737NG SYSTEMS

Engine System

Document author: Mostafa Hammad

1
 Introduction…

2
Introduction
 The airplane is powered by two CFM56–7 engines. The engine is a dual–
rotor, axial–flow turbofan. The N1 rotor consists of a fan, a low–pressure
compressor and a low–pressure turbine. The N2 rotor consists of a high–
pressure compressor and a high–pressure turbine. The N1 and N2 rotors
are mechanically independent.

 The N2 rotor drives the engine gearboxes. A bleed–air–powered starter

motor is connected to the N2 rotor.

 A dual–channel electronic engine control (EEC) regulates each engine.

The EEC monitors autothrottle and flight crew inputs to automatically
set engine thrust.

 Each engine has individual flight deck controls. Thrust is set by

positioning the thrust levers. The thrust levers are positioned
Primary (upper) engine
display
Engine indication (primary engine indication)
 N1 and EGT are the primary engine indications.
The primary engine indications are normally
displayed on the center forward panel upper DU. If
that unit fails, the display automatically moves to
the lower DU. The primary engine indications can
also be manually selected to either the Captain’s
or First Officer’s inboard DU, or the lower DU, using
the respective display select panel.

 Thrust Mode Display is displayed on the upper DU

Active N1 limit is normally calculated by FMC.
Thrust mode display annunciations are: R-TO –
reduced takeoff / R-CLB – reduced climb / TO –
takeoff / CLB – climb / CRZ – cruise / GA – go–
around / CON – continuous / – – – – FMC not
computing thrust limit.
Engine indication (primary engine
indication…)
 N1 SET Outer Knob

1. AUTO – • both reference N1 bugs set by FMC based

on N1 limit page and takeoff reference page •
displays reference N1 bugs at active N1 limit for A/T.
2. BOTH – • both reference N1 bugs and readouts
manually set by turning N1 SET inner knob • has no
effect on A/T operation
3. 1 or 2 – • respective N1 reference bug and readout
manually set by turning N1 SET inner knob • has no
effect on A/T operation.

 Reference N1 Bugs Displayed (green) – with N1

SET outer knob in AUTO, 1, 2 or BOTH position.
Position corresponds to digital value on the Reference
Engine indication (primary engine
indication…)
 N1 Indications.

1. Displayed (red arc) – N1% RPM operating limit

2. Displayed (white box) – normal operating range.
 Displayed (turned red box) • operating limit
exceeded on ground after engine shutdown,
red box indicates an inflight exceedance has
occurred.

 Reversers Indication.
1. Thrust Reverser (REV) Indications
Displayed (amber) (refer to the QRH Checklist
Reversers Unlocked in Flight) – thrust reverser is
moved from stowed position.
2. Displayed (green) – thrust reverser is
 EGT
indications
 Exhaust Gas Temperature (EGT) Redlines Displayed (Upper
red dash) –
1. maximum takeoff EGT limit.
2. maximum in-flight start EGT limit when the start limit redline is
not shown.

 Exhaust Gas Temperature (EGT) Amber Bands Displayed

(amber) – lower end of band displays maximum continuous EGT
limit.

 Exhaust Gas Temperature (EGT) Start Limit Redlines

Displayed (lower red dash) –
1. until the engine achieves stabilized idle (approximately 59% N2).
2. for ground starts and some in-flight starts as determined by the
EEC.

