nacelle cfm56-7b january 2003 - add docshare01...

C F M 5 6

January 2003ATA level 3

CTC-234

NACELLE

CFM56-7B

EFG

EFFECTIVITY737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL

CFMI PROPRIETARY INFORMATION

TRAINING MANUALCFM56-7B

GENERAL

Page 1Jan 03

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CFMI Customer Training CenterSnecma Services - Snecma GroupDirection de l’Après-Vente Civile

MELUN-MONTEREAUAérodrome de Villaroche B.P. 1936

77019 - MELUN-MONTEREAU CedexFRANCE

CFMI Customer Training ServicesGE Aircraft Engines

Customer Technical Education Center123 Merchant Street

Mail Drop Y2Cincinnati, Ohio 45246

USA

NACELLE

Published by CFMI

EFFECTIVITYB737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL



GENERAL

Page 2Jan 03

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THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL



GENERAL

Page 3Jan 03

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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult pertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (GE and SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license. Therefore, None of the information may be disclosed to other than the recipient.

In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and CFM International.

COPYRIGHT 1998 CFM INTERNATIONAL




GENERAL

Page 4Jan 03

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CONTENTSNACELLE

Page 1Jan 03

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TABLE OF CONTENTS




CONTENTSNACELLE

Page 2Jan 03

EFGChapter Page

Table of Contents 1 to 2

Lexis 1 to 10

Nacelle General 1 to 6

Powerplant Presentation 1 to 6

Engine Mounts 1 to 10

Air Inlet Cowl 1 to 6

Fan Cowl Doors 1 to 4

Thrust Reverser Cowl Opening 1 to 6

Thrust Reverser General 1 to 4

Thrust Reverser Mechanical Structure 1 to 24

Thrust Reverser Control System 1 to 30

Exhaust System 1 to 8

Engine Hydraulic System 1 to 4

Engine Bleed Air System 1 to 4

Chapter Page

Engine Fire Protection System 1 to 4

Engine Fire Detection System 1 to 4

Engine/Aircraft Connections 1 to 8

Powerplant Drains 1 to 10




LEXIS Page 1Jan 03

EFG

LEXIS

AA/C AIRCRAFTAC ALTERNATING CURRENTACARS AIRCRAFT COMMUNICATION ADRESSING

and REPORTING SYSTEMACMS AIRCRAFT CONDITION MONITORING

SYSTEMACS AIRCRAFT CONTROL SYSTEMADC AIR DATA COMPUTERADEPT AIRLINE DATA ENGINE PERFORMANCE

TRENDADIRS AIR DATA AND INERTIAL REFERENCE

SYSTEMADIRU AIR DATA AND INERTIAL REFERENCE

UNITAGB ACCESSORY GEARBOXAIDS AIRCRAFT INTEGRATED DATA SYSTEMALF AFT LOOKING FORWARDALT ALTITUDEALTN ALTERNATEAMB AMBIENTAMM AIRCRAFT MAINTENANCE MANUALAOG AIRCRAFT ON GROUNDA/P AIR PLANEAPU AUXILIARY POWER UNITARINC AERONAUTICAL RADIO, INC.

(SPECIFICATION)ASM AUTOTHROTTLE SERVO MECHANISMA/T AUTOTHROTTLEATA AIR TRANSPORT ASSOCIATION

ATC AUTOTHROTTLE COMPUTERATHR AUTO THRUSTATO ABORTED TAKE OFFAVM AIRCRAFT VIBRATION MONITORING

BBITE BUILT IN TEST EQUIPMENTBMC BLEED MANAGEMENT COMPUTERBPRV BLEED PRESSURE REGULATING VALVEBSI BORESCOPE INSPECTIONBSV BURNER STAGING VALVE (SAC)BSV BURNER SELECTION VALVE (DAC)BVCS BLEED VALVE CONTROL SOLENOID

CC CELSIUS or CENTIGRADECAS CALIBRATED AIR SPEEDCBP (HP) COMPRESSOR BLEED PRESSURECCDL CROSS CHANNEL DATA LINKCCFG COMPACT CONSTANT FREQUENCY

GENERATORCCU COMPUTER CONTROL UNITCCW COUNTER CLOCKWISECDP (HP) COMPRESSOR DISCHARGE

PRESSURE CDS COMMON DISPLAY SYSTEMCDU CONTROL DISPLAY UNITCFDIU CENTRALIZED FAULT DISPLAY INTERFACE

UNITCFDS CENTRALIZED FAULT DISPLAY SYSTEM




LEXIS Page 2Jan 03

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CFMI JOINT GE/SNECMA COMPANY (CFM INTERNATIONAL)

CG CENTER OF GRAVITYCh A channel ACh B channel BCHATV CHANNEL ACTIVECIP(HP) COMPRESSOR INLET PRESSURECIT(HP) COMPRESSOR INLET TEMPERATUREcm.g CENTIMETER X GRAMSCMC CENTRALIZED MAINTENANCE

COMPUTERCMM COMPONENT MAINTENANCE MANUALCMS CENTRALIZED MAINTENANCE SYSTEMCMS CENTRAL MAINTENANCE SYSTEMCODEP HIGH TEMPERATURE COATINGCONT CONTINUOUSCPU CENTRAL PROCESSING UNITCRT CATHODE RAY TUBECSD CONSTANT SPEED DRIVECSI CYCLES SINCE INSTALLATIONCSN CYCLES SINCE NEWCTAI COWL THERMAL ANTI-ICINGCTEC CUSTOMER TECHNICAL EDUCATION

CENTERCTL CONTROLCu.Ni.In COPPER.NICKEL.INDIUMCW CLOCKWISE

DDAC DOUBLE ANNULAR COMBUSTOR

DAMV DOUBLE ANNULAR MODULATED VALVEDAR DIGITAL ACMS RECORDERDC DIRECT CURRENTDCU DATA CONVERSION UNITDCV DIRECTIONAL CONTROL VALVE BOEING DEU DISPLAY ELECTRONIC UNITDFCS DIGITAL FLIGHT CONTROL SYSTEMDFDAU DIGITAL FLIGHT DATA ACQUISITION UNITDFDRS DIGITAL FLIGHT DATA RECORDING

SYSTEMDISC DISCRETEDIU DIGITAL INTERFACE UNITDMC DISPLAY MANAGEMENT COMPUTERDMD DEMANDDMS DEBRIS MONITORING SYSTEMDMU DATA MANAGEMENT UNITDOD DOMESTIC OBJECT DAMAGEDPU DIGITAL PROCESSING MODULEDRT DE-RATED TAKE-OFF

EEAU ENGINE ACCESSORY UNITEBU ENGINE BUILDUP UNITECA ELECTRICAL CHASSIS ASSEMBLYECAM ELECTRONIC CENTRALIZED AIRCRAFT

MONITORINGECS ENVIRONMENTAL CONTROL SYSTEMECU ELECTRONIC CONTROL UNITEE ELECTRONIC EQUIPMENTEEC ELECTRONIC ENGINE CONTROL




LEXIS Page 3Jan 03

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EFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT

SYSTEMEGT EXHAUST GAS TEMPERATUREEHSV ELECTRO-HYDRAULIC SERVO VALVEEICAS ENGINE INDICATING AND CREW

ALERTING SYSTEMEIS ELECTRONIC INSTRUMENT SYSTEMEIU ENGINE INTERFACE UNITEIVMU ENGINE INTERFACE AND VIBRATION

MONITORING UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNITEPROM ERASABLE PROGRAMMABLE READ ONLY

MEMORY(E)EPROM (ELECTRICALLY) ERASABLE

PROGRAMMABLE READ ONLY MEMORYESN ENGINE SERIAL NUMBERETOPS EXTENDED TWIN OPERATION SYSTEMSEWD/SD ENGINE WARNING DISPLAY / SYSTEM

DISPLAY

FF FARENHEITFAA FEDERAL AVIATION AGENCYFADEC FULL AUTHORITY DIGITAL ENGINE

CONTROLFAR FUEL/AIR RATIOFCC FLIGHT CONTROL COMPUTER

FCU FLIGHT CONTROL UNITFDAMS FLIGHT DATA ACQUISITION &

MANAGEMENT SYSTEMFDIU FLIGHT DATA INTERFACE UNITFDRS FLIGHT DATA RECORDING SYSTEMFDU FIRE DETECTION UNITFEIM FIELD ENGINEERING INVESTIGATION

MEMOFF FUEL FLOW (see Wf) -7BFFCCV FAN FRAME/COMPRESSOR CASE

VERTICAL (VIBRATION SENSOR)FI FLIGHT IDLE (F/I)FIM FAULT ISOLATION MANUALFIN FUNCTIONAL ITEM NUMBERFIT FAN INLET TEMPERATUREFLA FORWARD LOOKING AFTFLX TO FLEXIBLE TAKE-OFFFMC FLIGHT MANAGEMENT COMPUTERFMCS FLIGHT MANAGEMENT COMPUTER

SYSTEMFMGC FLIGHT MANAGEMENT AND GUIDANCE

COMPUTERFMGEC FLIGHT MANAGEMENT AND GUIDANCE

ENVELOPE COMPUTERFMS FLIGHT MANAGEMENT SYSTEMFMV FUEL METERING VALVEFOD FOREIGN OBJECT DAMAGEFPA FRONT PANEL ASSEMBLYFPI FLUORESCENT PENETRANT INSPECTIONFQIS FUEL QUANTITY INDICATING SYSTEM




LEXIS Page 4Jan 03

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FRV FUEL RETURN VALVEFWC FAULT WARNING COMPUTERFWD FORWARD

Gg.in GRAM X INCHESGE GENERAL ELECTRICGEAE GENERAL ELECTRIC AIRCRAFT ENGINESGEM GROUND-BASED ENGINE MONITORINGGI GROUND IDLE (G/I) GMM GROUND MAINTENANCE MODEGMT GREENWICH MEAN TIMEGND GROUNDGPH GALLON PER HOURGPU GROUND POWER UNITGSE GROUND SUPPORT EQUIPMENT

HHCF HIGH CYCLE FATIGUEHCU HYDRAULIC CONTROL UNITHDS HORIZONTAL DRIVE SHAFTHMU HYDROMECHANICAL UNITHP HIGH PRESSUREHPC HIGH PRESSURE COMPRESSORHPCR HIGH PRESSURE COMPRESSOR ROTORHPRV HIGH PRESSURE REGULATING VALVEHPSOV HIGH PRESSURE SHUT-OFF VALVEHPT HIGH PRESSURE TURBINEHPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)

CLEARANCE CONTROL

HPTC HIGH PRESSURE TURBINE CLEARANCEHPTCCV HIGH PRESSURE TURBINE CLEARANCE

CONTROL VALVEHPTN HIGH PRESSURE TURBINE NOZZLEHPTR HIGH PRESSURE TURBINE ROTORHz HERTZ (CYCLES PER SECOND)

