Created by Rafik Chabou ENGINE CF6-80E1 General Familiarization 33 3 3 - - E E n n g g i i n n e e S S y y s s t t e e m m s s Fuel System Objectives Given an objective exercise, you will be able to: Identify the location of the components of the fuel system Identify the components of the fuel system Identify the purpose of the components of the fuel system Identify the purpose of the fuel system Identify the operation of the fuel system Overview The fuel system consists of different components that function together to distribute fuel to different engine systems and components. The fuel system consists of the following components: Fuel pump Fuel/oil heat exchanger Fuel filter Servo fuel heater Hydromechanical unit (HMU) IDG fuel/oil heat exchanger Fuel flow transmitter Fuel manifolds Fuel nozzles Combustor drain valve
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Created by Rafik Chabou ENGINE CF6-80E1 General Familiarization
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33 -- EE nn gg ii nn ee SS yy ss tt ee mm ss Fuel System
ObjectivesGiven an objective exercise, you will be able to:
Identify the location of the components of the fuel system Identify the components of the fuel system Identify the purpose of the components of the fuel system Identify the purpose of the fuel system Identify the operation of the fuel system
OverviewThe fuel system consists of different components that function together todistribute fuel to different engine systems and components. The fuelsystem consists of the following components:
fuel flow and pressure to meet engine burn flow requirements. The fuel
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pump is also designed to supply servo fuel flow to all fuel-powered servo
controls on the engine.
Fuel/Oil Heat ExchangerLocation: The fuel/oil heat exchanger is mounted directly on the fuel pump
on the inboard side.
Identification: The fuel/oil heat
exchanger is made up of a number of
chambers containing tubes and baffles.
The fuel/oil heat exchanger also has an
oil bypass valve.
Purpose: The function of the fuel/oil heat exchanger is to cool the engine oiland to heat the engine fuel. Cooling of the oil helps in maintaining the oilviscosity, and heating of the fuel prevents icing and improves fuelatomization.
Fuel FilterLocation: The fuel filter is installed on the outboard side of the fuel pump.
Identification: The fuel filter contains a removable
filter bowl with a disposable filter element. The
bowl contains an inlet for fuel from the fuel pump,
and an outlet for fuel to the HMU. The fuel filter
also has a servo outlet port for sending a small
quantity of fuel to the servo fuel heater.
Purpose: The fuel filter is used to remove impurities
from the fuel before the fuel flows to the HMU.
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Servo Fuel HeaterLocation: The servo fuel heater is mounted on the right side of theaccessory gearbox, just below the heat shield.
Identification: The servo
fuel heater is a fuel/oil
heat exchanger containing
chambers with tubes and
baffles. The servo fuel
heater also contains a delta
pressure oil bypass valve
and a thermal bypass valve.
Purpose: The servo fuel heater provides additional heating of the fuelbefore it flows to the servo section of the HMU.
Hydromechanical Unit(HMU)Location: The hydromechanical
unit (HMU) is bolted to the front
face of the AGB, just below the
IDG air/oil cooler.
Identification: The HMUcontains the following valves:
Fuel metering valve (FMV) Pressurizing and shutoff valve (PSOV)
In addition, the HMU contains ports for providing interfaces with fuel inlets
and outlets to and from different engine components. The HMU also
contains connections for the ECU channel A and channel B connectors.
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Purpose:
Meters and distributes the correct amount of fuel for combustionunder all operating conditions
Provides servo fuel pressure for the positioning of actuators andvalves of the engine systems
IDG Fuel/Oil Heat ExchangerLocation: The IDG fuel/oil heat exchanger is on the right side of the AGB,just below the servo fuel heater.
Identification: The IDG fuel/oil heat
exchanger consists of a rectangular metal
box with inlet and outlet connections for
fuel. The inside of the box contains a
number of chambers, baffles, and hollow
tubes. The IDG fuel/oil heat exchanger
also contains a bypass valve.
Purpose: The IDG fuel/oil heat exchangerhelps to cool the IDG oil.
Fuel Flow TransmitterLocation: The fuel flow transmitter is on the right side of the AGB, just aftof the HMU.
Identification: The fuel flow
transmitter is an electro-mechanical
component that consists of a rotor
and a set of magnets with electrical
coils. An electrical connector sends
signals from the transmitter to the
ECU.
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Purpose: The fuel flow transmitter measures the total mass of fuel flow to
the engine combustor. The fuel filter transmitter sends this information to
the ECU as an electrical signal.
Fuel ManifoldsLocation: The fuel manifolds are mounted around the circumference of the
CRF.Identification: The engine contains a
set of three fuel manifolds. Of these,
two are fuel-feed manifolds and the
third is the drain manifold. Each of the
three manifolds is divided into two
halves, one for each side of the engine.
Purpose: The two fuel feed manifolds
distribute metered fuel from the HMU
to the 30 fuel nozzles. The drain manifold collects leaking fuel that may leak
from the nozzle connections.
Fuel NozzlesLocation: The fuel nozzles are located around thecircumference of the CRF.Identification: The engine contains 30 fuel nozzles.
Each nozzle contains a check valve, primary, and
secondary fuel flow circuits, and a fuel divider valve.
Purpose: The fuel nozzles distribute atomized fuel to
the combustor for combustion during starting, and for
low and high power engine operations.
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Combustor Drain ValveLocation: The combustor drain valve is mounted
on the seventh stage LPT cooling manifold at the
5:30 position.
Identification: The combustor drain valve is a
spring-loaded drain valve with inlet and outlet
fittings.
Purpose: The combustor drain valve allows fuel
and other liquids to drain overboard out of the rear of the engine nacelle.
