Main Menu
Quit
Next
Slide 1 of 73
Slide 2 of 73
Slide 3 of 73
Slide 4 of 73
Slide 5 of 73
Slide 6 of 73
Slide 7 of 73
Slide 8 of 73
EGT Indicators: Displays engine EGT in C. Analog needle corresponds with rolling digital display. Note: Failure of the EGT indicator or the transmitter results in the digital display blanking and the needle moving to zero.
Slide 9 of 73
EGT Warning Lights: Illuminated Indicates the EGT limit has been reached or exceeded on respective engine. Remains illuminated until EGT reduced below the limit.
Slide 10 of 73
N2 RPM Indicators: Displays N2% RPM for respective engine. Analog needle corresponds with rolling digital display. Note: Failure of the N2 indicator or the transmitter results in the digital display blanking and the needle moving to zero.
Slide 11 of 73
Warning Lights: Illuminated Indicates the N2 limit has been reached or exceeded on respective engine. Remains illuminated until N2 reduced below the limit.
Slide 12 of 73
FF (Fuel Flow) Indicators: Displays rate of fuel flow in pounds per hour at all times. Analog needle corresponds with rolling digital display.
Slide 13 of 73
Fuel Flow Digital Displays (RATE/USED): With the fuel flow switch in the RATE position, indicates rate of fuel consumption in poundsper-hour X 1000. With the fuel flow switch held in the USED position, indicates the amount of fuel consumed (in pounds) since last reset. With the fuel flow switch held in the RESET position, resets display on both fuel flow indicators to zero.
Slide 14 of 73
Slide 15 of 73
Slide 16 of 73
Slide 17 of 73
Slide 18 of 73
Slide 19 of 73
Low Oil Pressure Yellow Band: Indicates minimum oil pressure limit. Valid only on the ground with takeoff thrust set.
Slide 20 of 73
Slide 21 of 73
ENG OIL QTY TEST Switch: Push OIL QUANTITY indicators move toward zero.
Slide 22 of 73
Slide 23 of 73
Off Index Mark: Indicates system is inoperative if needle is pointing to blue line.
Slide 24 of 73
Slide 25 of 73
Slide 26 of 73
Slide 27 of 73
Engine Panel
Slide 28 of 73
Engine Panel
REVERSER Lights: If Illuminated, one or more of the following three non-normal scenarios has occurred Thrust reverser selector valve or thrust reverser isolation valve are not in commanded position. Thrust reverser sleeve position sensors on same engine are in disagreement. (Example: The left thrust reverser sleeve position sensor on the No. 1 engine is in disagreement with the right thrust reverser sleeve position sensor on the No. 1 engine.) Auto-restow circuit has been activated (see slide 66). Note: The REVERSER lights will also normally illuminate when the thrust reverser sleeves are commanded to the stow position (see slide 65).
Slide 29 of 73
Engine Panel
PMC (Power Management Control) Switches: ON (white ON in view) PMC is selected on. INOP (amber INOP in view) PMC is inoperative when engine speed is above 46% N2, or the PMC is selected OFF. Note: Both PMC switches guarded by a plastic lens cover. Cover is hinged on top to rotate upward.
Slide 30 of 73
Engine Panel
LOW IDLE Light: Illuminated The thrust lever for either engine is near idle and the MEC on either engine is not commanded to maintain high idle RPM in flight. The speed of either engine is below 25% N1 in flight. Note: If an engine start lever is in CUTOFF, the light is deactivated.
Slide 31 of 73
Engine Controls
Forward Thrust Levers: Controls respective engine thrust. Cannot be advanced if the respective reverse thrust lever is in the deployed position.
Slide 32 of 73
Engine Controls
Reverse Thrust Levers: Controls respective engine reverse thrust. Cannot select reverse thrust unless respective forward thrust lever is at IDLE. Note: Reverse thrust lever is blocked at reverse idle position until respective thrust reverser sleeves are more than 60% deployed. Note: Movement of reverse thrust lever into reverse thrust engages locking pawl preventing forward thrust lever movement. Terminating reverse thrust removes locking pawl and restores forward thrust lever movement ability.
Slide 33 of 73
Engine Controls
Engine Start Levers: IDLE Energizes the ignition system. Electronically opens the engine fuel shutoff valve. This valve is attached to the wing front spar and located just outboard of the engine pylon. Mechanically opens the MEC fuel shutoff valve. CUTOFF De-energizes the ignition system. Electronically closes the engine fuel shutoff valve. Mechanically closes the MEC fuel shutoff valve.