II/O INPUT/OUTPUTIAS INDICATED AIR SPEEDID INSIDE DIAMETERID PLUG IDENTIFICATION PLUGIDG INTEGRATED DRIVE GENERATORIFSD IN FLIGHT SHUT DOWNIGB INLET GEARBOXIGN IGNITIONIGV INLET GUIDE VANEin. INCHIOM INPUT OUTPUT MODULEIPB ILLUSTRATED PARTS BREAKDOWNIPC ILLUSTRATED PARTS CATALOGIPCV INTERMEDIATE PRESSURE CHECK VALVEIPS INCHES PER SECONDIR INFRA RED

K°K KELVINk X 1000KIAS INDICATED AIR SPEED IN KNOTSkV KILOVOLTS




LEXIS Page 5Jan 03

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Kph KILOGRAMS PER HOUR

LL LEFTL/H LEFT HANDlbs. POUNDS, WEIGHTLCD LIQUID CRYSTAL DISPLAYLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGELGCIU LANDING GEAR CONTROL INTERFACE

UNITLP LOW PRESSURELPC LOW PRESSURE COMPRESSORLPT LOW PRESSURE TURBINELPT(A)CC LOW PRESSURE TURBINE (ACTIVE)

CLEARANCE CONTROLLPTC LOW PRESSURE TURBINE CLEARANCELPTN LOW PRESSURE TURBINE NOZZLELPTR LOW PRESSURE TURBINE ROTORLRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIAL

TRANSFORMER

MmA MILLIAMPERES (CURRENT)MCD MAGNETIC CHIP DETECTORMCDU MULTIPURPOSE CONTROL AND DISPLAY

UNITMCL MAXIMUM CLIMBMCR MAXIMUM CRUISE

MCT MAXIMUM CONTINUOUSMDDU MULTIPURPOSE DISK DRIVE UNITMEC MAIN ENGINE CONTROLmilsD.A. Mils DOUBLE AMPLITUDEmm. MILLIMETERSMMEL MAIN MINIMUM EQUIPMENT LISTMO AIRCRAFT SPEED MACH NUMBER MPA MAXIMUM POWER ASSURANCEMPH MILES PER HOURMTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALSmV MILLIVOLTSMvdc MILLIVOLTS DIRECT CURRENT

NN1 (NL) LOW PRESSURE ROTOR ROTATIONAL

SPEEDN1* DESIRED N1N1ACT ACTUAL N1N1CMD COMMANDED N1N1DMD DEMANDED N1N1K CORRECTED FAN SPEEDN1TARGET TARGETED FAN SPEEDN2 (NH) HIGH PRESSURE ROTOR ROTATIONAL

SPEEDN2* DESIRED N2N2ACT ACTUAL N2N2K CORRECTED CORE SPEEDN/C NORMALLY CLOSEDN/O NORMALLY OPEN




LEXIS Page 6Jan 03

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NAC NACELLENVM NON VOLATILE MEMORY

OOAT OUTSIDE AIR TEMPERATUREOD OUTLET DIAMETEROGV OUTLET GUIDE VANEOSG OVERSPEED GOVERNOROVBD OVERBOARDOVHT OVERHEAT PPb BYPASS PRESSUREPc REGULATED SERVO PRESSUREPcr CASE REGULATED PRESSUREPf HEATED SERVO PRESSUREP/T25 HP COMPRESSOR INLET TOTAL AIR

PRESSURE/TEMPERATUREP/N PART NUMBERP0 AMBIENT STATIC PRESSUREP25 HP COMPRESSOR INLET TOTAL AIR

TEMPERATUREPCU PRESSURE CONVERTER UNITPLA POWER LEVER ANGLEPMC POWER MANAGEMENT CONTROLPMUX PROPULSION MULTIPLEXERPPH POUNDS PER HOURPRSOV PRESSURE REGULATING SERVO VALVEPs PUMP SUPPLY PRESSUREPS12 FAN INLET STATIC AIR PRESSURE

PS13 FAN OUTLET STATIC AIR PRESSUREPS3HP COMPRESSOR DISCHARGE STATIC AIR

PRESSURE (CDP)PSI POUNDS PER SQUARE INCHPSIA POUNDS PER SQUARE INCH ABSOLUTEPSID POUNDS PER SQUARE INCH

DIFFERENTIALpsig POUNDS PER SQUARE INCH GAGEPSM POWER SUPPLY MODULEPSS (ECU) PRESSURE SUB-SYSTEMPSU POWER SUPPLY UNITPT TOTAL PRESSUREPT2 FAN INLET TOTAL AIR PRESSURE

(PRIMARY FLOW)PT25 HPC TOTAL INLET PRESSURE

QQAD QUICK ATTACH DETACHQEC QUICK ENGINE CHANGEQTY QUANTITYQWR QUICK WINDMILL RELIGHT

RR/H RIGHT HANDRAC/SB ROTOR ACTIVE CLEARANCE/START

BLEEDRACC ROTOR ACTIVE CLEARANCE CONTROLRAM RANDOM ACCESS MEMORYRCC REMOTE CHARGE CONVERTERRDS RADIAL DRIVE SHAFT




LEXIS Page 7Jan 03

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RPM REVOLUTIONS PER MINUTERTD RESISTIVE THERMAL DEVICERTO REFUSED TAKE OFFRTV ROOM TEMPERATURE VULCANIZING

(MATERIAL)RVDT ROTARY VARIABLE DIFFERENTIAL

TRANSFORMER

SS/N SERIAL NUMBERS/R SERVICE REQUESTS/V SHOP VISITSAC SINGLE ANNULAR COMBUSTORSAR SMART ACMS RECORDERSAV STARTER AIR VALVESB SERVICE BULLETINSCU SIGNAL CONDITIONING UNITSDAC SYSTEM DATA ACQUISITION

CONCENTRATORSDI SOURCE/DESTINATION IDENTIFIER (BITS)

(CF ARINC SPEC)SDU SOLENOID DRIVER UNITSER SERVICE EVALUATION REQUESTSFC SPECIFIC FUEL CONSUMPTIONSFCC SLAT FLAP CONTROL COMPUTERSG SPECIFIC GRAVITYSLS SEA LEVEL STANDARD (CONDITIONS :

29.92 in.Hg / 59°F)SLSD SEA LEVEL STANDARD DAY (CONDITIONS

: 29.92 in.Hg / 59°F)

SMM STATUS MATRIXSMP SOFTWARE MANAGEMENT PLANSN SERIAL NUMBERSNECMA SOCIETE NATIONALE D’ETUDE ET DE

CONSTRUCTION DE MOTEURS D’AVIATION

SOL SOLENOIDSOV SHUT-OFF VALVESTP STANDARD TEMPERATURE AND

PRESSURESVR SHOP VISIT RATESW SWITCH BOEINGSYS SYSTEM

TT oil OIL TEMPERATURET/C THERMOCOUPLET/E TRAILING EDGET/O TAKE OFFT/R THRUST REVERSERT12 FAN INLET TOTAL AIR TEMPERATURET25 HP COMPRESSOR INLET AIR

TEMPERATURET3 HP COMPRESSOR DISCHARGE AIR

TEMPERATURET49.5 EXHAUST GAS TEMPERATURE T5 LOW PRESSURE TURBINE DISCHARGE

TOTAL AIR TEMPERATURETAI THERMAL ANTI ICE TAT TOTAL AIR TEMPERATURE




LEXIS Page 8Jan 03

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TBC THERMAL BARRIER COATINGTBD TO BE DETERMINEDTBO TIME BETWEEN OVERHAULTBV TRANSIENT BLEED VALVETC(TCase) HP TURBINE CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCCV TURBINE CLEARANCE CONTROL VALVETCJ TEMPERATURE COLD JUNCTIONT/E TRAILING EDGETECU ELECTRONIC CONTROL UNIT INTERNAL

TEMPERATURETEO ENGINE OIL TEMPERATURETGB TRANSFER GEARBOXTi TITANIUMTLA THROTTLE LEVER ANGLE AIRBUSTLA THRUST LEVER ANGLE BOEINGTM TORQUE MOTORTMC TORQUE MOTOR CURRENTT/O TAKE OFFTO/GA TAKE OFF/GO AROUNDT/P TEMPERATURE/PRESSURE SENSORTPU TRANSIENT PROTECTION UNITTR TRANSFORMER RECTIFIERTRA THROTTLE RESOLVER ANGLE AIRBUSTRA THRUST RESOLVER ANGLE BOEINGTRDV THRUST REVERSER DIRECTIONAL VALVE TRF TURBINE REAR FRAMETRPV THRUST REVERSER PRESSURIZING

VALVETSI TIME SINCE INSTALLATION (HOURS)

TSN TIME SINCE NEW (HOURS)TTL TRANSISTOR TRANSISTOR LOGIC

UUER UNSCHEDULED ENGINE REMOVALUTC UNIVERSAL TIME CONSTANT

VVAC VOLTAGE, ALTERNATING CURRENTVBV VARIABLE BLEED VALVEVDC VOLTAGE, DIRECT CURRENTVDT VARIABLE DIFFERENTIAL TRANSFORMERVIB VIBRATIONVLV VALVEVRT VARIABLE RESISTANCE TRANSDUCERVSV VARIABLE STATOR VANE

WWDM WATCHDOG MONITORWf WEIGHT OF FUEL OR FUEL FLOW WFM WEIGHT OF FUEL METERED WOW WEIGHT ON WHEELSWTAI WING THERMAL ANTI-ICING




LEXIS Page 9Jan 03

EFG




LEXIS Page 10Jan 03

EFGIMPERIAL / METRIC CONVERSIONS

1 mile = 1,609 km1 ft = 30,48 cm1 in. = 25,4 mm1 mil. = 25,4 µ

1 sq.in. = 6,4516 cm²

1 USG = 3,785 l (dm³)1 cu.in. = 16.39 cm³

1 lb. = 0.454 kg

1 psi. = 6.890 kPa

°F = 1.8 x °C + 32

METRIC / IMPERIAL CONVERSIONS

1 km = 0.621 mile1 m = 3.281 ft. or 39.37 in.1 cm = 0.3937 in.1 mm = 39.37 mils.

1 m² = 10.76 sq. ft.1 cm² = 0.155 sq.in.

1 m³ = 35.31 cu. ft.1 dm³ = 0.264 USA gallon1 cm³ = 0.061 cu.in.

1 kg = 2.205 lbs

1 Pa = 1.45 10-4 psi.1 kPa = 0.145 psi1 bar = 14.5 psi

°C = ( °F - 32 ) /1.8




NACELLEGENERAL

NACELLE

Page 1Jan 03

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NACELLE GENERAL




NACELLEGENERAL

NACELLE

Page 2Jan 03

EFGNACELLE GENERAL

The cowls enclose the periphery of the engine so as toform the engine nacelle, underneath the aircraft wings.