Control SystemObjectivesGiven an objective exercise, you will be able to:
Identify the location of the components of the control system Identify the components of the control system Identify the purpose of the components of the control system Identify the purpose of the control system Identify the operation of the control system
OverviewThe control system consists of the following components that provide enginecontrol under all operating conditions:
Electronic control unit (ECU) Permanent magnet alternator (PMA) Engine rating/identification plug N1 sensor N2 sensor T4.9 (EGT) sensors Ps3 sensor PO sensor T12 sensor Ps12 sensor
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T2.5 sensor T3 sensor Fuel temperature sensor Thrust reverser position feedback RVDT sensor Optional sensors (T5 /Ps14 /P2.5 /P4.9)
In this lesson, you will learn about the location, identification, and purposeof the components, and the operation of the control system.
Location Left Side View
The components of the control system are listed below. The electronic control unit (ECU) is on the fan case at the 8:30
position. The permanent magnet alternator (PMA) is mounted to the left of the
lube and scavenge pump on the forward side of the AGB.
The T4.9 exhaust gas temperature (EGT) sensors are installed aroundthe circumference of the low pressure turbine (LPT) case.
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The T12 sensor is installed on the forward fan case at the 12 o'clockposition.
The T3 sensor is installed on the CRF at the 11:30 position.
The T5 sensor is an optional control system componentthat is installed on the turbine rear frame (TRF) atthe 9:30 position.
The engine rating/identification plug is connected tothe J11 connector on the ECU and is also attached tothe fan case.
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The T2.5 sensor is installed on the aft side of the fan frame at the7:30 position.
The Ps12 sensors are installed at approximately 10:30 and 1:30positions on the forward fan case.
The PO sensor is at the bottom of the ECU.
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The Ps14 sensor is an optional control system component that is on theaft fan case at the 10:30 position.
The P2.5 sensor is an optional control system component that isinstalled on the aft side of the fan frame at the 7:30 position.
The Ps3 sensors are inside the ECU. Bleed air is ported from the 3o'clock position on the CRF to the sensors through a tubing.
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Location Right Side ViewThe components of the control system are listed below.
The N1 sensor is installed on the fan frame at the 2 o'clock position.
The N2 sensor is installed on the front right side of the accessorygearbox, inboard of the HMU.
The P4.9 sensor is an optional control system that is on the LPT caseat the 3:30 position.
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The fuel temperature sensor is installed between the fuel flowtransmitter and the fuel manifolds.
LocationThe components of the control system are listed below.
The thrust reverser RVDT (rotary variable differential transducer)
sensor is installed on a drive pad on top of the center drive unit (CDU)
of the thrust reverser.
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PurposeThe control system provides a complete range of engine control under all
steady state and transient state engine operating conditions. This is done by
accurately controlling the fuel flow, primary and parasitic airflows, internal
clearances, start sequences and igniter operation. The system also controls
the thrust reverser system operation.
Operation
The electrically powered ECU is the primary component of the engine control
system. The ECU receives digital and analog data from different parts of
the engine and the aircraft. Engine data includes information about speeds,
pressures, and temperatures. This information is sent to the ECU by sensors
mounted on different locations on the engine. The ECU also receives
feedback from various engine actuators and valves. Information from the air
system, the start system, the IDG system, the oil system, and the thrust
reverser system is also sent to the ECU.
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The aircraft data includes information about the position of the thrust
control levers and flight deck switches. In addition, information from the
computers and display systems of the aircraft is also routed to the ECU
The ECU processes different engine and aircraft inputs. The ECU controls
the position of the fuel metering valve in the HMU so that the correct
amount of fuel is sent to the combustion chamber, the engine actuators, and
the valves. The control system also correctly positions the start system, the
ignition system, and the thrust reverser system.
Electronic Control UnitLocation: The electronic control unit (ECU) is on the fan case at the 8:30position.
Identification: The ECU is
a computer that is enclosed
in an aluminum casing. The
ECU contains electrical
connectors for interfacing
with different engine and
aircraft systems and
components.
Purpose:
Controls the functioning of different engine systems and componentsunder all operating conditions
Provides inputs for display on the flight deck Checks for malfunctioning of important engine systems and
components Allows basic maintenance testing of the engine systems and
components
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As an optional feature, the ECU monitors the functioning of certainengine parameters to help forecast trends in engine performance
Permanent Magnet AlternatorLocation: The permanent magnet alternator (PMA) is mounted to the left ofthe lube and scavenge pump on the forward side of the AGB.
Identification: The PMA
consists of a three-phase
magnetic rotor that is contained
in a stator housing.
Purpose: The PMA provides
electrical power to the ECU
during regular engine operation.
Engine Rating/Identification PlugLocation: The engine rating/identification plug is connected to the J11connector on the ECU and is also attached to the fan case.
Identification: The engine
rating/identification plug is an
electrical plug that is attached to the
fan case by a lanyard.
Purpose: The plug provides the thrust
and engine configuration information to
the ECU for the correct control of
engine valves and actuators.
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N1 SensorLocation: The N1 sensor is installed on the fan frame at the 2 o'clockposition.
Identification: The N1 sensor is a
magnetic pulse-type sensor with
three electrical coils and two
electrical connectors.
Purpose: The N1 sensor provides two
fan speed signals to the ECU and one
to the flight deck. The fan speed
signals help the ECU to perform the engine control functions, and to display
the N1 indication on the engine warning display (EWD) on the flight deck.
N2 SensorLocation: The N2 sensor is installed on the front right side of the accessorygearbox, inboard of the HMU.
Identification: The N2
sensor is a magnetic
pulse-type sensor with
three electrical coils and
two electrical connectors.
Purpose: The N2 sensor
provides two core speed
signals to the ECU and one
to the flight deck. The core engine speed signals help the ECU to perform
the various engine control functions, and to display the N2 indication on the
engine warning display (EWD) on the flight deck
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T4.9 (EGT) Sensors
Location: The T4.9 exhaust gas temperature (EGT) sensors are installedaround the outside of the low pressure turbine(LPT) case.Identification: There are eight T4.9 (EGT)
sensors that protrude into the discharge
airflow from the high pressure turbine (HPT).
