faults thatDO NOT AFFECT DISPATCH.EICAS displays the L (R) ENG CONTROL advisory message if a NODIS PATCH fault is stored in the EEC. The status messages L (R) ENGEEC C1 or L (R) ENG EEC C2 are displayed for SHORT TERM andLONG TERM DISPATCH faults respectively. The L (R) PIMU maintenancemessage is the only message displayed for faults that DO NOT AFFECTDISPATCH.The EEC NVM can not be erased using the PIMU or any other onboardmethod. If there are more faults than the memory can hold, the oldestfault will be overwritten by the newest fault detected.

Definition of a Flight LegThe EEC monitors all faults from the time that the EEC is powered. It willnot store any of these faults into permanent memory until N2 has been above30% and then goes under 20%. If it is necessary to monitor faults duringengine motoring, which does not usually go above 30% N2, the PIMUGROUND TEST switch must be placed to the CH A position momentarily,wait 10 seconds, and then placed in the CH B position while the engine is stillmotoring. Faults detected by the EEC will be sent to the PIMU on the databuses, but will not be recorded in the EEC memory. The PIMU GROUNDTEST procedure may be used to place the faults into PIMU NVM.

A flight leg is determined by the EEC without inputs from the air / groundsystems on the airplane or inputs from any other airplane system. The EECuses its own sensors to compute a Mach number and altitude. A new flightleg is determined by the EEC when its computed Mach number is roughlyequal to 100 knots, or the PO sensor shows a decreased pressure equal to analtitude increase of 400 feet, or the pressure has decreased to an equivalentaltitude of more than 16,500 feet (which is higher than any airport on thisplanet). From that time any faults detected since the EEC‘s latest power--upwill be recorded against a new flight leg 1.The detected faults will be transmitted on the data buses to the PIMU, but willbe held in an EEC buffer until N2 goes below 20% during engine shutdown.The previous flight leg 1 will then become flight leg 2 in the EEC memory.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 15SCL JGB Jul -- 2002Figure 42 EEC Faults during Flight Operations

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


PIMU AUTOMATIC FAULT RECORDINGDURING FLIGHT OPERATIONSGeneralPIMU automatic fault recording occurs when the air / ground relay systemsignals that the airplane has landed. For a period of 5 seconds, the PIMUrecords in non volatile memory (NVM) any faults being sent over the channelA and the channel B data buses from the EEC.The flight is not finished at the time of landing. Thrust reverser, taxi, andengine shutdown operations are yet to happen. The EEC will continue tomonitor the systems for faults. Any faults will be held in the EEC faultbuffer until the N2 speed decreases below 20% on engine shutdown.Faults detected by the EEC after touchdown will not be stored by the PIMU.The only way to determine if faults were stored in the EEC NVM after landingis to perform the PIMU maintenance recall procedure. Unless there was anEICAS message that was not appropriate for the results of a normal PIMUBITE procedure, there would not be any indication that hidden faults exist inEEC memory.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 17SCL JGB Jul -- 2002Figure 43 PIMU Automatic Fault Recording during Flight Operations

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


PIMU BITE -- MOST RECENT FLIGHT

GeneralFor 5 seconds after landing, the PIMU automatically records any EECfaults for the current flight in non volatile memory (NVM). The flightleg is not completed at the time of recording of the faults. The EECNVM will have a record of any faults detected during the reversethrust, taxi and shutdown phases of the flight. These faults can onlybe recalled by using the maintenance recall procedure.If faults are stored in the PIMU, an EICAS maintenance messageL (R) PIMU appears.

OperationMake sure that the 115 V ac ground service bus is powered. First, pushthe MONITOR VERIFY switch and hold it in. A matrix of point light emittingdiodes (LED‘s), 5 LED‘s wide by 7 LED‘s high should appear for each of the24 character positions. Note if any are not operating, but continue the test.Next, release the MONITOR VERIFY switch. The PIMU enters a self testmode.If the test takes more than 3 seconds, the message TEST IN PROGRESSappears. The message READY appears for 10 seconds if the test was suc-cessful.Next, push the BIT switch. The first channel A fault (if any) will appear.To see the next fault, push the BIT switch again. After all of the channelA faults have been shown, the next push of the BIT switch will show thefirst channel B fault (if any). When all of the faults have been shown,or if there were no faults, the message END appears for 10 seconds.After another 10 seconds the display will blank.Be sure to erase fault data from the PIMU by pushing the RESET switch.This will erase PIMU NVM faults but will not erase the faults that arestored in the EEC. If the PIMU memory is not erased, the faults from thisflight will be included with those of the next flight in the PIMU NVM.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 19SCL JGB Jul -- 2002Figure 44 PIMU BITE -- Most Recent Flight