The nacelle is the aerodynamic structure around thebasic engine and has several purposes:

- To smooth the airflow around and into the engine, in order to decrease drag and give better engine performance.

- To prevent damage to the external surface of the engine.

- To give extra strength to the engine structure.

- To make connections for air, fluids and electricity.

- To enable access to the engine, or direct access to some engine equipment.




NACELLEGENERAL

NACELLE

Page 3Jan 03

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NACELLE PURPOSESCTC-234-043-00

AERODYNAMICS ENGINE

PROTECTION

RIGIDITY ACCESSCONNECTIONS




NACELLEGENERAL

NACELLE

Page 4Jan 03

EFGNACELLE GENERAL

The nacelle is made up of different major sections alongthe engine and includes:

- The fan inlet cowl.

- The fan cowl doors.

- The thrust reverser.

- The exhaust system.




NACELLEGENERAL

NACELLE

Page 5Jan 03

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NACELLE SECTIONSCTC-234-044-00

THRUST

REVERSER

FAN

COWL

EXHAUST

SYSTEM

INLET

COWL




NACELLEGENERAL

NACELLE

Page 6Jan 03

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POWERPLANTPRESENTATION

NACELLE

Page 1Jan 03

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POWERPLANT PRESENTATION





NACELLE

Page 2Jan 03

EFGPOWERPLANT PRESENTATION

The engine is attached to the wing strut by mounts, located forward and aft of the core section.

Cowls enclose the periphery of the engine so as to form the nacelle, which is the aerodynamic structure around the engine.





NACELLE

Page 3Jan 03

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POWERPLANT PRESENTATIONCTC-234-001-00

ENGINE MOUNTLOCATIONS

WING STRUT

COWLS





NACELLE

Page 4Jan 03

EFGPOWERPLANT PRESENTATION

For quick servicing, the nacelle cowling is equipped with various access doors and holes. Also, various inlets and outlets allow cooling and venting of the inlet and fan compartments.

Nacelle left side.

The nacelle left side features the following items:

- A starter override access hole.

- An access door for servicing of the Integrated Drive Generator (IDG).

- A pressure relief/access door for visual inspection of the chip detector.

- Thrust reverser actuators access doors.

- Thrust reverser deactivation holes.

Nacelle right side.

The nacelle left side features the following items:

- An EEC ram air inlet.

- A pressure relief/T12 access door.

- An oil tank access door.

- Thrust reverser actuators access doors.

- Thrust reverser deactivation holes.





NACELLE

Page 5Jan 03

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NACELLE - EQUIPMENT ACCESS POINTSCTC-234-002-00

IDG ACCESS DOOR

CHIP DETECTOR ACCESS/

PRESSURE RELIEF DOOR

T/R DEACTIVATION

HOLES

EEC RAM

AIR INLET

T12 ACCESS/

PRESSURE

RELIEF DOOR

STARTER

OVERRIDE

ACCESS HOLE

OIL TANK

ACCESS DOOR

T/R ACTUATORS

ACCESS DOORS





NACELLE

Page 6Jan 03

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ENGINEMOUNTS

NACELLE

Page 1Jan 03

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ENGINE MOUNTS




ENGINEMOUNTS

NACELLE

Page 2Jan 03

EFGENGINE MOUNTS

The engine is connected to the strut by two mounts:

- The forward mount.- The aft mount.

Both mounts are designed to:

- Withstand all the loads acting upon the nacelle.- Transmit these loads to the strut structure.




ENGINEMOUNTS

NACELLE

Page 3Jan 03

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ENGINE MOUNTSCTC-234-004-00

FORWARD ENGINE MOUNT

AFT ENGINE MOUNT

STRUTWING

FAN FRAME

TURBINE

FRAME

FWD

FWD




ENGINEMOUNTS

NACELLE

Page 4Jan 03

EFGENGINE MOUNTS

Forward mount.

The forward mount carries the engine vertical and lateral loads.

It consists of the following elements:

- A fan case fitting assembly attached to the fan frame at 12 o’clock with ten bolts.

- A hanger fitting assembly attached to the strut structure with two shear pins, four bolts and four barrel nuts.

The two fittings are mated by means of pawl pins and nuts before engine installation.




ENGINEMOUNTS

NACELLE

Page 5Jan 03

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FORWARD MOUNTCTC-234-040-00

FWD

SHEAR PINS

BARREL NUTS

(x4)

PAWL PINS

(x3)

FAN CASE

FITTING

HANGER

FITTING

BOLTS (x10)

TO FAN CASE

(x4)BOLTS

STRUT




ENGINEMOUNTS

NACELLE

Page 6Jan 03

EFGENGINE MOUNTS

Aft mount.

The aft mount assembly is designed to restrain engine movements in all directions. It connects the engine turbine rear frame to the wing strut.

It consists of the following elements:

- Four links.

- A hanger fitting.

- An evener bar.

The four links connect to the turbine rear frame clevisseswith pawl pins and nuts.

The hanger fitting connects to the wing strut structure with a shear pin, four bolts and barrel nuts.

The evener bar has two attachment points for thrust links.




ENGINEMOUNTS

NACELLE

Page 7Jan 03

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AFT MOUNTCTC-234-041-00

FWDFWD

AFT

ENGINE

MOUNT

HANGER

FITTING

EVENER BAR

INNER

PAWL PIN

(x2)

OUTER

PAWL PIN

(x2)

TURBINE

REAR

FRAME

NUT

(x4)

LINK

(x4)

BARREL NUT

(x4)

STRUT

BOLT

(x4)

THRUST LINK

(x2)

SHEAR PIN




ENGINEMOUNTS

NACELLE

Page 8Jan 03

EFGENGINE MOUNTS

Thrust links.

In conjunction with the engine mounts, a forward thrust link system is used to absorb forward and aft engine loads.

It consists of two links that connect the aft mount to thefan frame.

Attachment to the fan frame is made at 11 and 1 o’clock,by means of pawl pins and nuts installed through fittings.

Attachment to the aft mount is made by means of pawl pins and nuts through the two attachment points on the evener bar.




ENGINEMOUNTS

NACELLE

Page 9Jan 03

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THRUST LINKSCTC-234-042-00

FWD

FWD

THRUST LINK

AFT

ENGINE MOUNT

EVENER BAR

PAWL PIN

THRUST

LINK

PAWL PIN

FAN FRAME

FITTING

NUT

THRUST

LINK

ONLY RIGHT THRUST LINK SHOWN,

LEFT THRUST LINK OPPOSITE.

NOTE:

FAN FRAME SIDEAFT MOUNT SIDE

NUT




ENGINEMOUNTS

NACELLE

Page 10Jan 03

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AIR INLETCOWLNACELLE

Page 1Jan 03

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AIR INLET COWL





Page 2Jan 03

EFGAIR INLET COWL

The air inlet cowl provides a smooth airflow into the engine during all aircraft operational sequences, and also prevents ice formation at the front of the powerplant.

It is located at the forward section of the nacelle, and its rear flange attaches to the engine fan case, by means of alignment pins at 3 and 9 o’clock, and bolts.

The air inlet cowl features:

- An EEC ram air inlet scoop, which provides cooling air to the EEC.

- A T12 sensor access door, which also acts as a pressure relief door.

- An anti-ice air duct inside the nose lip, to prevent ice formation.

The inner skin of the air inlet cowl is lined with acousticalpanels.

Its rear face provides connections for the anti-ice duct,the EEC cooling hose and the T12 sensor cable.





Page 3Jan 03

EFG

AIR INLET COWLCTC-234-045-00

ANTI-ICEAIR DUCT

ANTI-ICE AIROUTLET DUCT

NOSE LIP

VIEW A

FWD

ANTI-ICEDUCT

EEC COOLINGHOSE

EEC RAMAIR INLET SCOOP

PRESSURE RELIEF/T12 ACCESSDOOR

SENSOR CABLECONNECTION

A





Page 4Jan 03

EFGAIR INLET COWL

Anti-icing system.

The inlet cowl anti-icing system keeps ice from forming on the engine inlet cowl.

Each engine has an inlet cowl anti-icing system.

The systems operate in flight and on the ground.

Switches in the cockpit control the operation of the inlet cowl anti-icing system.

When the system is ON, the inlet cowl thermal anti-ice (TAI) valve opens. Hot air from the engine bleed air manifold flows through the valve into the hollow inlet cowl. The warm air increases the temperature in the inlet cowl. The warm air then flows overboard through a vent at the bottom of the cowl.

Each engine is the source of its inlet cowl thermal anti-icing air. Thermal anti-icing air is from the engine bleed air manifold, upstream of the pressure regulator and shutoff valve.

An inlet cowl TAI pressure switch monitors the pressure in the duct downstream of the inlet cowl anti-icing valve.





Page 5Jan 03

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ANTI-ICING SYSTEMCTC-234-046-00

ENGINE PNEUMATICSYSTEM

TAI VALVEPRESSURE SWITCH

OVERBOARD EXHAUST

SPRAY RING





Page 6Jan 03

EFG





FAN COWLDOORS

NACELLE

Page 1Jan 03

EFG

FAN COWL DOORS




FAN COWLDOORS

NACELLE

Page 2Jan 03

EFGFAN COWL DOORS

There are two fan cowls for each engine. Each fan cowl attaches to the strut with three hinges.

Each fan cowl has two hold open rods.

Fan Cowl Latches.

Three latches secure the left and right fan cowls together. All latches are along the bottom of the fan cowls.

Fan Cowl Hold Open Rods.

One end of each hold open rod attaches to the fan cowl. When the cowl is closed, the other end attaches to a receiver on the fan cowl. When the cowl is open, the other end attaches to a receiver on the engine. Each hold open rod is telescopic.

Each hold open rod has a collar that locks the hold open rod in place. A yellow lock indication shows when the hold open rod is in the locked position.

Fan Cowl Hinges.

Each fan cowl hinge has these components:

- Fan cowl clevis.- Quick release pin.- Strut lug.

Each fan cowl clevis is on the fan cowl. All strut lugs are on the strut. The quick release pins make it easy to remove a fan cowl.




FAN COWLDOORS

NACELLE

Page 3Jan 03

EFG

FAN COWL DOORSCTC-234-005-00

FAN COWLLATCH KEEPER(x3)

FAN COWLLATCH(x3)

HOLD OPEN ROD(TYPICAL)

RECEIVER(ON ENGINE)

COLLAR

LOCKEDINDICATION

FAN COWL(OPEN)

QUICKRELEASEPIN

FAN COWL HINGE

FAN COWLCLEVIS

STRUTLUG

FAN COWLHINGE(x3)

A

VIEW A




FAN COWLDOORS

NACELLE

Page 4Jan 03

EFG





T/R COWLOPENING

NACELLE

Page 1Jan 03

EFG

THRUST REVERSER COWL OPENING




T/R COWLOPENING

NACELLE

Page 2Jan 03

EFGTHRUST REVERSER COWL OPENING

Tension latches.