 Engine Fail (ENG FAIL) Alert

1. Alert remains until – • engine recovers; or • start lever moved to
 EGT indications (continued…)
 Exhaust Gas Temperature (EGT) Readouts
(digital)
1. Displayed (white) – normal operating range (degrees C)
2. Displayed (amber) – maximum continuous limit
exceeded • Color change inhibited for up to 5 minutes
during takeoff or go-around (normal operation) • color
change inhibited for up to 10 minutes during takeoff or
go-around (when an engine out condition occurs within
the first 5 minutes of the inhibit)
3. Displayed (red) – maximum takeoff limit or start limit
exceeded On ground, after both engines are shut down,
red box indicates an exceedance has occurred. (refer to
the QRH checklist. engine limit surge stall in flight)
4. Displayed (white-blinking) EEC senses conditions that
may lead to hot start or stall during ground starting.
Current versions of EEC software will automatically cut
fuel for an impending hot start or stall during ground
 Upper Engine display indications
 START VALVE OPEN Alert Illuminated (amber) – (QRH>>NNC>>START
VALVE OPEN CLs)
1. steady – respective engine start valve open and air is supplied to starter
2. blinking – uncommanded opening of start valve. Alert is displayed and solid
amber boxes are displayed in unannunciated positions for that engine. All
three boxes blink for ten seconds, then alert remains on steady and solid
amber boxes are removed (see Note).
 LOW OIL PRESSURE Alert Illuminated (amber) –
1. steady – oil pressure at or below red line
2. blinking – with a condition of low oil pressure. Alert is displayed and solid
amber boxes are displayed in unannunciated positions for that engine. All
three boxes blink for ten seconds, then alert remains on steady and solid
amber boxes are removed (see Note).
 OIL FILTER BYPASS Alert Illuminated (amber) -
1. steady – indicates an impending bypass of scavenge oil filter
2. blinking – with an impending bypass. Alert is displayed and solid amber boxes
are displayed in unannunciated positions for that engine. All three boxes blink
for ten seconds, then alert remains on steady and solid amber boxes are
removed (see Note).
Secondary (lower)
engine display
 Lower engine display
 N2, fuel flow, oil pressure, oil temperature, oil quantity, and
engine vibration are the secondary engine indications. The
secondary engine indications, except for fuel flow, are manually
selected to either the Captain’s or First Officer’s inboard DU, or
the lower DU, using the respective display select panel and the
ENG switch on the engine display control panel. Fuel flow is
displayed full time on the upper display unit below the primary
engine indications.

 The secondary engine indications are automatically displayed

when:
1. the displays initially receive electrical power.
2. in flight when an engine start lever is moved to CUTOFF.
3. in flight when an engine N2 RPM is below idle.
a secondary engine parameter is exceeded. When the secondary
engine indications are automatically displayed, they cannot be
cleared until the condition is no longer present. (that’s why in the
 Lower engine display (N2 reading)
 N2 Redlines Displayed (red) – N2% RPM
operating limit

 N2 RPM Indications Displays N2% RPM

1. displayed (white) – normal operating range
2. displayed (red) – operating limit exceeded.

 N2 Readouts (digital)
1. Displayed (white) – normal operating range.
2. Displayed (red) – • operating limit exceeded • on
ground, after engine shutdown, red box indicates
Lower engine display (n2 reading and oil
pressure)
 Crossbleed Start (X–BLD) Indication
Displayed (magenta) – crossbleed air recommended for inflight
start

 Oil Pressure (OIL PRESS) Readout Displays engine oil

pressure (psi)
1. displayed (white) – normal operating range
2. displayed (amber) – caution range
3. displayed (red) – operating limit reached.

 Low Oil Pressure (OIL PRESS) Amber Band

1. low oil pressure caution range beginning at red line: variable
depending on N2% RPM above 65% N2
2. amber band not displayed below 65% N2.
3. Low Oil Pressure (OIL PRESS) Redline Displayed (red) – oil
pressure operating limit. (Refer to the QRH Checklist Engine Low
 Lower engine display (oil
temperature)
 Oil Temperature (OIL TEMP) Readout Displays
oil temperature (degrees C):
1. displayed (white) – normal operating range.
2. displayed (amber) – caution range reached.
3. displayed (red) – operating limit reached.

 High Oil Temperature (OIL TEMP) Bands: (Refer

to the QRH Checklist Engine High Oil Temperature).
1. (amber band) – oil temperature caution range.
(maximum operating time 45 minutes)
2. (red band) – oil temperature operating limit.
Lower engine display (Oil quantity)
 Oil Quantity (OIL QTY) Readout
1. Displays usable oil quantity in liters.
2. Video is reversed and LO (white) displayed for low oil
quantity. (minimum 4)

Note: An oil quantity indication as low as zero is normal if

windmilling N2 RPM is below approximately 8%.

Note: there is no minimum oil quantity limit. Therefore,

there is no low oil quantity NNC in the QRH. If abnormal oil
quantity indications are observed, check oil pressure and
oil temperature. If oil pressure and oil temperature
indications are normal, operate the engine normally.
Accomplish the appropriate NNC for any non-normal oil
pressure or oil temperature indications.(FCTM NNC ENGINE)
 Lower engine display (engine
vibration)
 Vibration (VIB) Readout

1. Displayed (white) engine vibration level.

2. Video is reversed for high vibration.( Whenever The
vibration level is more than 4.0 units ) (Refer to the
QRH Checklist Engine High Vibration)
Electronic engine control
EEC INDICATION
 Electronic Engine Control (EEC) Switches
ON – in view (white)
1. indicates normal control mode is selected.
2. engine ratings calculated by EEC from sensed atmospheric
conditions and bleed air demand.
3. when ON is not in view, the EEC has been manually selected to
the alternate mode.