This concludes the review of Engine Panels and Controls. The next section will discuss the APU panels. Click Next to continue.
Slide 34 of 73
APU Panel
1 1 AS INSTALLED
Slide 35 of 73
APU Panel
MAINT/LOW OIL QUANTITY Light: Illuminated APU maintenance problem exists. APU oil quantity may be insufficient for extended operations. APU may still be operated. Note: Light is disarmed when APU switch is OFF.
1 1 AS INSTALLED
Slide 36 of 73
APU Panel
LOW OIL PRESSURE Light: Illuminated Oil pressure is low, therefore initiating an automatic shutdown of the APU (after start cycle is complete). During start, light is normally illuminated until sufficient oil pressure is achieved. Note: Light is disarmed when APU switch is OFF.
1 1 AS INSTALLED
Slide 37 of 73
APU Panel
FAULT/HIGH OIL TEMP Light: Illuminated Oil temperature is excessive, therefore initiating an automatic shutdown of the APU.
1
1 1 AS INSTALLED
Slide 38 of 73
APU Panel
OVERSPEED Light: Illuminated APU RPM limit (110%) has been exceeded, therefore initiating an automatic shutdown of the APU. APU start has been manually aborted prior to reaching its governed speed of 100%. When a re-start is attempted, light will extinguish following a normal start. During a normal shutdown, the overspeed shutdown protection feature has failed its selftest. Note: Light is disarmed when APU switch is OFF.
1 1 AS INSTALLED
Slide 39 of 73
APU Panel
EGT Indicator: Displays APU EGT.
1 1 AS INSTALLED
Slide 40 of 73
APU Panel
APU AMPS (APU Generator AC Ammeter): Displays APU generator current load.
1 1 AS INSTALLED
Slide 41 of 73
APU Switch
APU Switch: OFF Normal position when APU is not operating. Positioning the switch from ON to OFF while the APU is operating will accomplish the following: Initiates an APU shutdown. Closes the APU fuel shutoff valve and the APU fuel solenoid valve. Disconnects the APU from the generator bus(es), if connected. Closes the APU bleed air valve. Closes the APU air inlet door. ON Normal position when APU is operating. START (momentary) Initiates an automatic start sequence when momentarily positioning the switch from OFF to START, and then releasing it back to the ON position.
Slide 42 of 73
This concludes the review of the APU panels. The remainder of the presentation will discuss the engines and APU in greater detail. Click Next to continue.
Engines
The 737-300/400 is powered by two General Electric CFM56-3 engines. The engine is a dual rotor axial flow turbofan of high compression ratio and high bypass ratio. Approximately 20% of the air entering the engine inlet is utilized for combustion, while the remaining 80% is bypassed (fan air). The N1 rotor consists of a fan and a three stage booster section which is connected by a through shaft to a four stage low pressure turbine. The N2 rotor consists of a high pressure compressor and a single stage high pressure turbine. The N1 and N2 rotors are mechanically independent.
CFM56-3
Slide 43 of 73
Engines
Fan Air (80%)
Engines
Engines
Engines
Engines
Engines
Engines
Gearbox
Slide 50 of 73
Engines
Combustion chamber
Slide 51 of 73
CFM56-3
Slide 52 of 73
Idle Speeds
There are two engine idle speeds: low idle and high idle.
The minimum engine speed for all flight phases is high idle, which varies with flight conditions. As temperature and airspeed decrease, high idle speed also decrease. The average high idle speed is approximately 32% N1. The minimum engine speed for all ground phases is low idle. There is one exception to the previous sentence: For the first four seconds after touchdown, the engines remain in high idle to enhance engine speed acceleration for reverse thrust, and therefore reduce braking activity. The average low idle speed is approximately 22% N1.