The tension latches hold the T/R halves together.

They must be released to open the T/R cowls.

There are six tension latches for each T/R. Numbers identify each latch. Latch number one is the latch most forward. Latch number six is the latch most aft. All latches are interchangeable.

All tension latches are at the bottom of the T/R halves. The latch handles and mechanisms are on the left T/R half. The latch keeper pins are on the right T/R half.

Always open the latches in order from aft (No. 6) to forward (No. 1).

Always close the latches in order from forward (No. 1) to aft (No. 6).

You use a latch lever tool to help bring the T/R halves together. This makes it easy to close the tension latches.




T/R COWLOPENING

NACELLE

Page 3Jan 03

EFG

T/R COWLS TENSION LATCHESCTC-234-008-00

TENSION LATCHES No.1, No.2

TENSION LATCHES No.3

TENSION LATCHES No.4

TENSION LATCHES No.5, No.6

THRUST REVERSER , BOTTOM VIEW

LATCH HANDLE

LATCH LEVERTOOL




T/R COWLOPENING

NACELLE

Page 4Jan 03

EFGTHRUST REVERSER COWL OPENING

Opening actuators.

T/R opening actuators are used to open the T/R cowls. Each engine has two actuators. Each actuator opens its cowl to approximately 45° from the closed position.

Each actuator is on the forward face of its T/R cowl. The upper end of the actuator attaches to the T/R cowl. The lower end attaches to the engine fan frame extension ring.

You must open the fan cowls to get access to the actuators.

A hand pump is usually connected to the actuator inlet fitting.

Fluid from the hand pump causes the actuator rod to extend and open the cowl.

As the actuator approaches the full extend position, the lock collar goes into the lock position.

Fluid goes from the opening actuator back to the hand pump when you close the cowl.




T/R COWLOPENING

NACELLE

Page 5Jan 03

EFG

T/R COWL OPENING ACTUATORCTC-234-009-00

LOCK COLLAR

T/R OPENINGACTUATOR

LEFT T/RCOWL (HALF)

ENGINE, LEFT SIDE(NO FAN COWL)

INLET FITTING

HAND PUMP

CONTROL VALVE

ACTUATOR SAFETY LOCK

QUICKRELEASE

PIN (x2)

FWD




T/R COWLOPENING

NACELLE

Page 6Jan 03

EFG





THRUST REVERSERGENERAL

NACELLE

Page 1Jan 03

EFG

THRUST REVERSER GENERAL





NACELLE

Page 2Jan 03

EFGTHRUST REVERSER - GENERAL

The thrust reverser is designed for ground operation only.

It has two different positions depending on crew request and aircraft configurations.

In the stow position, the thrust reverser assembly formsthe passage for fan secondary airflow to be dischargedoverboard.

In the deploy position (reverse thrust mode), twohydraulically actuated translating sleeves move rearward, acting on blocker doors which redirect the secondary airflow forward and provide a braking effect to reduce the aircraft stopping distance.





NACELLE

Page 3Jan 03

EFG

THRUST REVERSER POSITIONSCTC-234-006-00

T/R 1

T/R 2

LEFT TRANSLATINGSLEEVE

T/R STOW POSITION T/R DEPLOY POSITION

INLETAIR EXHAUST

AIR

FAN AIREXHAUST

INLETAIR

LEFT TRANSLATINGSLEEVE

EXHAUSTAIR





NACELLE

Page 4Jan 03

EFG





T/R MECHANICALSTRUCTURE

NACELLE

Page 1Jan 03

EFG

THRUST REVERSER MECHANICAL STRUCTURE





NACELLE

Page 2Jan 03

EFGTHRUST REVERSER MECHANICAL STRUCTURE

The thrust reverser is made of two halves. Each half has the following components:

- Translating sleeve.- Hydraulic actuators.- Sync shafts.- Cascade segments.- Blocker doors.- Blocker door drag links.- Opening actuator.- Krueger flap deflector (inboard halves only).- Rubstrip.- Tension latches.- Fire seals.- Insulation blanket.- Torque box, innerwall and aft cascade support ring.- Access doors.- Upper main track slider.- Lower main track slider.- Main track liner.- Auxiliary track liner.- Upper auxiliary track slider.- Lower auxiliary track slider.- Bullnose seal and retainer.





NACELLE

Page 3Jan 03

EFG

THRUST REVERSER COMPONENTS LOCATIONCTC-234-010-00

SYNC SHAFT

TRANSLATINGSLEEVE

ACCESS DOOR (x6)

T/R DEACTIVATION POINTS(FOR FLIGHT DISPATCH)

KRUEGER FLAPDEFLECTOR

FIRE SEALS

BLOCKER DOOR

BLOCKER DOORDRAG LINK

THRUST REVERSEROPENING ACTUATOR

OPENINGACTUATOR

FWD

HYDRAULICACTUATOR





NACELLE

Page 4Jan 03


The T/R is a translating sleeve and cascade design.

Each T/R has a left and right fan duct half with a translating outer wall (sleeve).

The two sleeves on each T/R work at the same time. However, they are independent from each other.

The mechanical operation of each T/R half is made by the following components:

- Hydraulic actuators and sync shafts.- A translating sleeve.- Upper and lower sliders and tracks.- Blocker doors.- Blocker door drag links.- Cascades.

The sleeves are in the stow position when they are in the full forward position.

They are in the deploy position when they are in the full aft position.

The sleeves have sliders which let them move forward and aft in tracks.

Each blocker door drag link attaches a blocker door to the inner duct.

The T/R control system uses the hydraulic actuators to move the translating sleeves. The sleeves move aft of the cascades during a deploy operation.

Each drag link moves its blocker door into the fan air exhaust flow as the sleeves move aft.

The blocker doors change the direction of the fan air exhaust out through the cascades.





NACELLE

Page 5Jan 03

EFG

THRUST REVERSER OPERATIONCTC-234-007-00

TRANSLATINGSLEEVE

CASCADEBLOCKER

DOOR

TRANSLATINGSLEEVE

TRANSLATINGSLEEVE

DEPLOY POSITION

REVERSE THRUSTFORWARD THRUST

TRANSLATINGDOOR

BLOCKER DOOR(CLOSED)

CASCADE

FAN AIREXHAUST

TRANSLATINGSLEEVE

CASCADEBLOCKERDOOR

(OPEN)

BLOCKER DOORDRAG LINK

INNER DUCT

STOW POSITION

FAN AIREXHAUST

FWDFWD





NACELLE

Page 6Jan 03


Translating sleeves.

The translating sleeves have two purposes when the T/Rs are in the stow position:

- Protect the cascades and other internal components.

- Control the outer edge of the fan air exhaust flow.

The translating sleeves have two purposes when the T/Rs are in the deploy position:

- Expose the cascades.

- Move the blocker doors into the fan air exhaust flow.

The T/R sleeves are located aft of the fan cowl. Sliders and tracks attach the sleeve to the structure.

The T/R sleeve is a composite assembly with an inner and outer skin.

The outer skin completes the aerodynamic contour of the engine cowls and protects internal components.

The inner skin is the outer wall of the fan duct. Blocker doors and acoustic panels make up a large part of the inner skin.





NACELLE

Page 7Jan 03

EFG

TRANSLATING SLEEVECTC-234-011-00

OUTER SKIN

BLOCKERDOORDRAG LINK

BLOCKERDOOR

TRANSLATING SLEEVE(INNER COWL STRUCTURE NOT SHOWN)

DEPLOY POSITIONSTOW POSITION

INNER SKIN

BLOCKER DOOR(CLOSED)

CASCADE

FAN AIREXHAUST

INNER SKIN

CASCADEBLOCKERDOOR

(OPEN)

BLOCKER DOORDRAG LINKFAN DUCT

FAN AIREXHAUST

OUTER SKIN

BLOCKER DOORDRAG LINKFAN DUCT

FWD

FWD

FWD

FWD





NACELLE

Page 8Jan 03


Auxiliary and main track liners.

The T/R auxiliary and main track liners hold the sliders which let the translating sleeves move forward and aft.

They are located on the upper and lower hinge beams of each T/R half. The liners are inside the tracks.





NACELLE

Page 9Jan 03

EFG

AUXILIARY AND MAIN TRACK LINERSCTC-234-017-00

TRANSLATINGSLEEVE

REMOVED

LOWER TRACKS AND LINERS

UPPER TRACKS AND LINERS

UPPERMAIN LINER

UPPER AUXILIARYTRACK AND LINER

UPPER MAINTRACK AND LINER

UPPERAUXILIARY

LINER

LOWERAUXILIARY

LINER

LOWERMAIN LINER

HINGEBEAM

A

A

B

B

A-A

B-B

LOWER AUXILIARYTRACK AND LINER

LOWER MAINTRACK AND LINER

LATCHBEAM

FWD

FWD





NACELLE

Page 10Jan 03


Auxiliary and main track sliders.

The auxiliary and main track sliders permit the translating sleeves to move forward and aft in the tracks.

They are located on the top and the bottom of each translating sleeve.

The sliders have a wear surface that reduces the friction between the sliders and the track liners.





NACELLE

Page 11Jan 03

EFG

AUXILIARY AND MAIN TRACK SLIDERSCTC-234-018-00

LEFT TRANSLATING SLEEVE

LOWER TRACK SLIDERSALMOST THE SAME

NOTE :UPPER TRACK SLIDERS (SEE NOTE)

UPPER AUXILIARY TRACKSLIDER AND WEAR SURFACE

UPPER MAINTRACK SLIDER

AND WEAR SURFACE

BLOCKERDOOR

FWD

FWD





NACELLE

Page 12Jan 03


Blocker doors and drag links.

The blocker doors change the direction of the fan air exhaust flow during a T/R deploy operation.

They are part of the fan duct outer wall when the T/R is in the stow position.

The drag links connect the blocker doors to the fan duct inner wall.

The blocker doors are part of the translating sleeve. They are usually smooth with the inner contour of the translating sleeve.

The blocker door drag links are located in the fan duct.

Each translating sleeve has five blocker doors. There are three different sizes of blocker doors on each sleeve.

Two hinges connect each blocker door to the forward end of the inner sleeve.

Each translating sleeve moves aft during a T/R deploy operation. This movement causes the blocker doors to move into the fan duct. The fan air exhaust changes direction and exits through the cascades. This helps create reverse thrust.