ALTN – in view (amber) ( Do not get confused between EEC ALTN

& DISPLAY SOURCE indications )
4. indicated EEC has automatically switched to alternate control
mode or it has been selected manually.
5. EEC provides rated thrust or higher.
Note: Both ON and ALTN may be in view if EEC has automatically
switched to soft alternate mode.
Note: EGT limits must be observed in both normal and alternate
control modes.
EEC “Maximum thrust term”
 Maximum Thrust The term “maximum thrust” is used in various places in
the FCTM and the FCOM. Maximum thrust is attained:
1. For airplanes with electronic engine controls (EECs) operating in the normal
mode, by advancing the thrust levers full forward
2. For airplanes with EECs operating in the alternate mode, by advancing the
thrust levers to the full rated takeoff or go-around limit only. Advancing the
thrust levers to the full forward stop should only be considered if terrain
contact is imminent.

Note: Reduced takeoff thrust (ATM) may be used for takeoff on a wet runway
if approved takeoff performance data for a wet runway is used. However,
reduced takeoff thrust (ATM) is not permitted for takeoff on a runway
contaminated with standing water, slush, snow, or ice however fixed derate
method is approved.

Note: When using ATM, the takeoff thrust setting is not considered a takeoff
operating limit since minimum control speeds (VMCG and VMCA) are based on
the full rated takeoff thrust not like fixed derate method which in event of an
 Electronic engine control (EEC)
 Each engine has a full authority digital EEC. Each EEC
has two independent control channels, with automatic
channel transfer if the operating channel fails. With each
engine start or start attempt, the EEC alternates
between control channels.

1. The EEC uses thrust lever inputs to automatically

control forward and reverse thrust.
2. N1 is used by the EEC to set thrust in two control
modes: normal and alternate. Manual selection of the
control mode can be made with the EEC switches on
engine panel.

 The EEC provides N1 and N2 redline overspeed

protection in both normal and alternate modes. The EGT
limit must be observed by the crew because the EEC
Electronic engine control (EEC) normal
mode
 the EEC uses sensed flight conditions and bleed air demand to
calculate N1 thrust ratings. The EEC compares commanded N1 to
actual N1 and adjusts fuel flow to achieve the commanded N1.

 The full rated takeoff thrust for the installed engine is available at
a thrust lever position less than the forward stop.

 Fixed or assumed temperature derated takeoff thrust ratings are

set at thrust lever positions less than full rated takeoff.

 The maximum rated thrust is available at the forward stop.

Electronic engine control (EEC) hard mode
1. The EEC can operate in either of two alternate modes, soft or hard. If required
signals are not available to operate in the normal mode, the EEC
automatically changes to the soft alternate mode. When this occurs, the ALTN
switch illuminates and the ON indication remains visible.
2. In the soft alternate mode, the EEC uses the last valid flight conditions to
define engine parameters which allows the mode change to occur with no
immediate change in engine thrust.
3. The soft alternate mode remains until the hard alternate mode is entered by
either retarding the thrust lever to idle or manually selecting ALTN with the
EEC switch on the aft overhead panel.
4. Hard alternate mode thrust is always equal to or greater than normal mode
thrust for the same lever position. If the hard alternate mode is entered by
reducing the thrust lever to idle while in the soft alternate mode, the ALTN
switch remains illuminated and the ON indication remains visible. When ALTN
is selected manually, the ON indication is blanked.

Note: Loss of either DEU results in a loss of signal to both EECs. The EEC ALTN
lights illuminate and each EEC reverts to the alternate mode to prevent the
engines from operating on a single source of data.
 Idle Operation
 Idle Operation The EEC automatically selects ground minimum
idle, flight minimum idle, and approach idle.

1. Ground minimum idle is selected for ground operations and flight

minimum idle is selected for most phases of flight.
2. Approach idle is selected in flight if flaps are in landing
configuration or engine anti–ice is ON for either engine. At the
same airspeed and altitude, N1 and N2% RPM will be higher for
approach idle than for flight minimum idle. This higher% RPM
improves engine acceleration time in the event of a go–around.
3. Approach idle is maintained until after touchdown, when ground
minimum idle is selected. In flight, if a fault prevents the EEC
from receiving flap or anti–ice signals, approach idle schedule
begins below 19,000 feet MSL.
 Engine start…

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5
Engine Start System (engine start switches)
 GRD - opens start valve
1. closes engine bleed valve
2. for ground starts, arms selected igniter(s) to provide
ignition when engine start lever is moved to IDLE
3. for inflight starts, arms both igniters to provide
ignition when engine start lever is moved to IDLE
(used in XBLEED inflight engine start)
4. releases to OFF at start valve cutout.