Four sensors are connected together using an
electrical harness and are in the upper half of
the LPT case. The remaining four sensors are
connected using a different electrical harness
and are in the lower half of the LPT case.
Purpose: The T4.9 (EGT) sensors provide the temperature signals of the
HPT discharge air to the electronic control unit (ECU). The HPT discharge
air temperature helps the ECU to carry out engine control functions. The
sensors also display the T4.9 (EGT) indication on the engine warning display
(EWD) on the flight deck.
Ps3 Sensors
Location: The Ps3 sensors are inside the ECU.Bleed air is ported from the 3 o'clock position onthe CRF to the sensors through a tubing.
Identification: There are two Ps3 sensors. Each
sensor is a pressure transducer. An air fitting
that is located at the 3 o'clock position on the CRF is used to port the air to
the two sensors.
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Purpose: The purpose of the Ps3 sensors is to provide compressor discharge
air pressure input to the ECU. The compressor discharge air pressure input
helps the ECU to carry out engine control functions.
PO Sensor
Location: The PO sensor is at the bottom of the ECU.
Identification: The PO sensor is the open port
on the pressure manifold that is located at the
bottom of the ECU.
Purpose: The PO sensor provides ambient air
pressure input to the ECU. The ambient air
pressure input helps the ECU to carry out engine control functions.
T12 Sensor
Location: The T12 sensor is installed on the forward fan case at the 12o'clock position.
Identification: The T12 sensor is a resistant,
thermal device that protrudes into the fan
inlet airstream.
Purpose: The T12 sensor provides a fan inlet
air temperature input to the ECU. The fan inlet
air temperature input helps the ECU to carry
out engine control functions.
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Ps12 Sensors
Location: The Ps12 sensors are installed at approximately 10:30 and 1:30positions on the forward fan case.
Identification: There are two Ps12 sensors, both
of which are static ports on the fan case.
Purpose: The Ps12 sensors provide the fan inlet
air pressure to the ECU to help it to carry out
engine control functions.
T2.5 Sensor
Location: The T2.5 sensor is mounted on the aft side of the fan frame atthe 7:30 position.
Identification: The T2.5 sensor is a
resistant, temperature detector-type sensor
that protrudes into the HPC inlet airstream.
Purpose: The T2.5 sensor provides the HPC
inlet air temperature input to the ECU. The
HPC inlet air temperature input helps the
ECU to carry out engine control functions
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T3 Sensor
Location: The T3 sensor is installed on the CRF at the 11:30 position.
Identification: The T3 sensor is a
thermocouple sensor that protrudes
into the HPC discharge airflow.
Purpose: The T3 sensor provides the
temperature of the HPC discharge
air to the ECU. The HPC discharge
air temperature helps the ECU carry
out engine control functions.
Fuel Temperature Sensor
Location: The fuel temperature sensor is installed between the fuel flowtransmitter and the fuel manifolds.
Identification: The fuel temperature sensor is
a thermocouple sensor with two junctions. The
two junctions of the thermocouple sensors are
immersed in the fuel that flows from the HMU
to the fuel manifolds.
Purpose: The fuel temperature sensor measures the temperature of the
metered fuel that is discharged from the HMU, and sends this information
to the ECU. The ECU uses this signal to control the IDG air/oil cooler
control valve.
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Thrust Reverser Position Feedback RVDT Sensor
Location: The thrust reverser position feedback RVDT (rotary variable
differential transducer) sensor is installed on a drive pad on top of the
center drive unit (CDU) of the thrust reverser.
Identification: The thrust reverser
position feedback RVDT sensor is an
electronic sensor with mechanical
components. The thrust reverser
position feedback RVDT sensor
contains a reduction gearbox assembly
that is attached to dual variable transducers.
Purpose: The thrust reverser position feedback RVDT sensor sendsinformation about the position of the translating cowl to the ECU.
T5 Sensor
Location: The T5 sensor is an optional control system
component that is installed on the turbine rear frame
at the 9:30 position.
Identification: The T5 sensor consists of two
thermocouples with junctions at two different locations
along the axis of the sensor.
Purpose: The T5 sensor provides the total temperature
of the LPT discharge airflow to the ECU.
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Ps14 Sensor
Location: The Ps14 sensor is an optional control system component that is onthe aft fan case at the 10:30 position.
Identification: The Ps14 sensor
consists of a probe that is connected to
a pressure transducer in the ECU
through an external air tube.
Purpose: The Ps14 sensor provides the
ECU with an indication of the static
pressure of the fan discharge airflow
for extended condition monitoring of the engine performance.
P2.5 Sensor
Location: The P2.5 sensor is an optional control system component that isinstalled on the aft side of the fan frame at the 7:30 position.
Identification: The P2.5 sensor is a pressure
transducer that is connected to the ECU through
an external air tube. The air tube ports air to the
ECU from the cone-shaped opening on top of the
T2.5 sensor.
Purpose: The P2.5 sensor provides the ECU with
an indication of the pressure of the HPC inlet
airstream for extended condition monitoring of
the engine performance.
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P4.9 Sensor
Location: The P4.9 sensor is installed at the 3:30 o'clock position on the LPTcase, just aft of the forward flange. The P4.9 sensor is optional.
Identification: The P4.9
sensor has four cone-shaped
total pressure inputs machined
into a raised boss on the
leading edge of the probe.
Purpose: The P4.9 sensor
supplies the total pressure of
the LPT inlet airflow to the
ECU for extended conditioning monitoring of the engine performance.