NACELLE

Page 13Jan 03

EFG

BLOCKER DOORS AND DRAG LINKSCTC-234-015-00

BLOCKERDOOR

INNER SKIN

FAN DUCTFWD

FWD

FWD

LEFT T/R HALF

STOW POSITION DEPLOY POSITION

BLOCKER DOOR NUMBERING(LOOKING FORWARD)

BLOCKER DOOR INSTALLATION

FAN AIREXHAUST

OUTER SKIN

CASCADEBLOCKERDOOR

DRAG LINK

FAN AIREXHAUST

FAN DUCTDRAG LINK

FWD

OUTERSKIN

CASCADEBLOCKERDOOR

FAN DUCTINNER WALL

HINGE(x2)

COVER

1

3

10

8

6

2

DRAGLINK





NACELLE

Page 14Jan 03


Cascade segments.

The cascades control the direction of the fan air exhaust during a T/R deploy operation. This helps create reverse thrust. The cascades also give structural strength to the T/R.

Each T/R has 12 cascades. Numbers identify the cascade locations. T/R 1 cascade numbers increase clockwise when looking forward. T/R 2 cascade numbers increase counterclockwise when looking forward.

Bolts attach the cascades to the torque box on the forward edge and to the cascade support ring on the aft edge.

The T/R needs to be deployed to get access to the cascades.

There are 22 different cascades for each airplane. Each type makes the fan air exhaust airflow go out in a different direction.

Cascades 2 and 3 are partially blocked on each T/R. These cascades do not let air go through a portion of their vanes.





NACELLE

Page 15Jan 03

EFG

CASCADE SEGMENTSCTC-234-014-00

HYDRAULICACTUATOR

BULLNOSEFAIRING

TORQUE BOXSTRUCTURE

1

2

6

5

4

3

9

8

7

11

12

12

11

7

8

9

10

4

5

6

2

1

3

FAN AIR EXHAUST

CASCADE INSTALLATION

CASCADESUPPORT RING

CASCADE

PARTIALLY BLOCKED CASCADE

T/R 1 CASCADE LOCATIONS(ALF)

T/R 2 CASCADE LOCATIONS(ALF)

DEPLOY POSITION

INBD

FWD

FWD

FWD INBD





NACELLE

Page 16Jan 03


Krueger flap deflector and fairing.

The krueger flap deflector keeps separation between the inboard leading edge (krueger) flap and the inboard thrust reverser outer skin during these conditions:

- The inboard leading edge flap in the extend position.- Anytime the T/R is out of the stow position.

The fairing gives an aerodynamic surface for airflow around the top of the thrust reverser.

The krueger flap deflector is on the inboard T/R half of each engine. The deflector is near the top of the T/R half. Bolts on the inside of the translating sleeve hold the deflector in position. You move the translating sleeve aft to get access to these bolts.

The fairing is just aft of the deflector. Bolts attach the fairing to the T/R half structure.





NACELLE

Page 17Jan 03

EFG

KRUEGER FLAP DEFLECTOR AND FAIRINGCTC-234-016-00

FWD

FWD

VORTEX CONTROL

DEVICE

KRUEGER

FLAP

DEFLECTOR

T/R SLEEVE OUT OF STOW POSITION

FAIRING





NACELLE

Page 18Jan 03


Rubstrips.

The rubstrips are the interface between the translating sleeve and these areas of the structure:

- T/R torque box.- Hinge (upper) beam.

These rubstrips are the interface between the engine fan cowl and these areas of the structure:

- T/R torque box.- Hinge (upper) beam.- Latch beam.

All rubstrips are along the forward or aft side of the T/R torque box.





NACELLE

Page 19Jan 03

EFG

RUBSTRIPSCTC-234-019-00

LATCH BEAM

RUBSTRIP

FWD

FWD

BRIGHT T/R SLEEVE

OUT OF STOW POSITION

A

HINGE BEAM (FAN COWL OPEN)

LATCH BEAM

VIEW A

VIEW B

LATCH BEAM

RUBSTRIP

TENSION LATCHES

No. 1 AND No. 2

BOTTOM

BEAM

RUBSTRIP

AFT AND FORWARD

TORQUE BOX

RUBSTRIPS

TORQUE

BOX

FWD

TORQUE BOX

RUBSTRIPS





NACELLE

Page 20Jan 03


Bullnose seal and retainer.

The bullnose seal prevents fan exhaust airflow from entering the inner part of the T/R translating sleeve when the T/R is in the stow position, by compressing against the bullnose fairing.

The bullnose retainer holds the bullnose seal to the acoustic panel assembly.

The bullnose seal and retainer are on the forward end of the inner wall structure of the translating sleeve. They are inboard of the blocker doors.

The retainer attaches to the acoustic panel assembly. Grooves in the retainer hold the bullnose seal in position.

You move the translating sleeves aft to get access to the bullnose seal and retainer.





NACELLE

Page 21Jan 03

EFG

BULLNOSE SEAL AND RETAINERCTC-234-020-00

UPPER AUXILIARY

SLIDER

FWD

BULLNOSE SEAL

AND RETAINER

BLOCKER

DOOR

TORQUE

BOX

BULLNOSE

UPPER MAIN

SLIDE

LEFT TRANSLATING SLEEVE

BULLNOSE SEAL

AND RETAINER

ACOUSTIC

PANEL

ASSEMBLY

BLOCKER

DOORFWD

INBD

CASCADE

FWD





NACELLE

Page 22Jan 03


Fire seals.

The fire seals keep any engine fire in the turbine case area away from these:

- T/R components.- Engine fan.- Components in the engine fan case area.- Engine strut.

All fire seals are along the upper and forward edges of the T/R cowls.





NACELLE

Page 23Jan 03

EFG

FIRE SEALSCTC-234-021-00

FIRE SEAL FIRE SEAL

FIRE SEAL

FWDFWD

FIRE SEALS

RIGHT T/R HALF LEFT T/R HALF





NACELLE

Page 24Jan 03

EFG





T/R CONTROLSYSTEM

NACELLE

Page 1Jan 03

EFG

THRUST REVERSER CONTROL SYSTEM




T/R CONTROLSYSTEM

NACELLE

Page 2Jan 03

EFGTHRUST REVERSER CONTROL SYSTEM

The thrust reverser control system controls hydraulic and electrical power to the thrust reverser for stow and deploy operations.

The control components are located in the following areas of the airplane:

- The control stand.- The electronic equipment compartment.- The T/R halves.- The main gear wheel well.




T/R CONTROLSYSTEM

NACELLE

Page 3Jan 03

EFG

T/R CONTROL SYSTEM - COMPONENTS LOCATIONCTC-234-022-00

CONTROL STAND :- CONTROL SW- ARM SW- STOW SW- SYNC LOCK SW

JUNCTION BOXES J22, J24 :- T/R CONTROL RELAYS- TIME DELAY MODULES

ELECTRONIC EQUIPMENT COMPARTMENT :- ENGINE ACCESSORY UNIT (M528)

THRUST REVERSER HALVES :- HYDRAULIC ACTUATORS- SYNC SHAFTS- SYNC LOCKS- TRANSLATING SLEEVE LOCK AND STOW SENSORS

MAIN GEAR WHEEL WELL, KEEL BEAM :- T/R CONTROL VALVE MODULES- HYDRAULIC VOLUMETRIC FUSES- HYDRAULIC SHUTTLE VALVES




T/R CONTROLSYSTEM

NACELLE

Page 4Jan 03


The thrust reverser control system controls hydraulic power and electrical power to deploy and stow the thrust reverser (T/R) translating sleeves.

The system uses 24/28V DC electrical power and reverse thrust lever position for control.

There are two T/R control valve modules on the airplane, one for each T/R.

Each control valve module controls hydraulic power to deploy or stow its T/R.

Each module contains the electrical and hydraulic components necessary to control the hydraulic flow to the T/R hydraulic actuators.

Sync shafts on each translating sleeve make sure the sleeve’s three actuators operate at the same speed. The actuators can operate only if the shaft is free to turn.

A sync lock connects to the bottom hydraulic actuator on each T/R half. The sync lock must unlock for the sync shafts to turn. During normal T/R operation, the sync locks energize to unlock.

The sync lock is also a manual drive mechanism. You use the sync lock to manually move the T/R translating sleeves for maintenance operations.

The Engine Accessory Unit (EAU) has the electrical circuits necessary for stow operation. The EAU also uses input from sleeve proximity sensors for auto-restow logic.

The reverser thrust levers operate switches on the autothrottle switch packs. These switches control signals to these components:

- EAU.- Sync locks.- Control valve module.




T/R CONTROLSYSTEM

NACELLE

Page 5Jan 03

EFG

T/R CONTROL SYSTEM - GENERAL DESCRIPTIONCTC-234-047-00

DEPLOY

STOWREVERSE

THRUSTLEVER

PROXIMITYSENSORS

TO RIGHTT/R HALF

SYNC LOCK

ARM

DEPLOY

ARM

ARM (STOW)

ARM (DEPLOY)

SYNC LOCK

STOW

STOW

SYNC LOCK (POWER)SYNC LOCK(POWER)

STOW

SYNC LOCK

DEPLOY

MAIN OR STANDBYSYSTEM HYDRAULIC POWER

ENG 1FIRE SW

FCC A

T/R 1CTRLSW

28 V DCSTANDBY

BUS

MISCEQUIPPANEL(J22)

EAU

AUTOTHROTTLESWITCH PACK

DEPLOYLEGEND

HYDRAULIC

ELECTRICAL

MECHANICAL

T/R 1CONTROL

VALVEMODULE

NOTE : T/R 1 IS SHOWN. T/R 2 IS ALMOST THE SAME.




T/R CONTROLSYSTEM

NACELLE

Page 6Jan 03


Thrust lever interlock.

A thrust-lever interlock provides the crew with a tactile indication that the thrust reverser has, or has not deployed. The interlock prevents the flight crew from moving the reverse-thrust lever beyond the reverse-idle position, until the EEC detects that both thrust-reverser sleeves have deployed more than 60% of full deploy and energizes the interlock solenoid, removing the interlock.

The thrust-lever interlock affects only the operation of the reverse-thrust lever. Once the reverse-thrust lever is returned to the normal, stowed position, the forward-thrust lever can be advanced, regardless of the thrust-reverser position. However, the EEC constrains the thrust command to idle until the thrust reverser is stowed.

The interlock is operated by a solenoid. The interlock solenoid receives power directly from an airplane 28Vdc supply.




T/R CONTROLSYSTEM

NACELLE

Page 7Jan 03

EFG

THRUST LEVER INTERLOCK SOLENOIDSCTC-234-048-00

REVERSE THRUST LEVER

(IN THE STOW POSITION)

THRUST LEVER

INTERLOCK SOLENOID

INTERLOCK

LATCH

28V DC

BATTERY

BUS

THRUST

REVERSER

RIGHT

SLEEVE

LVDT

60%

DEPLOY

CHANNEL A

P6 CIRCUIT

BREAKER PANEL

T/R INLK

EEC

60%

DEPLOY

CHANNEL B

RIGHT

SLEEVE

LVDT




T/R CONTROLSYSTEM

NACELLE

Page 8Jan 03


Arm, stow and sync lock switches.