 CONT – provides ignition to selected igniters when

engine is operating and engine start lever is in IDLE .

 Inflight - provides ignition to both igniters when N2

is below idle and engine start lever is in IDLE. (used in
Rainy Wx. & emergency descend )
Engine Start System (engine start switches)
continued…
 OFF – ignition normally off
both igniters are activated when engine start lever is in
IDLE and:
1. an uncommanded rapid decrease in N2 occurs or,
2. N2 is between 57% and 50% or,
3. in flight - N2 is between idle and 5%.

 FLT – provides ignition to both igniters when engine

start lever is in IDLE.(used in windmilling inflight
engine start & in turbulence & volcanic ash
procedure)
Engine start lever
 Engine Start Levers
IDLE –
1. energizes ignition system through EEC
2. electrically opens spar fuel shutoff valve in the
wing leading edge outboard of the pylon
3. electrically opens engine–mounted fuel shutoff
valve via the EEC.

CUTOFF –
4. closes both spar and engine fuel shutoff valves
5. de–energizes ignition system.
 Engine Start System (process)
 Starter operation requires pressurized air and electrical power. Air
from the bleed air system powers the starter motor. The APU, an
external ground cart, or the other operating engine provides the
bleed air source.

 In the GRD position, the engine start switch uses battery power to
close the engine bleed air valve and open the start valve to allow
pressure to rotate the starter. When the start valve opens, an amber
START VALVE OPEN alert is provided on the upper display unit.

 The starter rotates the N2 compressor through the accessory drive

gear system. When the engine accelerates to the recommended
value (25% N2 or max motoring), moving the engine start lever to
the IDLE position opens the fuel valves on the wing spar and engine,
and causes the EEC to supply fuel and ignition to the combustor
where the fuel ignites. Initial fuel flow indications lag actual fuel flow
by approximately two seconds, therefore, during engine start, an EGT
Engine Start System (process) continued…
 At starter cutout speed (approximately 56% N2), power is
removed from the start switch holding solenoid. The engine
start switch returns to OFF, the engine bleed air valve
returns to the selected position, and the start valve closes.

 Engine Ignition System Each engine has two igniter plugs.

The EEC arms the igniter plug(s) selected by the ignition
select switch. The left igniter plug receives power from the
associated AC transfer bus. The right igniter plug receives
power from the AC standby bus.

Note: Right igniter is used first flight of the day to for STDBY
system testing.
Note: Engine Start Can be done by the Batteries if no AC power
is available.
( Refer to the [Link]. Engine/APU. battery start)
Engine Start procedures ([Link]
Procedures)
 Normal starter duty cycle:
1. Multiple consecutive start attempts are permitted. Each
start attempt is limited to 2 minutes of starter usage.
2. A minimum of 10 seconds is needed between start
attempts.

 Extended engine motorings:

1. Starter usage is limited to 15 minutes for the first two
extended engine motorings. A minimum of 2 minutes is
needed between each attempt.
2. For the third and subsequent extended engine motorings,
starter usage is limited to 5 minutes. A minimum of 10
minutes is needed between each attempt.
Engine Start ([Link] procedures notes)
 Normal engine start considerations:
1. do not move an engine start lever to IDLE detent early or a hot
start can occur
2. keep a hand on the engine start lever while monitoring RPM, EGT
and fuel flow until stable
3. if fuel is shutoff accidentally (by closing the engine start lever)
do not reopen the engine start lever in an attempt to restart the
engine.
4. failure of the ENGINE START switch to stay in GRD until the
starter cutout RPM can cause a hot start. Do not re–engage the
ENGINE START switch until engine RPM is below 20% N2.

 Engine cooldown recommendations (before shutdown): •

run the engines for at least 3 minutes • use a thrust setting
normally used for taxi operations • routine cooldown times less
than 3 minutes are not recommended.
 Engine start ([Link] procedures
 notes…)
If a fluid leak (other than a continuous stream) from any of the engine
drains is discovered during the Exterior Inspection, the engine can be
started. If during engine start, the ground crew reports a fluid leak from an
engine drain, the engine start may be continued.