Air Control SystemObjectives
Given an objective exercise, you will be able to:
Identify the location of the components of the air control system Identify the components of the air control system Identify the purpose of the components of the air control system Identify the purpose of the air control system Identify the operation of the air control system
Overview
The air control system consists of different subsystems and components
that regulate air in different areas of the engine. The air control system
consists of the following subsystems and components:
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Bore cooling system Variable stator vane (VSV) system Variable bleed valve (VBV) system Core compartment cooling system High pressure turbine active clearance control (HPTACC) Low pressure turbine active clearance control (LPTACC) 7th stage delta pressure switches IDG air/oil cooling system
In this lesson, you will learn about the location, identification, and purposeof the components, and operation of the air control system.
Location Left Side ViewThe components of the air control system are listed below.
The bore cooling system consists of components that are installed onthe outer surface of the aft fan case and along the length of the coremodule.
The variable bleed valve (VBV) system consists of components that areinstalled around the hub of the fan frame.
The core compartment cooling system consists of components that areon the upper left-hand side of the HPC and around the engine.
The components of the low pressure turbine active clearance control(LPTACC) system are installed at the 9 o'clock position on the coreengine and also around the LPT.
The 7th stage delta pressure switches are installed at the 11:30position on the outer surface of the HPC case.
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Location Right Side ViewThe components of the air control system are listed below.
The high pressure turbine active clearance control (HPTACC) systemstarts at the 2 o'clock position on the HPC outer case. From thisposition, the HPTACC system extends around the outer surface of theHPT case.
The IDG air/oil cooling system consists of components that areinstalled on the right hand side of the HPC.
The VSV system consists of components that are installed on theouter surface of the HPC from the inlet guide vanes (IGV) to thestage 5 variable stator vanes.
PurposeThe purpose of the air control system is to regulate supply of air throughthe engine. This ensures proper functioning of different engine control andcooling systems, and optimizes specific fuel consumption.
OperationUsing the core speed and engine temperature inputs, the ECU regulates theopening and closing of the three bore cooling valves on the aft fan case. Thismakes sure that during cruise conditions, the engine core receives optimumprimary airflow.
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The ECU also uses the altitude and fan speed inputs to regulate the openingand closing of the core compartment cooling valve. This makes sure that thecore compartment receives the optimum amount of cooling airflow during alloperating conditions.
The ECU sends a signal to the hydromechanical unit (HMU) to meter fuelpressure to open or close the HPT and LPT active clearance control valves.This keeps the clearances between the HPT turbine shrouds and the HPTrotor blades and between the LPT turbine shrouds and the LPT rotor bladesto a minimum.
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The ECU uses the core speed, the temperature and the altitude inputs toregulate the flow of fuel from the HMU to the variable stator vane (VSV)actuators. The actuators position the variable stator vanes in the HPC toprevent stalling of the compressor and to optimize performance.
Similarly, the ECU uses the core speed, Mach number, and altitude inputs toregulate fuel flow from the HMU to the variable bleed valve (VBV) actuators.The VBV actuators position the variable bleed valves so that an optimumamount of bleed air flows from the LPC to the HPC. This flow of airoptimizes compressor performance and prevents stalling.
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Bore Cooling System
Location: The bore cooling system consists of components that are installedon the outer surface of the aft fan case and along the length of the coremodule.
Identification: The bore cooling
system consists of three bore cooling
valves and pneumatic tubing.
Purpose: The function of the bore
cooling system is to cool the HPC rotor.
However, during cruise conditions, the
system optimizes the primary airflow
by reducing the cooling airflow to the
bore of the HPC.
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VSV System
Location: The variable stator vane (VSV) system consists of componentsthat are installed on the outer surface of the HPC from the inlet guidevanes (IGV) to the stage 5 variablestator vanes.
Identification: The VSV systemconsists of the following components:
Stage 1 variable inlet guidevanes (IGV)
Stages 2 to 5 variable statorvanes
VSV actuation mechanism
Purpose: The VSV system controlsthe amount of airflow through theHPC to prevent the compressor fromstalling, and to optimize compressor performance.
VBV System
Location: The variable bleed valve (VBV) system consists of components
that are installed around the hub of the fan frame.
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Purpose: The VBV system regulates the flow of air to the HPC by controlling
the amount of bleed from the LPC. This helps to prevent the compressor
from stalling, and also optimizes compressor performance.
Core Compartment Cooling System
Location: The core compartment cooling system consists of components thatare on the upper left-hand side of the HPC and around the engine.
Identification: The systemconsists of the followingcomponents:
Core compartment coolingvalve
Core compartment coolingmanifold
Fan discharge air duct
Purpose: The core compartment
cooling system cools and removes
fumes from the closed engine
core compartment. The core compartment cooling system provides maximum
cooling airflow to the core compartment during all operating conditions.
However, during cruise, the supply of the cooling airflow is reduced to
optimize engine performance.
HPT Active Clearance Control
Location: The high pressure turbine active clearance control (HPTACC)
system starts at the 2 o'clock position on the HPC outer case. From this
position, the HPTACC system extends around the outer surface of the HPT
case.
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Identification: The HPTACCsystem consists of the followingcomponents:
HPTACC valve HPTACC manifold
Purpose: The function of the
HPTACC system is to regulate
the flow of cooling air to the HPT
case and minimize clearances
between the HPT shrouds and the HPT rotor blades. This helps to improve
the specific fuel consumption of the engine.
LPT Active Clearance Control
Location: The components of the low pressure turbine active clearancecontrol (LPTACC) system are installed at the 9 o'clock position on the coreengine and also around the LPT.
Identification: The LPTACC system consists of the following components:
LPTACC valve LPTACC manifold
Purpose: The purpose of the LPTACC
system is to regulate the flow of
cooling air to the LPT case to minimize
clearances between the LPT shrouds
and the LPT rotor blades. This helps to
improve the specific fuel consumption
of the engine during cruise conditions.
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7th Stage Delta Pressure Switches
Location: The 7th stage delta pressure switches are installed at the 11:30position on the outer surface of the HPC case.
Identification: There are two 7th stage
delta pressure switches, both of which
are installed in a rectangular unit. Each
switch is a double-pole, double-throw
type.