The arm and stow switches control the arm and deploy signals to the T/R control system. The system uses these signals to control hydraulic power to the T/R.

The sync lock switches control power to the circuits which control sync lock power.

All of the switches are in the two autothrottle (A/T) switch packs, below the flight compartment aisle stand.

There are two arm switches, one switch for each T/R.

Each arm switch supplies electrical power to the arm solenoid in the thrust reverser (T/R) control valve module.

There are two stow switches, one switch for each T/R.

Each stow switch supplies power to the engine accessory unit (EAU) stow logic circuits.

There are two sync lock switches, one switch for each T/R.

Each sync lock switch supplies power to the T/R sync lock circuits.

The thrust lever rod moves when you move its reverse thrust lever. This movement transmits through a series of linkages to turn the crank.

The A/T switch pack cam turns with the crank. Movement of the cam operates the switches.




T/R CONTROLSYSTEM

NACELLE

Page 9Jan 03

EFG

ARM, STOW AND SYNC LOCK SWITCHESCTC-234-023-00

LOWER NOSE

COMPARTMENT

ACCESS DOOR

FWD

AISLE STAND

AUTOTHROTTLE SWITCH PACK

AUTOTHROTTLE SWITCH PACK

(NO COVER, NO CRANK)

ARM

SWITCH

STOW

SWITCH

CAM

SYNC LOCK

SWITCH

COVER

CRANK

THRUST LEVER

ROD (x2)

CRANK

FWD

FWD




T/R CONTROLSYSTEM

NACELLE

Page 10Jan 03


Control switch.

The control switch supplies electrical power to the deploy solenoid in the T/R control valve module during a T/R deploy operation. There are two control switches, one for each T/R.

The control switches are in the thrust levers. Each thrust lever has one switch. You must remove the cover on the side of the thrust lever to get access to the switch.

The thrust lever camshaft turns when you move the reverse thrust lever. The camshaft causes the roller assembly and rod to move down when you raise the reverse thrust lever. The control switch spring compresses and operates the control switch.

The spring around the rod keeps the rod and the roller assembly against the cam. The rod and the roller move back to their normal position when you lower the reverse thrust lever. The control switch spring relaxes and the switch moves back to the stow position.




T/R CONTROLSYSTEM

NACELLE

Page 11Jan 03

EFG

CONTROL SWITCHCTC-234-024-00

FORWARDTHRUST LEVER

FWD

AISLE STAND

SIDE COVER REMOVEDNOTE :

THRUST LEVERCAMSHAFT

ROLLER ASSEMBLY

ROD (INSIDE SPRING)

CONTROL SWITCH SPRING

CONTROL SWITCH

INTERLOCKLATCH

REVERSE THRUSTLEVER

FWD




T/R CONTROLSYSTEM

NACELLE

Page 12Jan 03


Sleeve lock proximity sensor.

The sleeve lock proximity sensor supplies a hydraulic actuator lock/unlock signal to the engine accessory unit (EAU).

The EAU uses this signal for these functions:

- Normal T/R stow control.- Auto-restow control.- Fault logic and fault indication.- Fault isolation.

The sensor is on the head end of the T/R locking actuator. You open the fan cowl to get access to the sensor.

Each T/R locking hydraulic actuator has a sleeve lock proximity sensor. Therefore, there is one sensor for each T/R translating sleeve.

Each sensor has two output levels. One level for the lock position, the other level for the unlock position.

It is a proximity type sensor. The actuator’s manual unlock lever is the target for the sensor. The sensor’s output changes when target is close (near).




T/R CONTROLSYSTEM

NACELLE

Page 13Jan 03

EFG

SLEEVE LOCK PROXIMITY SENSORCTC-234-025-00

LOCKING HYDRAULIC

ACTUATOR

SLEEVE

LOCK PROXIMITY

SENSOR

MANUAL UNLOCK LEVER

(SLEEVE PROXIMITY

SENSOR TARGET)

TORQUE

BOX

SLEEVE STOW

PROXIMITY SENSOR

AND TARGET

FORWARD, UPPER TORQUE BOX

FWD




T/R CONTROLSYSTEM

NACELLE

Page 14Jan 03


Sync lock.

The sync lock has two purposes:

- It locks the sync shafts to prevent operation of the hydraulic actuators when there is no T/R deploy signal.

- It provides a manual drive for the hydraulic actuators.

A sync lock attaches to the head end of the lower hydraulic actuator on each T/R half.

The sync lock is a mechanical lock which requires electrical power to operate during normal T/R operation. The sync lock has one electrical connector.

The manual drive is on the bottom. You use the manual drive to disengage the lock mechanism.

Electrical power is not always necessary when you use the manual drive.

Without electrical power, the sync lock is in the lock position, and the sync shafts cannot turn. The T/R hydraulic actuators cannot operate.

During a T/R deploy operation, the internal solenoid energizes and the sync lock clutch disengages (unlocks). The sync shafts are free to turn and the hydraulic actuators can operate.




T/R CONTROLSYSTEM

NACELLE

Page 15Jan 03

EFG

SYNC LOCKCTC-234-026-00

SYNC LOCK

ELECTRICAL

CONNECTOR

LOWER HYDRAULIC

ACTUATOR

SYNC SHAFT

(INSIDE TUBE)

SYNC LOCK

FWD

MANUAL DRIVEMANUAL

DRIVE

LOCK

RELEASE

PIN




T/R CONTROLSYSTEM

NACELLE

Page 16Jan 03


Engine Accessory Unit (EAU).

The engine accessory unit has these functions:

- It controls the thrust reverser (T/R) auto-restow operation.

- It helps to do troubleshooting of the T/R control system, through a built-in test equipment (BITE).

- It controls the REVERSER lights on the P5 aft overhead panel in the flight compartment.

The EAU contains the auto-restow logic circuits. These circuits control the stow operation.

The EAU is located on the E3 rack in the electrical equipment (EE) compartment.




T/R CONTROLSYSTEM

NACELLE

Page 17Jan 03

EFG

ENGINE ACCESSORY UNIT (EAU)CTC-234-027-00

S836

S832

V150

S834

S833

S835

S831

S836

S832

V150

S834

S833

S835

S831

R SLEEVE LOCK SENSOR

R SLEEVE STOW SENSOR

R SLEEVE SYNC LOCK PWR

DIR CONT VALVE SENSOR

HYD ISO VALVE SENSOR

L SLEEVE LOCK SENSOR

L SLEEVE STOW SENSOR

L SLEEVE SYNC LOCK PWRRV148 V148R

RR

RR

RR

RR

RR

RR

RR

EAU FAULT

NO FAULTS DETECTED

R M528RM528

R

ENGINE 2ENGINE 1

R

KJHGFEDCBA

S/N

ENGINE ACCESSORY UNIT

P/N 285A1300

T/R STOW FAULTS

Push and hold to show.

T/R DEPLOY FAULTS

Push and hold to show.Deploy T/R to permit reset.

FAULT RESET

Push and hold to clear.

RR

G G

EAU (M528)

EE COMPARTMENT

(LOOKING AFT)

E3E1 E2




T/R CONTROLSYSTEM

NACELLE

Page 18Jan 03


Control valve module.

The T/R control valve modules control hydraulic power to the T/R hydraulic actuators. Each module also has a handle that lets you deactivate the T/R for maintenance.

The T/R control valve modules are located in the main gear wheel on the keel beam. The T/R 1 control valve module is on the left side. The T/R 2 control valve module is on the right side.

Each T/R control valve module has the following internal components:

- Isolation valve.- Directional control valve.- Isolation valve proximity sensor.- Directional control valve proximity sensor.- Arm solenoid.- Stow solenoid.- Deploy solenoid.- Manual isolation (shutoff) valve.

The manual isolation valve handle has a hole for the T/R maintenance deactivation pin.




T/R CONTROLSYSTEM

NACELLE

Page 19Jan 03

EFG

CONTROL VALVE MODULECTC-234-028-00

MAIN GEAR WHEEL WELL

T/R CONTROL

MODULE

MANUAL ISOLATION

VALVE HANDLEOUTBD

FWD

HYDRAULIC RETURN

HYDRAULIC SUPPLY

STOW HYDRAULIC

LINE TO T/R

DEPLOY HYDRAULIC

LINE TO T/R




T/R CONTROLSYSTEM

NACELLE

Page 20Jan 03


Volumetric hydraulic fuses.

There are three volumetric hydraulic fuses in the thrust reverser control system, in the main and standby hydraulic systems.

They close and stop hydraulic fluid flow to prevent a complete loss of system hydraulic fluid if a leak occurs.

The standby hydraulic system supply lines to the thrust reversers have two fuses, one for each T/R. There is one fuse in the supply line to each T/R.

These fuses are located on the keel beam in the wheel well.

The main hydraulic system is divided into system A and system B.

The third fuse is in the system A hydraulic supply line to T/R 1. This fuse is located on main gear wheel well forward bulkhead, on the left side.

System B does not have a fuse in its supply to T/R 2.




T/R CONTROLSYSTEM

NACELLE

Page 21Jan 03

EFG

VOLUMETRIC HYDRAULIC FUSESCTC-234-029-00

FWD

SYSTEM AFUSE

FORWARD

BULKHEAD

MAIN GEAR WHEEL WELL FORWARD BULKHEAD

(LEFT SIDE)

KEEL BEAM

STANDBY SYSTEM

RIGHT FUSE

FWD

STANDBY SYSTEM

RESERVOIR

STANDBY SYSTEM

LEFT FUSE

MAIN GEAR WHEEL WELL

(RIGHT SIDE)




T/R CONTROLSYSTEM

NACELLE

Page 22Jan 03


Shuttle valves.

The shuttle valves select the hydraulic source for T/R operation.

The two shuttle valves are located on the keel beam, in the main gear wheel well.

The shuttle valves move whenever the pressure difference between the main hydraulic system and the standby system exceeds 125 psi.




T/R CONTROLSYSTEM

NACELLE

Page 23Jan 03

EFG

SHUTTLE VALVESCTC-234-030-00

SYSTEM BRETURN

FILTER

FWD

SYSTEM APRESSURE MODULE

T/R 1SHUTTLEVALVE

T/R 2SHUTTLEVALVE

MAIN GEAR WELL FORWARD BULKHEAD(RIGHT SIDE) (LOOKING FORWARD)

MAIN GEAR WELL FORWARD BULKHEAD(LEFT SIDE) (LOOKING FORWARD)

TO T/R 1CONTROLVALVEMODULE

ENG 1PUMP

SHUTTLEVALVE

FUSES

ENG 1ELEC 2PUMPS

STBYPRESS

SYS APRESS




T/R CONTROLSYSTEM

NACELLE

Page 24Jan 03


Hydraulic actuators and sync shafts.