 If fluid leak continues after engine is stabilized at idle, do one of the

following
1. Shutdown the engine for maintance action or;
2. Run the engine at idle for up to 5 minutes, If fluid leak stops no
maintenance action is required
3. Shut down and restart the engine then run engine at idle for up to 5
minutes, If fluid leak stops no maintenance action is required

 For the first flight of the day, at airport elevations at or above 2,000 feet
MSL, if the temperature is below 5°C/41°F, consider placing the Ignition
select switch to BOTH before starting the engines. This may increase the
Abnormal start
procedures
 Start malfunction
 Do the ABORTED ENGINE START checklist for one or more of the
following abort start conditions:
1. the N1 or N2 does not increase or increases very slowly after the EGT
increases
2. there is no oil pressure indication by the time that the engine is stable
at idle
3. the EGT does not increase by 15 seconds after the engine start lever is
moved to IDLE detent
4. the EGT quickly nears or exceeds the start limit

 Tail Pipe fire ( During start Ground notify the flight deck that fire is
coming from the back of the engine ) (Refer to the QRH. Checklist tail
pipe fire)

 CDS Fault (After the starting the engine number 2, you noticed CDS
FAULT on the lower part of the PFD) (Refer to QRH. Checklist CDS fault)
 Abnormal Start Protection
 During ground starts, the EEC monitors engine parameters to detect
impending hot starts, engine stalls, EGT start limit exceedances, and wet
starts. These protection features do not function during inflight starts.

 If an impending hot start is detected by a rapid rise in EGT or EGT

approaching the start limit, or a compressor stall occurs, the white box
surrounding the EGT digital readout flashes white. The flashing white box
resets when the start lever is moved to CUTOFF or the engine reaches idle
N2.

 If the EGT exceeds the starting limit, the EGT display, both box and dial, turn
red. The EEC automatically turns off the ignition and shuts off fuel to the
engine. The alert terminates and the display returns to white when EGT
drops below the start limit.

 A wet start occurs if the EGT does not rise after the start lever is moved to
IDLE. If a wet start is detected, the EEC turns off the ignition and shuts off
Engine fuel system
 Engine fuel system
 Fuel is delivered under pressure from fuel pumps located in the fuel
tanks.

 The fuel flows through a fuel spar shutoff valve located at the
engine mounting wing stations.

 The fuel passes through the first stage engine fuel pump where
pressure is increased.

 It then passes through two fuel/oil heat exchangers where IDG oil
and main engine oil heat the fuel.

 A fuel filter then removes contaminants.

 Fuel automatically bypasses the filter if the filter becomes

saturated. Before the fuel bypass occurs, the fuel FILTER BYPASS
alert illuminates on the fuel control panel. (Refer to the QRH
Engine fuel system (continued…)
 The second stage engine fuel pump adds more pressure
before the fuel reaches the hydro mechanical unit (HMU).
To meet thrust requirements, the EEC meters fuel through
the HMU.

 The spar fuel shutoff valve and engine fuel shutoff valve
allow fuel flow to the engine when both valves are open.
The valves are open when the engine fire switch is in and
the start lever is in IDLE. Both valves close when either
the start lever is in CUTOFF or the engine fire switch is
out. SPAR VALVE CLOSED and ENG VALVE CLOSED lights
located on the overhead panel indicate valve position.

 Fuel flow is measured after passing through the engine

fuel shutoff valve and is displayed on the display unit.
Engine oil system
 Engine oil system
 Oil from the individual engine tank is circulated under pressure, through the
engine to lubricate the engine bearings and accessory gearbox.

 The oil quantity indicator, oil temperature indicator, oil pressure indicator
and LOW OIL PRESSURE alert are all located on the display unit.

 The oil system is pressurized by the engine driven oil pump. Oil from the
pump, goes to the engine bearings and gearbox.

 Sensors for the oil temperature indicator, oil pressure indicator and LOW OIL
PRESSURE alert are located downstream of the oil pump prior to engine
lubrication.

 Oil is returned to the oil tank by engine driven scavenge pumps. From the
scavenge pumps oil passes through a scavenge filter.

 If the filter becomes saturated with contaminants, oil automatically

bypasses the filter. Prior to the oil bypassing the scavenge filter, the OIL
FILTER BYPASS alert illuminates on the upper display unit. (Review the
 In-flight Start

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2
 In-flight Start
 Two methods of starting an engine inflight are available,
windmill(start switch on FLT) and cross-bleed (Start switch on
GRD).

 None of the ground start protection features are functional during

inflight start.

Note: if EGT does not increase within 30 seconds abort the engine
inflight start (wet start)
Note: At low N2 values, the oil scavenge pump may not provide
enough pressure to return oil to the tank, causing a low oil quantity
indication. Normal oil quantity should be indicated after start.