Purpose: The function of the 7th stage
delta pressure switches is to monitor air pressure in the 7th stage manifolds.
In the event of a duct leakage, a fault indication signal is sent to the ECU.
IDG Air/Oil Cooling System
Location: The IDG air/oil cooling system consists of components that are
installed on the right-
hand side of the HPC.
Identification: The
IDG air/oil cooling
system consists of the
following components:
IDG air/oil cooler IDG air/oil cooler
shutoff valve
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Purpose: The purpose of the IDG air/oil cooling system is to regulate the
flow of fan discharge air to the IDG air/oil cooler during cruise conditions.
This is done to optimize specific fuel consumption.
Oil SystemObjectivesGiven an objective exercise, you will be able to:
Identify the location of the components of the oil system Identify the components of the oil system Identify the purpose of the components of the oil system Identify the purpose of the oil system Identify the operation of the oil system
OverviewThe oil system consists of the following components that function together
to distribute oil to engine bearings, gears, and other components for
lubrication and cooling:
Oil tank Oil tank pressurization valve Oil tank filler cap Oil tank quantity transmitter Lube and scavenge pump Oil pressure transmitters Oil pressure signal amplifier Low oil pressure switch Oil temperature sensor Master chip detector Fuel/oil heat exchanger Servo fuel heater Scavenge oil filter Scavenge oil filter differential pressure switch
In this lesson, you will learn about the location, identification, and purposeof the components, and operation of the oil system.
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Location Left Side ViewThe oil system consists of components that are listed below.
The master chip detector (MCD) is installed in the main scavenge lineaft of the AGB, at the 6 o'clock position.
The oil pressure signal amplifier is installed on the aft fan case atapproximately 7 o'clock position.
The oil pressure transmitters are installed on a bracket in front of thelube and scavenge pump.
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The low oil pressure switch is installed on the forward end of the lubeand scavenge pump.
The oil temperature sensor is installed on a flange in the oil scavengeline, just inboard of the lube and scavenge pump.
The lube and scavenge pump is installed on the forward left side ofthe AGB, just inboard of the hydraulic pump.
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Location Right Side ViewThe oil system consists of components that are listed below.
The oil tank is installed on the aft fan case at the 3 o'clock position. The oil tank pressurization valve is installed on top of the oil tank, to
the right of the scavenge return tube.
The oil tank filler cap is installed on the upper right side of the oiltank on top of the scupper drain.
The oil tank quantity transmitter is installed on top of the oil tank, tothe left of the scavenge return tube.
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The fuel/oil heat exchanger is installed on the inboard side of the fuelpump.
The servo fuel heater is installed on the right side of the AGB, justbelow the heat shield.
The scavenge oil filter is installed on the aft fan case at the 3:30position, below the oil tank.
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The scavenge oil filter differential pressure switch is installed on abracket at the 3:30 position on the aft fan case, just above thescavenge oil filter.
PurposeThe oil system distributes lubricating oil to the engine sump bearings, and
gears, and recycles oil from different areas of the engine for reuse. In
addition, the oil system indicates information about oil system parameters
such as oil quantity, oil pressure, and oil temperature to the ECU.
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OperationThe oil in the oil tank flows to the lube and scavenge pump. Here, the oil is
pressurized and sent through the oil filter to the oil nozzles in the engine
sumps, the AGB, and the transfer gearbox (TGB). A small portion of the
pressurized oil is sent to the low oil pressure switch and to the oil pressure
transmitters.
The lube and scavenge pump gathers the scavenge oil from the sumps and
the gearboxes and sends it to a common scavenge line. The scavenge oil then
flows over the oil temperature sensor and the master chip detector. Later,
the scavenge oil flows through the servo fuel heater, the fuel/oil heat
exchanger, the scavenge oil filter, and finally into the oil tank.
Signals from all oil system sensors, except the low oil pressure switch, are
transmitted to the ECU for monitoring system conditions and indications on
the flight deck.
Oil TankLocation: The oil tank is installed on the aft fan case at the 3 o'clockposition.
Identification: The oil tank is made of
aluminum, and consists of two oil chambers.
The oil tank is equipped with an internal air/oil
separator, an oil quantity sensor, an external
sight gage, a pressurizing valve, and a relief
valve.
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Purpose: The oil tank is a reservoir that is used to store engine oil. The oil
tank also delivers the stored engine oil to the lube and scavenge pump.
Oil Tank Pressurization ValveLocation: The oil tank pressurization valve is installed on top of the oil tank,
to the right of the scavenge return tube.
Identification: The oil tank pressurization valve is
connected to the A-sump through a vent tube.
Purpose: The oil tank pressurization valve maintains
a positive head pressure on the oil in the tank. The
positive head pressure makes sure that a constant
and pressurized oil feed is available to the lube and
scavenge pump at all times.
Oil Tank Filler CapLocation: The oil tank filler cap is installedon the upper right side of the oil tank ontop of the scupper drain.
Identification: The oil tank filler cap
contains a self-sealing flapper valve.
Purpose: The oil tank filler cap seals the
opening that is used to manually fill oil in the oil tank.
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Oil Tank Quantity TransmitterLocation: The oil tank quantity transmitter is installed on topof the oil tank, to the left of the scavenge return tube.
Identification: The oil tank quantity transmitter consists of
a number of reed switches and a float assembly with magnets
installed on it. The transmitter has two sensing circuits, each
of which sends signals to the ECU through separate cables.
Purpose: The transmitter indicates the oil level in the oil tank
to the ECU. The ECU then transmits this information to the
flight deck.
Lube and Scavenge Pump
Location: The lube and scavenge pump is installed on the forward left sideof the AGB, just inboard of the hydraulic pump.
Identification: The lube and
scavenge pump is a rotary vane-type
pump. The shaft of the lube and
scavenge pump is driven by the AGB.
