Pw4090 LINE AND BASE MAINTENANCE TRAINING GUIDE (777 INSTALLATIONS) CUSTOMER TRAINING OCTOBER 1996 Ry UNITED f ©] TECHNOLOGIES PRATTEWEITINEY© COPYRIGHT 1996 PRATT & WHITNEY LARGE COMMERCIAL ENGINES UNITED TECHNOLOGIES CORPORATION THIS PUBLICATION IS ISSUED BY THE CUSTOMER TRAINING CENTER, LARGE COMMERCIAL ENGINES, PRATT & WHITNEY, EAST HARTFORD, CONNECTICUT, U.S.A. THE INFORMATION AND INSTRUCTIONS IN THIS PUBLICATION ARE FOR GENERAL TRAINING PURPOSES ONLY. IT DOES NOT REPLACE OR SUPERSEDE THE INFORMATION CONTAINED IN THE APPROPRIATE MAINTENANCE OR ENGINE MANUALS OR OTHER OFFICIAL PUBLICATIONS. FOR TRAINING PURPOSES ONLY A 870" hog 108ABOUT THIS PUBLICATION Subject Matter: This training guide covers the major PW4090 engine systems. It also covers: — Engine features and configuration — Engine-related B777 aircraft systems Intended For: ‘This documentis intended for personnel who perform or supervise line and base maintenance and troubleshooting tasks. It can also be useful to engine or power plant technical analysts as well as inspection and instruction personnel with various levels of experience. It is normal- ly used in conjunction with a classroom course, butit can also be used as a stand-alone learn- ing resource. Conformance to Simplified English: This document conforms in most respects to the AECMA Simplified English guidelines con- tained in AECMA document PSC-85-16598. The use of Simplified English will be most ap- parent in the directness and simplicity of sentences and the limited vocabulary it imposes. However, where the restrictions of Simplified English were found to degrade clarity or mean- ing, we did not strictly adhere to it. FOR TRAINING PURPOSES ONLY falDELAY/CANCELLATION & INFLIGHT SHUTDOWN ICON ‘THE DC/IFSD ICON IS USED THROUGHOUT THE TRAINING GUIDE TO MAKE STUDENTS AWARE OF ALL COMPONENTS, ADJUSTMENTS, AND MAINTENANCE ACTIONS (AS DETERMINED FROM PRIOR RELEVANT EXPERIENCE) THAT HAVE RESULTED IN DELAYS, CANCELLA- TIONS, OR INFLIGHT SHUTDOWNS. MAINTENANCE ITEM CONCERN in SECTION—PAGE(S) ‘CHAPTER 72 — ENGINE Engine Assembly Correct usage of Engine Manual procedures 4-10, 4-11 Borescope Provisions Borescope plugs — maintenance 5-2, 5-3 ‘CHAPTER 73 - CONTROLLING Wiring Hamess Hames connector — maintenance 7-8, 7-9 CHAPTER 75 - AIR [2.5 Valve Bleed Actuator Left hand thread | 9-14, 3-15 CHAPTER 79 — OIL ‘Oil System Maintenance Oil system FOD Torque requirements 24, 12-5 ‘Ollservicing 12-8, 12-9 ication and scavenge oll pump installation B18, 12-18 Main oll filter replacement/drain plug 2-20, 12-21 Magnetic chip detectors 72-30, 12-31 CH. 24 ELECTRICAL POWER Backup Generator Fuel manifolds during generator removal T2143 CHAPTER 80 - STARTING [C Starter Chip detector installation 15-10, 15-11 FOR TRAINING PURPOSES ONLY iff (70 hig 1006PW4090 ENGINE FAMILIARIZATION TRAINING GUIDE (777 INSTALLATIONS) TABLE OF CONTENTS SECTION SUBJECT SECTION ‘SUBJECT 1 ABBREVIATIONS, TERMS, AND SYMBOLS, 11 ‘TURBINE VANE AND BLADE COOLING (TVBO) SYSTEM AND LPT THRUST BALANCE VENT 2 MAINTENANCE CONCEPTS eee 3 POWERPLANT oe oe 13 INTEGRATED DRIVE GENERATOR (IDG) OIL 4 ENGINE CONSTRUCTION eGR TED DRIVE GENERAL ee eee 14 BACKUP ELECTRICAL POWER, 6 APPLIED PERFORMANCE, fey we ranrinG 7 60} oe 16 IGNITION 8 FUEL DISTRIBUTION SYSTEM fea gencine orca) 9 COMPRESSOR AIRFLOW CONTROL SYSTEM 18 FAULT ISOLATION 10 | TURBINE CASE COOLING (TCC) SYSTEM FOR TRAINING PURPOSES ONLY feSECTION 1 ABBREVIATIONS, TERMS, AND SYMBOLS cirabbr abs. AC ACARS, ACE ACMP ACMS ADIRU AGB AIMS amb AOX APU ARINC ASCPC ATA ABBREVIATIONS, TERMS, AND SYMBOLS —A— abbreviation(s) absolute Alternating Current ARINC Communications Addressing and Re- Porting System acceleration Actuator Control Electronics Alternating Current