 If cross-bleed starting is required, the X–BLD indication (XB for

the compact engine display) is displayed above the N2 dial. This
 In-flight Start (CONTINUED…)
 During engine inflight starts the EGT start limit redline can be
shown depending on the start logic as determined by the EEC. If
only the EGT redline is shown, this is the inflight start EGT limit.

 If both the EGT redline and the EGT start limit redline are shown,
the start limit redline is the inflight start EGT limit for all engine
starts.

 Auto-Relight An auto-relight capability is provided for flameout

protection. Whenever the EEC detects an engine flameout, both
igniters are activated. A flameout is detected when an
uncommanded rapid decrease in N2 occurs, or N2 is below idle
RPM.
 THRUST
REVERSERS

4
5
 Thrust Reversers
 Each engine is equipped with a hydraulically operated thrust
reverser, consisting of left and right translating sleeves. Aft
movement of the reverser sleeves causes blocker doors to deflect fan
discharge air forward, through fixed cascade vanes, producing
reverse thrust.

 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 and/or B fails, alternate operation for the
affected thrust reverser is available through the standby hydraulic
system. When the standby system is used, the affected thrust
reverser deploys and retracts at a slower rate and some thrust
asymmetry can be anticipated.

 The thrust reverser can be deployed when either radio altimeter

senses less than 10 feet altitude, or when the air/ground safety
sensor is in the ground mode. Movement of the reverse thrust levers
 Thrust Reversers (CONTINUED…)
 When reverse thrust is selected, an electro–mechanical lock
releases, the isolation valve opens and the thrust reverser control
valve moves to the deploy position, allowing hydraulic pressure to
unlock and deploy the reverser system.

 An interlock mechanism restricts movement of the reverse thrust

lever until the reverser sleeves have approached the deployed
position. When either reverser sleeve moves from the stowed
position, the amber REV indication, located on the upper display
unit, illuminates.

 As the thrust reverser reaches the deployed position, the REV

indication illuminates green and the reverse thrust lever can be
raised to detent No. 2. This position provides adequate reverse
thrust for normal operations
 Thrust Reversers (CONTINUED…)
 Downward motion of the reverse thrust lever past detent No. 1
(reverse idle thrust) initiates the command to stow the reverser.
When the lever reaches the full down position, 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 and the electro–mechanical lock
engages.

 The REVERSER light, located on the aft overhead panel,

illuminates when the thrust reverser is commanded to stow and
extinguishes 10 seconds later when the isolation valve closes.

 Any time the REVERSER light illuminates for more than

approximately 12 seconds, a malfunction has occurred and the
 Thrust Reversers (CONTINUED…)
 When the reverser sleeves are in the stow position, an electro–
mechanical lock and a hydraulically operated locking actuator
inhibit motion to each reverser sleeve until reverser extension is
selected.

 Additionally, an auto–restow circuit compares the actual reverser

sleeve position and the commanded reverser position. In the
event of incomplete stowage or uncommanded movement of the
reverser sleeves toward the deployed position, the auto–restow
circuit opens the isolation valve and commands the control valve
to the stow position directing hydraulic pressure to stow the
reverser sleeves.
AIRBORNE
VIBRATION SYSTEM
 Airborne Vibration Monitoring System

 The airborne vibration monitoring (AVM) system monitors

engine vibration levels. Its primary function is the display of
low and high pressure rotor synchronous vibration on the
secondary engine display. The AVM is also used to balance the
low pressure rotor. Balancing reduces high vibration indication
or audible noise and tactile vibration.

 At a vibration level is more than 4.0 units. Airframe vibration

may or may not be felt. (Refer to the QRH. Checklist Engine
High Vibration)
ENGINE FAILURES
TYPES

5
2
 Engine Malfunction / Failure types identification
 If we ENCOUNTERTED an ENG FAIL message and positive N1 & N2 readings. ( engine flameout ).
( Refer to the QRH Checklist the Engine failure or shutdown )

 If we ENCOUNTERTED a red EGT with severe airframe vibration. (Bird strike or fan blade rupture)
(Refer to the QRH Checklist engine fire or engine severe damage or separation ).

 If we ENCOUNTERTED an Eng Fail message, N1 0% N2 0%. (Engine seizure)

(Refer to the QRH Checklist engine fire or engine severe damage or separation ).

 If we ENCOUNTERTED a red EGT without airframe vibration.