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


EEC FAULT MONITORING AND RECORDINGNO FLIGHT CONDITIONS

Re--ejected TakeoffIn case of a re--ejected takeoff (RTO), the EEC will begin fault monitoringas soon as the EEC is powered. When the engine is started the N2 goesabove 30%, so any faults will eventually be stored in non volatile memory.Since the computations made by the EEC will not indicate that the airplaneis in the air by :-- Mach number > 100 knots, or-- altitude increase > 400 feet, or-- pressure altitude > 16,500 feetthe EEC will not establish a new flight leg 1 during a rejected takeoff.Any faults detected by the EEC will be added to the faults in the existingflight leg 1.The only way to determine what faults may have been stored in the EECNVM after landing is to perform the maintenance recall procedure. Unlessthere was an EICAS message that was not appropriate for the results ofa normal PIMU BITE procedure, there would not be any indication that hiddenfaults exist in EEC memory.Since the faults detected during the re--ejected takeoff are included with anyfaults that might have occurred during the last flight leg 1, it might be difficultto isolate the exact time the faults happened.

Maintenance Ground RunsAs with the re--ejected takeoff discussed above, there will not be a newflight leg 1 for maintenance ground runs. There will also not be an air /ground landing signal, so there will not be an automatic PIMU recording.Any faults detected by the EEC will be added to the faults in the existingflight leg 1.The maintenance manual procedures for ground run tests (AMM 7100--00501 series pages) call for the PIMU ground test procedure before the engineis shutdown. First press the RESET switch to erase the PIMU NVM. Nextpush the GROUND TEST switch to the CH A position and release it. Wait10 seconds. Then push the GROUND TEST switch to the CH B position andrelease it. This will store only the faults detected by the EEC during thisground run in the PIMU NVM. Any faults detected will be stored in the EECagainst the latest flight leg 1 along with fault from the other possible groundruns that may have been made since the last takeoff.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


RTO Fault Recording Schedule

Ground Run Fault Recording Schedule

Figure 45 EEC Faults Recording No--Flight Condition

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


PIMU POWER

GeneralThe PIMU ground test is used to determine if there are any currentfaults detected by the EEC. Both the EEC and the PIMU must bepowered to conduct two of the three test, because the PIMU hasthree different mode test.-- PIMU Fault Recall. Only PIMU powered.-- PIMU Ground Test. Both EEC and PIMU powered.-- PIMU Maintenance Fault Recall. Both EEC and PIMU powered.There are three ways to power the EEC:-- put the EEC maintenance switch (P61 panel) to the TEST position-- motor the engine above 11% N2-- start the engineTo supply power to the PIMU, the 115 Vac ground service bus must bepowered.

OperationTest the PIMU by pushing the MONITOR VERIFY switch and releasing it.Wait for the message READY to appear and then go out.A spring loaded return--to off toggle switch on the PIMU starts the test.Push the switch to the CH A position and release. Wait 10 seconds.The message TEST IN PROGRESS appears. The display then blanks.Push the switch to CH B position and release. Wait 10 seconds.The message TEST IN PROGRESS appears. The display then blanks.If a channel is not powered, the message DATA BUS INOP will appear.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 23SCL JGB Jul -- 2002Figure 46 PIMU Power

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


PIMU BITE

GeneralThe PIMU records and stores faults from the EEC. A descriptionof system operation is found in AMM 77--35--00/201.The PIMU message are defined by a label and bit identifier, as example350--14.The PIMU will show the label and bit that are then correlated to a faultmessage.The label and bit data can also be used for input monitoring.Examine the wires and connectors to make sure the parts are serviceable.Look for problems in the wires same as breaks or cracks in the wires orthe connector covers.Make sure that the ground straps and shields are in good condition andfunction correctly.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 25SCL JGB Jul -- 2002Figure 47 PIMU BITE Sh -- 1

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


PIMU MAINTENANCE RECALL

GeneralThe maintenance recall procedures allow the recall of the fault historystored in the EEC. Faults from the most recent flight, flight 1, will bedisplayed first. Then the faults for the next oldest flight that had faultscan be shown on the PIMU. This procedure allows us to look at the faulthistory of that channel of that engine for the last 64 flights.The maintenance recall procedure will transfer faults only for the channelin control. The engine must be shutdown and maintenance ground powerapplied to the EEC. The faults are brought over from the EEC NVM intothe PIMU’s random access memory, one fault at a time.To view the faults that have been recorded in the EEC NVM for the otherchannel, exit the maintenance recall mode by pushing the MONITOR VERIFYswitch, unpower that EEC by cycling the maintenance ground test switch toNORM, then back to TEST, and finally pull the appropriate engine channelcircuit breaker. This procedure changes the channel--in--control as shownon the EPCS EICAS page.