Motor Pump Airplane Condition Monitoring System Air Data Computer Air Data/Inertial Reference Unit Angle Gearbox Airplane Information Management System Aluminum ambient (external temperature and pressure at current altitude) Air/Oil Heat Exchanger ‘Access Port Auxiliary Power Unit Aeronautical Radio Incorporated Air Supply and Cabin Pressure Controller Air Transport Association FOR TRAINING PURPOSES ONLY 570 hog 108 auto AVM. ATS bal BPR BYA BCAC BMM BUG automatic Airborne Vibration Monitor Autothrottle System —B— balance Bypass Ratio (ratio of secondary air to primary air, by weight; also, ratio of secondary gaspath area to primary gaspath area at fan exit plane) Bleed Valve Actuator Boeing Commercial Aircraft Company Boeing Maintenance Manual Backup Generator —o— cubic centimeters per hour Cursor Control Device Control Display Unit centimeters Central Maintenance Computer continuous Compressor Pressure Ratio (ratio of high-pres- sure-compressor discharge pressure to inlet pressure) Central Processing Unit 1-2°c °F decel DEP DFDAU DFDR dise DU EBU EDIU EDP EEC EEC prog plug EEROM EGT ABBREVIATIONS, TERMS, AND SYMBOLS —D— Degrees Celsius Degrees Fahrenheit Direct Current deceleration Data Entry Plug (or EEC programming plug) Digital Flight Data Acquisition Unit Digital Flight Data Recorder Discrete Display Unit = Engine Buildup Unit (components which config- ure an engine for an aircraft installation; usual- ly supplied by other than P&W) Engine Data Interface Unit Engine Driven Pump Electronic Engine Control EEC programming plug Electrically Erasable Read-Only Memory Exhaust Gas Temperature (temperature at the low turbine discharge; also referred to as T4.95 or T5) FOR TRAINING PURPOSES ONLY 70 sg 908 EIS ELMS eng EPCS EPR EPR ACT EPR COM EPR MAX ERU ESC s FLX TO TEMP FMS FMU Faf Electronic Instrument System Electrical Load Management System engine Electronic Propulsion Control System Engine Pressure Ratio (ratio of turbine dis- charge total pressure to compressor inlet total pressure; also P4.95/P2) Actual EPR Commanded EPR Maximum EPR Engine Relay Unit Environmental System Controller —F— ‘Thrust (“F” refers to thrust “force”.) Fuel Drain Flight Flexible Takeoff Temperature Flight Management Function Flight Management System Fuel Metering Unit Net thrust. Net thrust of the fan 13Fnt FOX ABBREVIATIONS, TERMS, AND SYMBOLS Primary net thrust; net thrust of the engine core ‘Total net thrust; equal to Fnp + Fnf FueV/Oil Heat Exchanger Fuel pressure foot or feet Fuel temperature Forward Flaps Slats Electronic Unit —G— gallon Generator Control Unit ground (also abbreviated as ”grd”) Ground Test Power —H— Mercury (standard chemical symbol) High-Pressure Compressor; also referred to as rear compressor High-Pressure Turbine; also referred to as front turbine or rear compressor drive-turbine High Pressure Shutoff Valve hour or hours Heat Exchanger FOR TRAINING PURPOSES ONLY IATA 1G Ign IGv Ib Ibhr BE5 — International Air Transport Association Inside Diameter Integrated Drive Generator Integrated Drive Generator System Ignition Inlet Guide Vane inch or inches Isolation Valve —K— Symbol used to indicate a constant value Kilovolt-amperes kilogram or kilograms kilograms per hour —1— Left (can appear in flight deck displays) pound or pounds; can be written as “Ib.” pounds per hour Liquid Crystal Display Lubrication pressure Low-Pressure Compressor; also reforred to as front compressor 14LRU LVDT MAX Mb MFD MGB mils Mn MSG N No. NVM NZ Ni ABBREVIATIONS, TERMS, AND SYMBOLS ‘Low-Pressure Turbine; also referred to as rear turbine or front~compressor drive-turbine Line Replaceable Unit Linear Variable Differential Transformer —M— Mach number (speed, expressed as a multiple of the speed of