( Refer to the QRH Checklist Limit Surge Stall )

 If WE ENCOUNTERTED thrust lever no response or Flames in the engine inlet or exhaust are reported without a fire
bell warning.
( Refer to the QRH Checklist Limit Surge Stall )

 If we ENCOUNTERTED a normal EGT indication and normal engine parameters with airframe vibration.
Engine and APU
limitations
 Engine and APU limitations
 Engine Ignition Engine ignition must be on for:
1. Takeoff. (CONT POSITION)
2. landing. (CONT POSITION)
3. operation in heavy rain. (CONT POSITION)
4. anti-ice operation. (CONT POSITION)

 Reverse Thrust: Intentional selection of reverse thrust in flight is

prohibited.

 APU
1. # Airplanes operating with EASA Certification: APU bleed + electrical
load: max alt 10,000 ft.
2. # APU bleed: max alt 17,000 ft.
3. # APU electrical load: max alt 41,000 ft.
APU SYSTEM
 INTRODUCTION
 The auxiliary power unit (APU) is a self–contained gas turbine
engine installed within a fireproof compartment located in the tail
of the airplane.

 The APU supplies bleed air for engine starting or air conditioning.
An AC electrical generator on the APU provides an auxiliary AC
power source.

 The APU starts and operates up to the airplane maximum

certified altitude.

 The APU supplies bleed air for both air conditioning packs on the
ground or one pack in flight. Both transfer busses can be powered
on the ground or in flight.
 INTRODUCTION (CONTINUED…)
 Fuel to start and operate the APU comes from the left side of the
fuel manifold when the AC fuel pumps are operating. If the AC
fuel pumps are not operating, fuel is suction fed from the No. 1
tank. During APU operation, fuel is automatically heated to
prevent icing.

 APU engine air routes to the APU through an automatically

operated air inlet door located on the right side of the fuselage.
APU exhaust gases discharge overboard through an exhaust
muffler.

 Air for APU cooling enters through a cooling air inlet above the
APU exhaust outlet. This air circulates through the APU
compartment, passes through the oil cooler and vents through
the exhaust outlet.
Note: After three consecutive aborted start attempts, a fifteen
 Electrical Requirements for APU
Operation
 Electrical power to start the APU comes from No. 1 transfer bus or
the airplane main battery. With AC power available, the starter
generator uses AC power to start the APU.

 With no AC power, the starter generator uses battery power to

start the APU. Moving the battery switch to OFF on the ground or
in the air automatically shuts down the APU because of power
loss to the electronic control unit.
 APU START
 The automatic start sequence begins by moving the APU switch momentarily to START. This
initiates opening of the air inlet door. When the APU inlet door reaches the full open position
the start sequence begins.

 After the APU reaches the proper speed, ignition and fuel are provided. When the APU is
ready to accept a bleed air or electrical load the APU GEN OFF BUS light illuminates.
Note: When the APU is started using battery power only, there is no indication on the electrical
metering panel that the APU generator has come on line and is ready to be selected. Both the
frequency and voltage readings are zero until the APU generator is placed on line.
Note: During the APU start cycle, the APU EGT indication may fluctuate from 0º to 1100º C prior
to normal EGT rise and the LOW OIL PRESSURE light may cycle on and off several times. These
indications have no adverse effect on starting the APU. It is not necessary to monitor EGT
during start.

 The start cycle may take as long as 120 seconds. Automatic shutdown occurs in the event of
EGT exceedance.

 Operate the APU for one full minute before using it as a bleed air source. This one minute
 APU SHUT DOWN
 Operate the APU for one full minute with no bleed air load prior to
shutdown. This cooling period is recommended to extend the
service life of the APU. When the APU switch is moved to OFF,
this time delay is met automatically.

 Moving the APU switch to OFF trips the APU generator, closes the
APU bleed air valve and extinguishes the APU GEN OFF BUS light.
Shutdown occurs automatically after 60 seconds.

 When the APU speed decreases sufficiently during shutdown, the

fuel valve and inlet door close. If the fuel valve does not close,
the FAULT light will illuminate after approximately 30 seconds.

 An immediate shutdown can be accomplished by pulling the APU

fire switch.
 Electronic Control Unit (ECU)
 An electronic control unit (ECU) monitors and controls the APU.
Automatic shutdown protection is provided for overspeed
conditions, low oil pressure, high oil temperature, APU fire, fuel
control unit failure, EGT exceedance, and other system faults
monitored by the ECU.

 The ECU automatically controls APU speed through the electronic

fuel control. If speed or EGT exceed acceptable levels with the
APU providing electrical load only, some electrical load is shed.