The pump has one pressure element
and five scavenge elements. In
addition, the pump consists of six
mesh inlet screens, an outlet filter,
and an anti-static check valve.
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Purpose: The lube and scavenge pump delivers pressurized oil to the engine
bearing in the four sumps and to the gears in the AGB and the transfer
gearbox. In addition, the pump also collects the engine oil from the sumps
and the gearboxes for reuse.
Oil Pressure TransmittersLocation: The oil pressure transmitters are installed on a bracket in frontof the lube and scavenge pump.
Identification: There are two oil pressure
transmitters that are placed adjacent to
each other. Each transmitter is a piezo-
electric device.
Purpose: The oil pressure transmitters
provide electrical signals that indicate oil
pressure conditions within the bearing sumps.
These electrical signals are transmitted to
the ECU for display on the flight deck.
Oil Pressure Signal Amplifier
Location: The oil pressure signal
amplifier is installed on the aft
fan case at approximately 7
o'clock position.
Identification: The oil pressure
signal amplifier is an electrical
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component that is mounted on the aft fan case using a clamp and nut
arrangement.
Purpose: The oil pressure signal amplifier amplifies the signals receivedfrom the two oil pressure transmitters before sending them to the ECU.
Low Oil Pressure Switch
Location: The low oil pressure switch is installed on the forward end of thelube and scavenge pump.
Identification: The low oil pressure
switch consists of a Belleville-type
bellows whose motion is controlled
by a negative-rate snap ring.
Purpose: The low oil pressure switch
provides a signal to the aircraft
indicating and warning systems when
the oil pressure is low.
Oil Temperature SensorLocation: The oil temperature
sensor is installed on a flange
in the oil scavenge line, just
inboard of the lube and
scavenge pump.
Identification: The oil
temperature sensor consists
of two thermocouples that are
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in a stainless steel shell. An electrical connector from each thermocouple
provides an electrical signal to the ECU.
Purpose: The oil temperature sensor indicates the engine oil temperature to
the ECU. The ECU transmits the engine oil temperature information to the
flight deck on the aircraft engine warning display (EWD) system.
Master Chip Detector
Location: The master chip detector (MCD) is installed in the main scavengeline aft of the AGB, at the 6 o'clock position.
Identification: The MCD is a bayonet, three-pin
type, permanent magnet probe that is fitted in a
housing. The MCD is immersed in the scavenge oil
that is flowing from the lube and scavenge pump to
the servo fuel heater.
Purpose: The MCD traps magnetic particles that aresuspended in the scavenge oil.
Fuel/Oil Heat ExchangerLocation: The fuel/oil heat
exchanger is installed on the fuel
pump on the inboard side.
Identification: The fuel/oil heat
exchanger is made up of a number
of chambers containing tubes and
baffles. The fuel/oil heat exchanger also has an oil bypass valve.
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Purpose: The function of the fuel/oil heat exchanger is to cool the engine oil
and also to heat the engine fuel. Cooling of the oil helps in maintaining the oil
viscosity, and heating of the engine fuel prevents icing and improves
atomization
Servo Fuel HeaterLocation: The servo fuel heater is installed on the right side of the AGB,just below the heat shield.
Identification: The
servo fuel heater is a
fuel/oil heat exchanger
containing chambers
with tubes and baffles.
The servo fuel heater
also contains a high-
pressure, delta pressure
oil bypass valve, and a
thermal bypass valve.
Purpose: The servo fuel heater provides additional heating of the fuel
before the fuel flows to the servo section of the HMU.
Scavenge Oil Filter
Location: The scavenge oil filter is
located on the aft fan case at the 3:30
position, below the oil tank.
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Identification: The scavenge oil filter consists of a removable filter bowl
and a disposable filter element. The scavenge oil filter also contains a shut-
off valve and a bypass valve.
Purpose: The scavenge oil filter removes contamination from the engine oilbefore the oil flows into the oil tank.
Scavenge Oil Filter Differential Press. SwitchLocation: The scavenge oil filter differential pressure switch is installed ona bracket at the 3:30 position on the aft fan case, just above the scavengeoil filter.
Identification: The scavenge oil filter
differential pressure switch contains a
Belleville-type bellows. The motion of the
bellows is controlled by a negative rate snap ring.
Purpose: The scavenge oil filter differential
pressure switch measures the differential
pressure across the inlet and outlet of the
scavenge oil filter. The switch provides an indication of the impending bypass
of the oil filter to the flight deck.
Start SystemObjectives
Given an objective exercise, you will be able to:
Identify the location of the components of the start system Identify the components of the start system Identify the purpose of the components of the start system Identify the purpose of the start system Identify the operation of the start system
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Overview
The start system consists of the following components:
Starter Starter air valve
The components of the start system function together to provide the initial
starting torque to the engine core to start the combustion process. In this
lesson, you will learn about the location, identification, and purpose of the
components, and the operation of the start system.
Location Left Side View
The start system consists of components that are listed below.
The starter is clamped to the aft face of the AGB at the 6 o'clockposition.
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The starter air valve is installed aft of the air starter at the 6 o'clockposition on the AGB.
PurposeThe start system provides driving torque to the AGB. The driving torque to
the AGB accelerates the HPC rotor from rest to a sufficiently high
rotational speed to start self-sustaining combustion of fuel. The start
system also helps to motor the engine for dry and wet operation during
maintenance.
Operation On receiving the engine start signal from the flight deck, the
ECU sends an electrical signal to the starter air valve. This opens the
butterfly valve in the starter air valve and high pressure air from a ground
power unit (GPU) or an auxiliary power unit (APU), flows to the starter,
causing the gears to rotate.
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The rotating starter gears cause the starter output shaft to rotate, which
drives the AGB. The AGB provides driving torque to the core engine. At a
certain speed, combustion begins to occur, and engine speed increases. When
the core engine speed reaches a certain value, the starter disengages from
the AGB. The ECU stops the electrical signal to the starter air valve, thus
ending air supply to the starter.