The hydraulic actuators move the translating sleeves during T/R deploy and stow operations.

The sync shafts make the hydraulic actuators extend and retract at the same speed. The sync shafts also let you manually operate the hydraulic actuators.

Each T/R half has three hydraulic actuators. The actuators extend during a deploy operation and retract during a stow operation.

Each T/R half has one locking actuator and two non-locking actuators. The locking actuator must unlock for the other hydraulic actuators on that same half to operate.

The locking actuators have a position feedback mechanism and a manual unlock lever.

The position mechanism operates a linear variable differential transformer (LVDT).

The manual unlock lever lets you unlock the locking actuator for a manual translation of the T/R sleeve.

There are two sync shafts on each T/R half.

The locking actuators are the top actuators on each T/R half. The two non-locking actuators are below the locking actuators. All actuators attach to the torque box and to the translating sleeve.

You open the fan cowl and move the translating sleeve aft to get access to the hydraulic actuators.

The upper sync shaft is inside the deploy hydraulic tube, between the upper and center actuators. The lower sync shaft is inside the deploy hydraulic tube, between the center and lower actuators. The deploy tubes are larger than the stow tubes. You open the fan cowl to get access to the tubing.




T/R CONTROLSYSTEM

NACELLE

Page 25Jan 03

EFG

HYDRAULIC ACTUATORS AND SYNC SHAFTSCTC-234-012-00

DEPLOY

HYDRAULIC TUBE

ACTUATOR

(LOCKING)

THRUST REVERSER

ACTUATOR

(NON-LOCKING)

STOW

HYDRAULIC TUBE

ACTUATOR

(NON-LOCKING)

ACTUATOR

(LOCKING)

POSITION FEEDBACK

MECHANISM

DEPLOY

HYDRAULIC TUBE

ACTUATOR

(NON-LOCKING)

STOW

HYDRAULIC TUBE

ACTUATOR

(NON-LOCKING)

SYNC LOCKS

FWD




T/R CONTROLSYSTEM

NACELLE

Page 26Jan 03


Actuators functional description.

There are two types of T/R hydraulic actuators:

- Locking.- Non-locking.

Each T/R half has one locking actuator and two non-locking actuators. The locking actuators have a feedback mechanism and a manual unlock lever.

The feedback mechanism operates a linear variable differential transformer (LVDT). The LVDT supplies translating sleeve position data to the indicating system.

The manual unlock lever allows to manually unlock the locking actuator. The manual unlock lever is also a target for the T/R sleeve lock sensor.

All the hydraulic actuators have the following parts and connections:

- Extend (deploy) pressure port.- Retract (stow) pressure port.- Gimbal assembly.- Sync shaft and tubing connections.

The locking actuators also have these components:

- Manual unlock lever.- Position feedback mechanism.- Internal lock mechanism.

Hydraulic pressure at the extend port unlocks the locking actuator during normal T/R operation. You can use the manual unlock lever to unlock the actuator for a manual translation of a sleeve.




T/R CONTROLSYSTEM

NACELLE

Page 27Jan 03

EFG

ACTUATORS FUNCTIONAL DESCRIPTIONCTC-234-013-00

GIMBAL

ASSEMBLY

TORQUE

BOXCASCADE

(REF)

RIGHT TRANSLATING SLEEVE

LEFT T/R HALF

LOCKING ACTUATOR INSTALLATION

ACTUATOR ATTACHMENT

POSITION

FEEDBACK

MECHANISM

LVDT

CONNECTOR

T/R SLEEVE

LOCK SENSOR

ACTUATOR

FWD

FWD




T/R CONTROLSYSTEM

NACELLE

Page 28Jan 03


Deactivation for flight dispatch.

Each T/R translating sleeve has two deactivation points. You install two pins at these points to deactivate the T/R for airplane dispatch.

Each translating sleeve has two holes at the deactivation points. Rubber plugs are usually in these holes. You remove these plugs before you install the pins. The pins are usually in the fly away kit.

The pins mechanically connect the translating sleeve structure to the stable cascade support ring. This prevents the movement of the T/R sleeve.




T/R CONTROLSYSTEM

NACELLE

Page 29Jan 03

EFG

DEACTIVATION FOR FLIGHT DISPATCHCTC-234-031-00

T/R DEACTIVATION PIN

TRANSLATING

SLEEVE

OUTER SKIN

LEFT T/R HALF

TRANSLATING

SLEEVE OUTER

SKIN

LOWER T/R

DEACTIVATION

POINT

DEACTIVATION

PIN

TRANSLATING

SLEEVE INNER

STRUCTURE

CASCADE

SEGMENT

CASCADE

SEGMENTT/R TORQUE

BOX STRUCTURE

UPPER T/R

DEACTIVATION

POINT

CASCADE SEGMENT

SUPPORT RING




T/R CONTROLSYSTEM

NACELLE

Page 30Jan 03

EFG





EXHAUSTSYSTEM

NACELLE

Page 1Jan 03

EFG

EXHAUST SYSTEM




EXHAUSTSYSTEM

NACELLE

Page 2Jan 03

EFGEXHAUST SYSTEM

The exhaust system supplies an exit for the turbine exhaust gases. The system increases the turbine exhaust gas velocity to increase engine thrust.

To control the direction of the exhaust gases, the system uses the following components:

- A nozzle.- A plug.

The exhaust nozzle and plug are attached to the aft of the turbine rear frame.




EXHAUSTSYSTEM

NACELLE

Page 3Jan 03

EFG

EXHAUST SYSTEM GENERAL DESCRIPTIONCTC-234-032-00

EXHAUST

PLUG

EXHAUST

NOZZLE

FAN AIR

EXHAUST

TURBINE

EXHAUST

ENGINE AIRFLOW

FAN AIR

EXHAUST

TURBINE

EXHAUST




EXHAUSTSYSTEM

NACELLE

Page 4Jan 03

EFGEXHAUST SYSTEM

Exhaust nozzle.

The exhaust nozzle assembly controls the outer edge of the turbine exhaust flow. The aft part also controls the inner edge of the fan air exhaust flow.

The exhaust nozzle assembly has these components:

- Inner sleeve.- Labyrinth seals.- Fairing.- Fences.

Bolts attach the inner sleeve to the turbine rear frame (TRF).

The exhaust nozzle uses labyrinth seals to contain fire. Bolts attach the seals to the inner sleeve.

The fairing helps smooth the inner edge of the fan air exhaust flow. Rivets attach the fairing to the inner sleeve.

The nozzle fences control the airflow of the fan air exhaust over the nozzle assembly.

The exhaust nozzle assembly is on the aft end of the engine. It is necessary to open the fan cowls and thrust reverser halves to get access.

An alignment pin on the inner sleeve, near the 12:00 position, helps to align the nozzle assembly during installation.




EXHAUSTSYSTEM

NACELLE

Page 5Jan 03

EFG

EXHAUST NOZZLECTC-234-033-00

EXHAUST PLUG

FWD

EXHAUST

PLUG

LABYRINTH SEALS

NOZZLE FENCES

ENGINE TURBINE

REAR FRAME

FAIRINGINNER SLEEVE

NOZZLE ASSEMBLY SHOWN DETACHED

FROM ENGINE TURBINE CASE

NOTE :




EXHAUSTSYSTEM

NACELLE

Page 6Jan 03

EFGEXHAUST SYSTEM

Exhaust plug.

The exhaust plug assembly controls the inner edge of the turbine exhaust flow.

The engine vent system uses a hole at the aft end of the exhaust plug to vent to ambient air.

The exhaust plug assembly has a forward and an aft plug bolted together.

The forward plug is bolted to the TRF.

The exhaust plug assembly is only accessible after:

- The fan cowls are fully opened.- The thrust reverser cowls are opened.- The exhaust nozzle is removed.

An alignment pin on the forward plug facilitates its installation on the TRF.

The aft plug has a small notch which facilitates its installation on the forward plug.




EXHAUSTSYSTEM

NACELLE

Page 7Jan 03

EFG

EXHAUST PLUGCTC-234-034-00

ENGINE TURBINEREAR FRAME

ENGINEVENT SYSTEM

EXIT

FWD

EXHAUST NOZZLEASSEMBLY REMOVED

NOTE :

AFT PLUG

NOTCH

FORWARD PLUG




EXHAUSTSYSTEM

NACELLE

Page 8Jan 03

EFG





ENGINEHYDRAULIC SYSTEM

NACELLE

Page 1Jan 03

EFG

ENGINE HYDRAULIC SYSTEM





NACELLE

Page 2Jan 03

EFGENGINE HYDRAULIC SYSTEM

Hydraulic power comes from two hydraulic systems:

-The main hydraulic system.

-The standby hydraulic sysyem.

The main hydraulic system is divided in two independant systems A and B.

System A is for the left T/R, and system B is for the right T/R.

The purposes of the main hydraulic system are:

- To pump hydraulic fluid from the reservoir to different aircraft equipment and the engine thrust reverser.

- To supply clean pressurized hydraulic fluid to the dedicated aircraft hydraulic circuits.

- To drain and clean hydraulic leakage from the hydraulic pump and return it to the aircraft hydraulic reservoir.

The engine hydraulic system is located around the engine fan case, on the left hand side, and consists of the following equipment :

- The engine driven hydraulic pump, installed on the forward flange of the accessory gearbox.

- The suction line.

- The pressure line.

- The case drain filter, installed near the pylon on the left side of the fan compartment, which filters the return flow of fluid.

To access the engine hydraulic system equipment, the left hand side fan cowl must be opened.





NACELLE

Page 3Jan 03

EFG

MAIN HYDRAULIC SYSTEMCTC-234-049-00

FWDENGINE DRIVENPUMP

FWD

HYDRAULICSUPPLY LINE

CASEDRAINLINE

OUTPUTPRESSURELINE

CASE DRAINFILTER

SUPPLY

PRESSURE

CASE DRAIN





NACELLE

Page 4Jan 03

EFG





ENGINEBLEED AIR SYSTEM

NACELLE

Page 1Jan 03

EFG

ENGINE BLEED AIR SYSTEM





NACELLE

Page 2Jan 03

EFGENGINE BLEED AIR SYSTEM

The engine bleed air distribution system supplies pressure and temperature regulated air to the pneumatic manifold.

Bleed air comes from the 9th and 5th stages of the engine high stage compressors.

At low engine speed, the pneumatic system uses 9th stage bleed air. 5th stage air is not sufficient for pneumatic system demands at low engine speeds.