 When electrical load and air extraction raise the EGT above
acceptable levels during engine starting, electrical load shedding
occurs prior to reducing bleed air. When electrical load and air
extraction raise the EGT above acceptable levels other than
during engine starting, the inlet guide vanes move toward a
closed position, reducing bleed air extraction while maintaining
electrical load
 APU SHUT INDICATIONS
• APU Maintenance (MAINT) Light Illuminated (blue) – APU
maintenance problem exists:
1. APU may be operated
2. light is disarmed when APU switch is in OFF.

• APU Exhaust Gas Temperature (EGT) Indicator -Displays

APU EGT EGT indicator remains powered for 5 minutes after
shutdown.

• APU OVERSPEED Light Illuminated (amber) –

1. APU RPM limit has been exceeded resulting in an automatic
shutdown
2. overspeed shutdown protection feature has failed a self–test
during a normal APU shutdown
3. if light is illuminated when APU switch is placed to OFF, light
extinguishes after 5 minutes
APU SYSTEM INDICATIONS
(Continued…)
 APU FAULT Light Illuminated (amber) –
1. a malfunction exists causing APU to initiate an
automatic shutdown.
2. if light is illuminated when APU switch is placed to OFF,
light extinguishes after 5 minutes.
3. light is disarmed when APU switch is in OFF position.

 APU LOW OIL PRESSURE Light Illuminated

(amber) –
1. during start until the APU oil pressure is normal.
2. oil pressure is low causing an automatic shutdown
(after start cycle is complete).
3. if light is illuminated when APU switch is placed to OFF,
light extinguishes after 5 minutes.
4. light is disarmed when APU switch is in OFF position.
 FAMILIRIZATION ON
OTHER ENGINE
TOPICS
6
5
FAMILIRIZATION ON OTHER
ENGINES TOPICS
 Drift down procedures ([Link] chapter)

 Recommended technique for engine inflight shutdown (FCTM.

NNC. Engine)

 Loss Of Thrust On Both Engines ([Link])

QUESTIONS
 QUESTIONS
 In the event of loss of thrust on both engines, what do you know about
starter assist start?

 What is the usage of the manual N1 selector knob?

 What is the engine sustainable idle?

 What are the engine severe damage different indications?

 What is the difference between the EGT upper red line in take-off & inflight ?

 Just after take off, you noticed abnormal low oil quantity, what will be your
call?

 during start white EGT blinking due to a hot start malf. occurs after engine
shutdown blinking stopped and indication returned white again, can another
 QUESTIONS
 We know that the engine oil is cooled via the main cooler heat exchanger (FUEL), how does
the APU oil is cooled?

 If external power is used, APU start uses AC or DC power ?

 Does engine start attempts are restricted to certain number of trials?

 When does the engine ignitions should be set on BOTH?

 Which checklists you ll advise on ground or inflight, if fire was reported coming from the
engine without a engine fire warning?

 What is the use of extended motoring for pilots operation?

 What are the different types of an engine failure ?

 When does the engine derate is removed?

QUESTIONS
 When does the igniters engages even if it was selected on the OFF position?

 When the secondary display automatically displays, can it be cleared if the

condition still present ?

 When does the EEC gets energized during BAT start?

 What are the Indications of a wet start during flight & on ground ?

 Why during first flight of the day, right igniters should be used?

 Does the AFT overhead reversers light illuminate during normal operation?

 Can thrust reversers operate before touchdown ?

 After an AUTO RESTOW is completed, how does the isolation valve is closed?
 QUESTIONS
 What is maximum time to operate the high oil temperature amber band?

 When N2 reaches __ the low oil amber band caution range is displayed.

 When does the EGT AMBER indications are inhibited ?

 During departure, after reaching thrust reduction altitude, you observed that climb
thrust was not engaged & then after disengaging the auto-throttle, you observed that
you have no engine response with the thrust lever movement, which checklist will you
advise?

 When does the steady engine alert light on the engine display inhibit?

 What is difference between GRD position of the engine start switches on ground &
inflight ?
 QUESTIONS
 After setting Flaps to 30 an engine failure has occurred during final what is the
correct flaps setting used?

 During GA with a single engine what should be your acceleration height altitude?

 Which checklists you ll advise on ground or inflight, if fire was reported coming
from the engine without a engine fire warning?

 What would be your action if oil filter by pass lights illuminates during start in
cold weather operation?

 Can the APU be started at the airplane maximum certified altitude, what is the
recommended altitude for APU Start?

 During TO calculations, there the difference between both engines N1, when
engine bleeds/packs are ON, what could be the reason?
Thank you…