Starter
Location: The starter is clamped to theaft face of the AGB at the 6 o'clockposition.
Identification: The starter consists of a
single-stage turbine, an output shaft,
and several bearings and gears that are
contained in a metal housing. One end of
the housing has a port for air inlet. The
other end of the housing has a port for the output shaft.
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Purpose: The starter supplies driving torque to turn the AGB. The starteralso drives the AGB for wet and dry engine motoring during maintenance.
Starter Air Valve
Location: The starter air valve is installed aft of the air starter at the 6o'clock position on the AGB.
Identification: The starter air valve consists ofthe following components:
Valve body assembly Actuator assembly Relief valve assembly Solenoid valve assembly Position switch assembly
Purpose: The starter air valve initiates, and later,stops the flow of pressurized air to the starter.
Ignition SystemObjectives
Given an objective exercise, you will be able to:
Identify the location of the components of the ignition system Identify the components of the ignition system Identify the purpose of the components of the ignition system Identify the purpose of the ignition system Identify the operation of the ignition system
Overview
The ignition system consists of the following components:
Ignition exciters Ignition leads Igniters
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In this lesson, you will learn about the location, identification, and purposeof the components, and operation of the ignition system.
Location Left Side ViewThe ignition system consists of the components that are listed below.
The ignition exciters are installed on the aft fan case at the 8 o'clockposition.
The ignition leads begin from the ignition exciters on the aft fan case,and go down to the 6 o'clock position on it. The leads now pass to theHMU along the right side of the core module. Finally, the leadsconnect to the igniters on the compressor rear frame (CRF).
Location Right Side ViewThe ignition system consists of the components that are listed below.
The igniters are installed on the right side of the compressor rearframe at the 3:30 and 5 o'clock positions.
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PurposeThe ignition system supplies the electrical spark required for combustion of
the fuel/air mixture during the starting operation and for continuous
ignition operation.
OperationThe aircraft electrical system supplies 115-volt, AC power signal to the ECU.
The ECU sends this electrical signal to the ignition exciters. The ignition
exciters now convert AC power to DC, and send high voltage current to the
igniters through the ignition leads.
Ignition Exciters
Location: The ignition exciters
are installed on the aft fan case
at the 8 o'clock position.
Identification: The engine
contains two ignition exciters,
'A' and 'B'. Each exciter
consists of an aluminum case,
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which contains electrical circuits. Each sealed case is pressurized with dry
air. An input electrical connector provides power from the ECU to the
exciter. An output electrical connector transmits power from the exciter to
the igniter plugs through the ignition leads.
Purpose: The exciters convert 115-volt AC current received from the ECU
to 14,000 to 18,000-volt DC output. This DC output is then supplied to the
igniters at a rate of approximately one electrical pulse per second.
Ignition Leads
Location: The ignition leads begin from
the ignition exciters on the aft fan case,
going down to the 6 o'clock position on it.
The leads then pass by the HMU along the
right side of the core module. Finally, the
leads connect to the igniters on the compressor rear frame (CRF).
Identification: There are two ignition leads. Each lead consists of an
insulated wire in a sealed flexible conduit, which has a copper inner braid and
a nickel outer braid. The aft ends of the leads allow fan discharge air to
pass through the conduit for cooling.
Purpose: The ignition leads deliver high voltage, low current electricalsignals from the ignition exciters to the igniters.
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Igniters
Location: The igniters are installed on the right side ofthe CRF at the 3:30 and 5 o'clock positions.
Identification: There are two igniters. Each igniter
consists of a center electrode that is insulated from the
outer shell. When installed, the tip of this electrode
extends through ferrules into the outer liner of the
combustion chamber.
Purpose: The igniters provide electrical sparks to startcombustion.
IDG oil Cooling System
ObjectivesGiven an objective exercise, you will be able to:
Identify the location of the components of the IDG oil cooling system Identify the components of the IDG oil cooling system Identify the purpose of the components of the IDG oil cooling system Identify the purpose of the IDG oil cooling system Identify the operation of the IDG oil cooling system
OverviewThe integrated drive generator (IDG) oil cooling system consists of thefollowing components:
In this lesson, you will learn about the location, identification, and purposeof the components, and operation of the IDG oil cooling system.
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Location Right Side ViewThe components of the IDG oil cooling system are listed below.
The IDG air/oil cooler is installed on a bracket on the right side of thehigh pressure compressor (HPC) at the 3 o'clock position.
The IDG air/oil cooler shutoff valve is installed on a bracket on theright side of the HPC at the 3 o'clock position.
The IDG fuel/oil heat exchanger is installed on the right side of theaccessory gearbox (AGB), just below the servo fuel heater.
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PurposeThe IDG air/oil cooling system helps to cool the heated IDG oil flowingthrough the IDG.
OperationHot oil in the IDG flows to the IDG air/oil cooler, where the oil is cooled by
fan discharge air that blows in through the IDG air/oil cooler shutoff valve.
The oil then enters the IDG fuel/oil heat exchanger where the oil is further
cooled by the fuel flowing through the IDG fuel/oil heat exchanger.
IDG Air/Oil CoolerLocation: The IDG air/oil cooler is installed on a
bracket on the right side of the high pressure
compressor (HPC) at the 3 o'clock position.
Identification: The IDG air/oil cooler is a tube-
and-fin type heat exchanger. The IDG air/oil
cooler consists of tubes that are surrounded by
cooling fins. The cooler has inlets for air and oil,
and an outlet for the oil.
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Purpose: The IDG air/oil cooler provides cooling of the IDG oil that flows
through the IDG air/oil cooler.
IDG Air/Oil Cooler Shutoff ValveLocation: The IDG air/oil cooler shutoff valve is installed on a bracket on
the right side of the HPC at the 3 o'clock position.