CFM56-3
Slide 53 of 73
Engine Schematic
FAN AIR 5TH STAGE BLEED AIR 9TH STAGE BLEED AIR
ENGINE START & IGNITION SYSTEM FROM ENGINE INDICATING SYSTEM FROM ELECTRICAL SYSTEM
Slide 54 of 73
Slide 55 of 73
Slide 56 of 73
FUEL FLOW TRANSMITTER MEC FUEL SHUTOFF VALVE MEC PMC FUEL FLOW IDLE CONTROL
OIL PRESS
OIL FILTER
SCAVENGE FILTER
OIL QUANT
OIL PUMP
OIL TEMP
FUEL FILTER
FUEL / OIL HEAT EXCHANGER FIRST STAGE FUEL PUMP ENGINE FUEL SHUTOFF VALVE
OIL TANK
FUEL OIL
Slide 57 of 73
Slide 58 of 73
Slide 59 of 73
BATTERY BUS
GRD OFF CONT FLT START SWITCH HOLDING RELAY HIGH N2 LOW N2 STARTER CUTOUT SWITCH
COMBUSTION CHAMBER
MEC
AC STANDBY BUS
Slide 60 of 73
Thrust Reverse
Each engine is equipped with a hydraulically operated thrust reverser, consisting of left and right translating sleeves. As the reverser sleeves translate aft, ten blocker doors rotate into a blocking position which forces fan air in a reverse direction, through cascade vanes, thereby producing reverse thrust. The thrust reverser is for ground operations only and is utilized after touchdown to slow the aircraft, reducing stopping distance and brake wear. Hydraulic pressure for the operation of engine No. 1 and engine No. 2 thrust reversers comes from hydraulic systems A and B respectively. If hydraulic system A or B fails, alternate operation for the affected thrust reverser is available through the standby hydraulic system. When the standby system is being utilized, the affected thrust reverser deploys and retracts at a slower rate, and therefore some thrust asymmetry can be anticipated.
Slide 61 of 73
reverse)
A system reservoir Standby system reservoir
Return
Hydraulic heat exchanger Motor Motor Motor
B system reservoir
Electric pump
P To return
Hydraulic pressure for the operation of engine No. 1 and engine No. 2 thrust reversers comes from hydraulic systems A and B respectively. If hydraulic system A or B fails, alternate operation for the affected thrust reverser is available through the standby hydraulic system.
Supply
A system pressure B system pressure Standby system pressure Case drain return
Slide 62 of 73
Thrust Reverse
When reverse thrust is selected, the isolation valve opens and the thrust reverser control valve moves to the deploy position, thereby allowing hydraulic pressure to unlock and deploy the thrust reverser system. An interlock mechanism restricts movement of the reverse thrust lever until the reverser sleeves are more than 60% deployed. As the thrust reverser reaches the fully deployed position, the reverse thrust lever can be raised to detent No. 2. This position provides adequate reverse thrust for normal operations. When necessary, the reverse thrust lever can be pulled beyond detent No. 2, providing maximum reverse thrust. When either reverser sleeve moves from the stowed position, the amber REVERSER UNLOCKED light on the center instrument panel illuminates. Downward motion of the reverse thrust lever past detent No. 1 commands the reverser to stow. Once the thrust reverser is commanded to stow, the control valve moves to the stow position allowing hydraulic pressure to stow and lock the reverser sleeves. After the thrust reverser is stowed, the isolation valve closes.
ACTUATOR (DEPLOY)
BLOCKER DOOR
CASCADE VANES
TRANSLATING SLEEVE
CASCADE VANES
TRANSLATING SLEEVE
Slide 64 of 73
Thrust Reverse
The REVERSER lights, located on the aft overhead panel, normally illuminate whenever the thrust reverser sleeves are commanded to the stow position. In this situation, the REVERSER lights illuminate because the selector valve has been commanded to the stow position, while the isolation valve remains open to allow hydraulic fluid to flow to the hydraulic actuators which close the translating sleeves. This is disagreement between the two valves, thereby illuminating the respective REVERSER light. The isolation valve will remain open for approximately ten seconds, allowing enough time for the hydraulic actuators to fully stow the thrust reverser sleeves (the MASTER CAUTION and ENG system annunciator lights are not signaled to illuminate during the ten seconds that the selector valve and isolation valve are in disagreement). When the thrust reverser sleeves are fully stowed, the isolation valve closes and the respective REVERSER light extinguishes. If a REVERSER light remains illuminated for more than approximately twelve seconds, a malfunction has occurred and the MASTER CAUTION and ENG system annunciator lights now illuminate.
Slide 65 of 73
Thrust Reverse
An auto-restow circuit compares actual thrust reverser sleeve position to the commanded thrust reverser sleeve position. In the event of an incomplete stowage or un-commanded movement of the thrust reverser sleeves toward the deployed position, the auto-restow circuit opens the isolation valve and commands the control valve to the stow position, thereby directing hydraulic pressure to stow the thrust reverser sleeves. This will result in the illumination of the respective REVERSER light. Once the auto-restow circuit is activated, the isolation valve remains open and the control valve is held in the stowed position until the thrust reverser is commanded to deploy or until corrective maintenance action is taken.