OperationPush the MONITOR VERIFY switch to test the PIMU. READY will show ifthere are no faults in the PIMU itself.Pushing the MAINTENANCE RECALLswitch begins the transfer of data from the EEC NVM to the PIMU randomaccess memory (RAM), one fault bit at a time. You must wait 5 secondswhile TEST IN PROGRESS is shown. When the transfer of the fault iscompleted, the FLIGHT LEG # message appears.Pushing the BIT switch will display the fault. The dollar ($) symbol betweenthe label and bit designation shows that this is maintenance mode data fromthe EEC NVM. Only faults for the channel in control will be shown.Pushing the BIT switch again and again will toggle between the fault justseen and the flight leg number. To see the next fault you must push theMAINTENANCE RECALL switch, wait for 5 seconds until the FLIGHTLEG # is shown, and then push the BIT switch to display the fault.The fault isolation manual only requires that the latest flight leg with faultsbe recalled. For historical data or to analyze recent problems, it may berequired to recall all of the faults for all possible 64 flights. A maximum of40 faults can be recalled for each channel.

To get the faults from the opposite channel, exit the maintenance mode withthe MONITOR VERIFY switch, shut off the ground test power, turn the groundtest power back on, and pull the appropriate circuit breaker to change thechannel in control. The recall procedure for the other channel can then bedone.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 29SCL JGB Jul -- 2002Figure 50 PIMU Maintenance Recall

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


EICAS EPCS

EPCS Page 1 AND Page 2The values for various engine control and status parameters appearon the EPCS maintenance page. The parameters appear as real time,AUTO EVENT or MAN EVENT data.Data from both channels of the EEC on each engine appear. The channelwhich is currently controlling engine operations (or which was controlling theengine in the case of AUTO EVENT or MAN EVENT) is indicated by a squarearound the channel letter.Page 2 of the EPCS display is accessed by pressing the EPCS switch asecond time. Page 2 is a Real Time page only. There are no Manual Eventsand no Auto Events. The hexidecimal ARINC 429 labels can be decoded usingFIM 71--PIMU MESSAGE INDEX.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


PAGE 1 PAGE 2

Figure 51 EICAS EPCS Pages

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


A EXAMPLE :When the fault ocurr, the EPCS detec this fault monitored by the EECand stored in the PIMU, each fault stored in the PIMU is determined bythe corresponding message and a additional L/R PIMU.The next example to following the isolation of the fault, represent a message“L ENG CONTROL” ,after the PIMU interrogation you obtainFirst window 350 $23Second window TRA SIG FAILThird DETECTEDThe FIM take both EICAS message and PIMU interrogation result and addressthe procedure according with this inputs.

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


350 $23A 350 $23B

353 $19B

SENSE FAIL

TRA SIG FAIL EEC CH--B

Figure 52 PIMU BITE

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


EICAS MESSAGE

PIMU MESSAGE

NEXT STEP

OR

Figure 53 FIM Step 1

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


CONFIRM

NEXT STEP

OR

Figure 54 FIM Step 2

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 36SCL JGB Jul -- 2002Figure 55 FIM Step 3

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 39SCL JGB Jul -- 2002Figure 58 Engine Control Logic -- 1

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 40SCL JGB Jul -- 2002Figure 59 Engine Control Logic -- 2

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


ARINC 429

Aeronautical

Radio

INCorporated

429Is the language which permit the computers communication.A knowledge of numbering systems ls fundamental to understandingcomputers and their operation. All numbering systems are used to countobjects or perform mathematical calculations and each is a set of symbolsand characters, commonly referred to as digits.The systems normally produce feedback signals which are sended to thecomputers, but this analogs signals are converted into the computers in digitalinputs for to process inside of the CPU, reconverted after the process in analogoutputs as command or driver signals.

AnalogInputs

(FDBK)

AnalogOutputs

(CMD)

CentralProcessingUnit

A

D D

A

Analog signals from system elements are encoded into BCDC data words fortransmission. BCD words transmit several numeric characters and discretesignals to using systems. Examples of data transmitted into this word formatincludes engine information to DFDAU or TMC.The structure of the BCD word format is divided functionally and consists of:-- Label code-- Source/Destination Identifier (SDI)-- Data Field-- Sign Status Matrix (SSM)-- Parity Bit

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


BINARY

HEXADECIMAL

BIT NUMBER

Figure 60 Standard Convertion Table Binary <=> Hexadecimal

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 43SCL JGB Jul -- 2002Figure 61 EPCS Page 2

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 44SCL JGB Jul -- 2002Figure 62 EPCS Convertion Table

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35

Page: 45SCL JGB Jul -- 2002Figure 63 Table Two Label 270

Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


Lufthansa


ForTraining

PurposesOnly


BOEING 767 / 300CF6 -- 80C2

77 -- 35


NOTES :

Documents

CF6-80C2 ATA 70-80 Power Plant LLTT.pdf