At low engine speed, the high stage regulator and high stage valve control the pressure of the engine bleed air. The 5th stage check valve prevents reverse flow.

At high engine speed, the high stage valve closes and the 5th stage check valve opens to supply bleed air to the pressure regulating and shutoff valve. The PRSOV controls the engine bleed pressure.

The air conditioning bleed air controls panel has engine bleed switches to control the pressure regulating and shutoff valves. Also, there are BLEED TRIP OFF lights to show overpressure or overtemperature.

The bleed air regulator, pressure regulator, and shutoff valve control the flow of engine bleed air to the pneumatic manifold. The bleed air regulator has an overpressure switch to prevent overpressure conditions and turns on the BLEED TRIP OFF light.

The 450°F (232°C) thermostat make the pressure regulating and shutoff valve move towards closed when the temperature gets to 450°F (232°C).

The air conditioning accessory unit (ACAU) is an interface between the air conditioning bleed air controls panel and the pressure regulating and shutoff valve.

The 490°F (254°C) overheat switch turns on the BLEED TRIP OFF light and closes the pressure regulating and shutoff valve. This prevents overheat damage to the pneumatic manifold and user systems.





NACELLE

Page 3Jan 03

EFG

ENGINE BLEED AIR SYSTEMCTC-234-050-00

5TH STAGEDUCT

5THSTAGE

9TH STAGEDUCT

FWD

BLEED AIRREGULATOR

(BAR)

PRESSUREREGULATING

AND SHUTOFFVALVE

(PRSOV)

450˚F/232˚CTHERMOSTAT

TO THE PNEUMATICMANIFOLD

490˚F/254˚C OVERTEMP SW

ENGINEBLEED SW BLEEDTRIP OFF

ACAU

AIRCONDITIONINGBLEED AIRCONTROLSPANEL

9THSTAGE

HIGH STAGEVALVE

5TH STAGECHECK VALVE

HIGH STAGEREGULATOR





NACELLE

Page 4Jan 03

EFG





FIRE PROTECTIONSYSTEM

NACELLE

Page 1Jan 03

EFG

ENGINE FIRE PROTECTION SYSTEM





NACELLE

Page 2Jan 03

EFGENGINE FIRE PROTECTION SYSTEM

The engine fire protection system is integrated within the general engine nacelle components and also at the bottom forward section of the aircraft pylon.

The purposes of the engine fire protection system are:

- To prevent fire occurence.

- To detect the fire.

- To limit the area.

- To extinguish the fire.

When there is an overheat or fire condition, activation of the related engine fire warning switch generates the following:

- The high pressure fuel valve in the HMU (HPSOV) closes.

- The T/R control power goes off.

- The engine-driven hydraulic pump SOV closes.

- The pneumatic pressure regulating and shutoff valve closes.





NACELLE

Page 3Jan 03

EFG

FIRE PROTECTION SYSTEM PURPOSESCTC-234-051-00

T/RCONTROL

POWER

PNEUMATICSYSTEM

DETECT FIREPREVENT FIRE

ENGINE FIREPROTECTION SYSTEM

LIMITFIRE ZONE

A/CFUEL

SYSTEM

EXTINGUISHFIRE

HYDRAULICSYSTEM





NACELLE

Page 4Jan 03

EFG





FIRE DETECTIONSYSTEM

NACELLE

Page 1Jan 03

EFG

ENGINE FIRE DETECTION SYSTEM





NACELLE

Page 2Jan 03

EFGENGINE FIRE DETECTION SYSTEM

The purpose of the engine fire detection system is todetect and identify any fire source, and to transmit thisinformation to the cockpit.

On each engine, there are two continuous loops for firedetection. The loops are connected in parallel to separatechannels of the engine and APU fire detection module.

One fire detection module, located in the electronic equipment compartment, is provided for each engine and they process signals received from the fire detectors.

The fire detection system is located in 3 areas around the engine, and one at the engine/aircraft interface.

The system consists of:

- 2 fire detectors on the upper fan case section.

- 2 fire detectors on the lower fan case section.

- 2 fire detectors on the left core section.

- 2 fire detectors on the right core section.





NACELLE

Page 3Jan 03

EFG

ENGINE FIRE DETECTION SYSTEMCTC-234-052-00

FWD

DETECTOR(LOOP A)

DETECTOR(LOOP B)

SUPPORTTUBE

GAS CHARGEDSENSE TUBE(LOOP B)

GAS CHARGEDSENSE TUBE

(LOOP A)

TERMINAL STUD

ENGINE FIRE DETECTIONLOOP ASSEMBLY

FAULT

OVHT

FIRE





NACELLE

Page 4Jan 03

EFG





ENGINE/AIRCRAFTCONNECTIONS

NACELLE

Page 1Jan 03

EFG

ENGINE/AIRCRAFT CONNECTIONS





NACELLE

Page 2Jan 03

EFGENGINE/AIRCRAFT CONNECTIONS

For engine removal/installation purposes, it is necessary to disconnect hydraulic, electrical and pneumatic lines, according to the instructions in the Aircraft Maintenance Manual (AMM).

Fan compartment left side connections.

The following connections are made at the service disconnect panel, on the left side of the fan cowl support beam:

- The hydraulic case drain, supply and pressure lines, which all feature quick disconnect fittings.

- The fuel supply line.

- The starter air duct, connected by means of a coupling.

- Two electrical connectors.





NACELLE

Page 3Jan 03

EFG

FAN COMPARTMENT LEFT SIDE CONNECTIONSCTC-234-053-00

ELECTRICALCONNECTOR

DP1234

ELECTRICALCONNECTORD30038

HYDRAULICLINESCOUPLING

PRESSURESUPPLY

CASE DRAIN

FUEL SUPPLYLINE

STARTERDUCT

FWD





NACELLE

Page 4Jan 03


Fan compartment right side connections.

The following connections are made at the service disconnect panel, on the right side of the fan cowl support beam:

- Eight electrical connectors.

- The strut drain line and tube.





NACELLE

Page 5Jan 03

EFG

FAN COMPARTMENT RIGHT SIDE CONNECTIONSCTC-234-054-00

ELECTRICALCONNECTORS


DP0324

STRUT DRAIN LINE

STRUT DRAIN TUBE

DP0460 DP0112 DP1452 DP1520 DP1328

DP0256

DP1104


FWD





NACELLE

Page 6Jan 03


Core compartment connections.

The following connections are made on the core compartment left side:

- The pressure sense line hose and tube.

- The 450°F temperature sense line hose and tube.

The following connections are made on the core compartment right side:

- The 390°F temperature sense line hose and tube.

- The 5th stage air duct to the precooler.





NACELLE

Page 7Jan 03

EFG

CORE COMPARTMENT CONNECTIONSCTC-234-055-00

PRECOOLER390˚F TEMPERATURESENSE LINE TUBE

390˚F TEMPERATURESENSE LINE HOSE

FWD FWD

5TH STAGEDUCT COUPLING

PRESSURE SENSELINE TUBE

450˚F TEMPERATURESENSE LINE TUBE

PRECOOLER

450˚F TEMPERATURESENSE LINE HORSE

PRESSURE SENSELINE HOSE





NACELLE

Page 8Jan 03

EFG





POWERPLANTDRAINS

NACELLE

Page 1Jan 03

EFG

POWERPLANT DRAINS




POWERPLANTDRAINS

NACELLE

Page 2Jan 03

EFGPOWERPLANT DRAINS

The purpose of the engine drain system is to carry oil,fuel, hydraulic fluid, water, and vapor overboard throughprovisions in the nacelle structure and prevent contactwith hot engine areas.

The engine drain system consists of lines collecting andcarrying waste fluids overboard from various points alongthe engine, from accessories, and from pylon draincavities. All of the drain lines migrate to the 6:00 o’clockposition of the engine where they are sent directlyoverboard.

The drain system is divided into three outputs:

- The starter air discharge duct.- The left fan cowl holes.- The right fan cowl hole.




POWERPLANTDRAINS

NACELLE

Page 3Jan 03

EFG

DRAINS SYSTEM OUTPUTSCTC-234-036-00

DRAIN HOLESCUPPER FOR

THE HYDRAULICPUMP AND THE

IDG DRAIN

LEFT FANCOWL PANEL

DRAIN HOLE SCUPPERFOR THE FUEL PUMP

PAD DRAIN

RIGHT FANCOWL PANEL

DRAIN HOLESCUPPER FORTHE OIL TANKSCUPPER

DRAIN HOLE SCUPPER FOR THEDRAIN MAST, THE SERVICEDISCONNECT (STRUT) DRAINHMU PAD DRAIN AND MAINOIL/FUEL HEAT EXCHANGERPAD DRAIN

STARTER AIRDISCHARGE DUCT

FWD




POWERPLANTDRAINS

NACELLE

Page 4Jan 03


Starter air discharge duct drains.

The starter air discharge duct drains the following:

- Service disconnect (strut).- Main fuel/oil heat exchanger.- Hydromechanical Unit (HMU).- Burner Staging Valve (BSV) for the single annular

combustor (SAC) system.- Burner Selection Valve (BSV) for the double annular

combustor (DAC) system.- High Pressure Turbine Active Clearance Control

valve (HPTACC).- Variable Stator Vane (VSV) actuators.- Variable Bleed Valve (VBV) actuators.- Transient Bleed Valve (TBV).- Low Pressure Active Clearance Control Valve

(LPTACC).- Forward Sump Drain.




POWERPLANTDRAINS

NACELLE

Page 5Jan 03

EFG

DRAINS AT STARTER AIR DISCHARGE DUCTCTC-234-037-00

HPTACCVALVE

LEFT VSV

TBVMAIN OIL/FUELHEAT

EXCHANGER PAD

HMU PAD

LEFT VBV

RIGHT VSV

SERVICE DISCONNECT(STRUT)

RIGHT VBV

BSV / LPTACCVALVE

FORWARDSUMP




POWERPLANTDRAINS

NACELLE

Page 6Jan 03


Left fan cowl drains.

The left fan cowl holes drain fluids from the following equipment:

- Fuel pump.- Integrated drive generator (IDG).- Hydraulic pump.




POWERPLANTDRAINS

NACELLE

Page 7Jan 03

EFG

LEFT FAN COWL DRAINSCTC-234-038-00

AGB

FUEL PUMPPAD DRAIN

HYDRAULICPAD DRAIN

IDG PADDRAIN

FWD




POWERPLANTDRAINS

NACELLE

Page 8Jan 03


Right fan cowl drain.

The right fan cowl hole drains fluid from the oil tankscupper.




POWERPLANTDRAINS

NACELLE

Page 9Jan 03

EFG

RIGHT FAN COWL DRAINCTC-234-039-00

OIL SCUPPERDRAIN

FWD




POWERPLANTDRAINS

NACELLE

Page 10Jan 03

EFG


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