Slide 66 of 73
APU
The Auxiliary Power Unit (APU) is a self-contained gas turbine engine consisting of a compressor, turbine, and accessory drive section. It is installed within a fireproof compartment located in the tail of the aircraft. Gear driven units in the accessory drive section control the APU from startup to shutdown. The APU can be operated up to the aircraft maximum certified altitude. The APU supplies bleed air for engine starting and air conditioning. In flight or on the ground, the APU can supply bleed air to one air conditioning pack. An AC electrical generator on the APU provides an auxiliary AC power source. While on the ground, both generator bus 1 and generator bus 2 can be powered from the APU. In flight, only one generator bus can be powered from the APU.
ACCESSORY COOLING AIR DUCT APU DUCT AIR DIFFUSER DUCT EXHAUST MUFFLER VORTEX GENERATOR
EXHAUST OUTLET
APU FUEL LINE AIR INLET DOOR APU BLEED AIR DUCT
Slide 67 of 73
APU
When the AC powered fuel pumps are operating, fuel to start and operate the APU comes from the left side of the fuel manifold. If the fuel pumps are not operating, fuel is suction fed from the No. 1 fuel tank. During APU operating, fuel is automatically heated to prevent icing. APU engine air is routed to the APU through an automatically operated air inlet door located on the right side of the fuselage. APU exhaust gases are discharged overboard through an exhaust muffler. A portion of the air entering the air inlet door is drawn in by a gear driven fan and then routed to cool the electrical generator and engine oil.
EXHAUST OUTLET
EXHAUST MUFFLER
VORTEX GENERATOR
APU FUEL LINE AIR INLET DOOR APU BLEED AIR DUCT
Slide 68 of 73
APU
APU operation requires the following: APU fire handle on the overheat/fire panel must be down. APU fire control handle on the APU ground control panel must be up. Battery (BAT) switch must be ON. Electrical power to start the APU comes from the aircraft battery. While on the ground, if the battery (BAT) switch is positioned to OFF, the APU will shutdown due to the loss of power to the APU fire detector loop.
EXHAUST OUTLET
EXHAUST MUFFLER
VORTEX GENERATOR
APU FUEL LINE AIR INLET DOOR APU BLEED AIR DUCT
Slide 69 of 73
APU
The automatic start sequence begins by moving the APU start switch momentarily to the START position. This initiates opening of the APU fuel shutoff valve (located in the wheel well) and the air inlet door. When the air inlet door is fully open, the start sequence begins. If the APU does not reach the proper speed with the proper acceleration rate within the time limit of the starter, the start cycle automatically terminates. The start cycle may take as long as 135 seconds. When the APU reaches the proper speed, ignition and fuel are provided for combustion. When the APU is ready to accept a bleed air or electrical load, the APU GEN OFF BUS light illuminates. It is recommended that the APU be operated for at least one full minute before utilizing as a bleed source. This one minute stabilization period is to extend the service life of the APU.
Slide 70 of 73
APU
The APU will automatically shutdown if it encounters LOW OIL PRESSURE, HIGH OIL TEMP (FAULT), OVERSPEED or a FIRE. These four auto-shutdown features stop the operation of the APU by closing the fuel solenoid valve, which is attached to the APU fuel control unit. A combination of electrical loads and bleed air extraction may cause the EGT to rise above acceptable levels. In this scenario, the APU bleed valve will automatically modulate towards the closed position, which will result in a lower EGT.
1 AS INSTALLED
1
Slide 71 of 73
C
A) B) C) D) E) F) G) H) I) J) Output shaft Inlet plenum First stage compressor Second stage compressor Turbine plenum Bleed air valve Fuel nozzle A Igniter Combustor Turbine
J F
Slide 72 of 73
APU Schematic
ACCELERATION / LOAD CONTROL THERMOSTAT
IGNITER ACCELERATION CONTROL FCU SPEED CONTROL FUEL PUMP 3-WAY CONTROL VALVE
OVERBOARD
M
FUEL SHUTOFF VALVE
STARTER
OIL PUMP
OIL COOLER
GENERATOR
TO ELECTRICAL LOADS
TURBINE
COMPRESSOR
SPEED SWITCH
FUEL APU BLEED AIR APU CONTROL AIR RAM AIR 1 AS INSTALLED
PT. METRO BATAVIA Directorate of Operational
M
Slide 73 of 73