Identification: The IDG air/oil cooler shutoff valve consists of a butterfly
valve and has an inlet connection for the 11th
stage muscle air and an electrical connection
for the ECU cable.
Purpose: The IDG air/oil cooler shutoff valve
controls the flow of air through the IDG
air/oil cooler.
IDG Fuel/Oil Heat ExchangerLocation: The IDG fuel/oil heatexchanger is installed on the right sideof the accessory gearbox (AGB), justbelow the servo fuel heater.Identification: The IDG fuel/oil heat
exchanger consists of a number of
metallic tubes that are enclosed in a
rectangular metal box. The box
contains baffles and chambers, and has
an inlet port and an outlet port.
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Purpose: The IDG fuel/oil heat exchanger cools the IDG oil that flows
through the tubes of the heat exchanger.
Vibration Monitoring SystemObjectives
Given an objective exercise, you will be able to:
Identify the location of the components of the vibration monitoringsystem
Identify the components of the vibration monitoring system Identify the purpose of the components of the vibration monitoring
system Identify the purpose of the vibration monitoring system Identify the operation of the vibration monitoring system
Overview
The vibration monitoring system consists of the following components:
In this lesson, you will learn about the location, identification, and purposeof the components, and the operation of the vibration monitoring system.
Location Left Side View
The components of the vibration monitoring system are listed below.
The No. 1 bearing accelerometer, also called the fan vibration sensor,is installed in the A-sump. The No. 1 bearing accelerometer is boltedto the No. 1 bearing housing at the 6 o'clock position. Theaccelerometer lead extends through the fan frame strut at the 7o'clock position.
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The CRF accelerometer, also called the N2 vibration sensor, isinstalled on the CRF forward flange at the 10 o'clock position. Theaccelerometer lead extends to a bracket on the HPC stator case atthe 11 o'clock position.
Location Right Side ViewThe vibration monitoring system consists of components that are listedbelow.
The remote charge converter (RCC) is installed on the aft fan case atthe 5 o'clock position.
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PurposeThe vibration monitoring system senses the engine vibration levels andprovides the flight deck with an indication of an abnormal engine operation.
OperationThe No.1 bearing accelerometer and the CRF accelerometer sense the
vibrations around their installed locations and send indications to the RCC as
analog inputs. The RCC amplifies these weak signals and sends them to the
engine interface and vibration monitoring unit (EIVMU). The EIVMU then
converts the analog signals to digital output and sends them to the flight
deck for display on the system display (SD).
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No. 1 Bearing Accelerometer
Location: The No. 1 bearing accelerometer, also called the fan vibration
sensor, is installed in the A-sump. It is bolted to the
No. 1 bearing housing at the 6 o'clock position. The
accelerometer lead extends through the fan frame
strut at the 7 o'clock position.
Identification: The No. 1 bearing accelerometer
consists of a pickup, an electrical lead, and a
connector.
Purpose: The No. 1 bearing accelerometer senses
the vibration levels in the areas around the fan rotor and the LPT rotor.
CRF AccelerometerLocation: The CRF accelerometer, also called the N2 vibration sensor, is
installed on the CRF forward flange at the 10 o'clock position. The
accelerometer lead extends to a bracket on the HPC stator case at the 11
o'clock position.
Identification: The CRF accelerometer consists of a pickup, an electrical
lead, and a connector.
Purpose: The CRF accelerometer
senses the vibration levels in the
areas around the HPC rotor and
the HPT rotor.
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Remote Charge Converter
Location: The remote charge converter (RCC) is installed on the aft fancase at the 5 o'clock position.
Identification: The RCC consists of two
identical processing channels with associated
circuitry, and three electrical connectors.
Purpose: The RCC amplifies the weak vibration
signals received from the No. 1 bearing
accelerometer and the CRF accelerometer
before transmitting them to the EIVMU.
Drain SystemObjectivesGiven an objective exercise, you will be able to:
Identify the location of the components of the drain system Identify the components of the drain system Identify the purpose of the components of the drain system Identify the purpose of the drain system Identify the operation of the drain system
OverviewThe drain system consists of the following components:
Drain tubes Drain mast
In this lesson, you will learn about the location, identification, and purpose
of the components, and the operation of the drain system.
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Location Left Side ViewThe drain system consists of components that are listed below.
The drain mast is installed at the 6 o'clock position at the end of thetube bundle.
The drain tubes originate from different locations on the engine, fromthe accessories, and the pylon drain cavities. The drain tubes convergeat the 6 o'clock position on the engine to form the tube bundle, or godirectly overboard through the nacelle.
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PurposeThe drain system collects and carries overboard all toxic and flammable
fluids and vapors that accumulate in the nacelle and engine cavities through
outlets in the nacelle.
Operation
The drain tubes collect leaking or overflowing fluids and vapors from
different locations. These locations are the fuel manifold, the pylon, the
IDG, the starter, the hydraulic pumps, the HMU, the HPTACC, the LPTACC,
the VSV, and the VBV. The collected fluids and
vapors are then transported overboard through
openings in the nacelle.
Drain Tubes
Location: The drain tubes originate from different
locations on the engine, the accessories, and the
pylon drain cavities. The drain tubes converge at the
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6 o'clock position on the engine to form the tube bundle at the drain mast,
or go directly overboard through openings in the nacelle.
Identification: The drain tubes consist of a series of tubes.
Purpose: The drain tubes collect and carry overboard all overflowing or
leaking fluids and vapors from the engine, the accessories, and the pylon
drain cavities.
Drain Mast
Location: The drain mast is installed at
the 6 o'clock position at the end of the
tube bundle.
Identification: The drain mast is bolted
to the lower portion of the bifurcation
and comes out through the thrust reverser cowl doors.
Purpose: The drain mast provides a centralized collection point from where
fluids and vapors that are transported by the drain tubes are directed