sound, which is Mach 1); also abbre- viated as Mn ‘Maintenance Access Terminal Maximum Millibars (a unit of measure for fluid pressure) Multifunctional Display Unit Main Gearbox ‘Thousandths of an inch Mach number; also abbreviated as M Message —N— Rotational speed in rpm or percent rpm Number Nonvolitile Memory Nacelle Zone Ventilation Valve Rotational speed of the low-pressure rotor (front, compressor, rear turbine, and connecting (inner) shaft); in rpm or percent rpm FOR TRAINING PURPOSES ONLY 70 ag 1086 N2 N2e2 N2c25 N2dot oD oms OPAS Pamb Pbr PDOs Rotational speed of the high-pressure rotor (rear compressor and front turbine; in rpm or percent rpm. Corrected high-pressure rotor speed (derived from Tt2) Corrected high-pressure rotor speed (derived from Tt2.5) Derivative of high-pressure rotor speed with re- spect to time —o— Outer Diameter Onboard Maintenance System Overhead Panel ARINC 629 System —Pp— Pressure Ambient Pressure Burner Pressure (static pressure in diffuser case) Breather Pressure Power Door Opening System Pressurized fuel sent to hydraulic actuators; fine filtered supply pressure Pressurized fuel returning from hydraulic ac- tuators to fuel pump interstage 15PLA PMAT PNAC PNEU Po pph Pps prog plug PRSOV P3 P4.95 ABBREVIATIONS, TERMS, AND SYMBOLS Power Lever Angle Permanent Magnet Alternator; should be re- ferred to as EEC alternator Portable Maintenance Access Terminal Nacelle Pressure (positive pressure inside na- celle doors) Pneumatic Pressure at sea level on an International Stan- dard Day pounds per hour; also abbreviated as lb/hr pounds per second; also abbreviated as Ib/sec Primary EEC programming plug Pressure Regulating Shutoff Valve pounds per square inch pounds per square inch, absolute pressure pounds per square inch, differential pressure pounds per square inch, gage pressure Pressure at station 2 (compressor inlet) Pressure at station 2.5 (exit of low-pressure compressor); also referred to as intercompressor pressure Pressure at station 3 (high-pressure compressor discharge) Pressure at station 4.95 (exhaust); also referred to as exhaust gas pressure or Pt4.9 or Pt5 FOR TRAINING PURPOSES ONLY P&W SAV SB sD SEC SVA sw Pratt & Whitney —q— Quick Assembly/Disassembly Quick Access Recorder Quick Engine Change quart or quarts quantity —R— Right (can appear in flight deck displays) Ram Air Turbine Reference Reverse revolutions per minute Rotary Variable Differential Transformer —s— Starter Air Valve Service Bulletin Seal Drain Secondary Solenoid Stator Vane Actuator Switch 1-6Tamb TAT TBD TBS TBV TCC TEC TLA TNGV TR ‘TSFC TVBCA T25 ABBREVIATIONS, TERMS, AND SYMBOLS —T— Ambient Temperature ‘Total Air Temperature ‘To Be Determined ‘To Be Supplied Thrust Balance Vent ‘Turbine Case Cooling ‘Turbine Exhaust Case ‘Thrust Lever Angle ‘Turbine Nozzle Guide Vane ‘Temperature of engine oil ‘Thrust Reverser ‘Thrust Lever Resolver Angle or Throttle Resolv- er Angle ‘Thrust Specific Fuel Consumption (1b. of fuel per hour, per Ib. of thrust) ‘Turbine Vane and Blade Cooling Air ‘Temperature of the air at station 2 (compressor inlet) ‘Temperature of the air at station 2.5 (exit of low pressure compressor) ‘Temperature of the air at station 3 (exit of high pressure compressor) FOR TRAINING PURPOSES ONLY 74.95 US. ‘VAC VIB VSCF Wat we ‘Temperature at station 4.95 (exhaust); also re- ferred to as exhaust gas total temperature or Tt4.9 or HS —u— United States vw Volts, Alternating Current, Volts, Direct Current Vibration versus Variable Speed Constant Frequency —w— Rate of fluid flow; weight of fluid per unit time (bisec, kg/hr ete.) Rate of airflow; also referred to as air flow rate Rate of fan airflow Rate of primary airflow Rate of total airflow; equal to Wap + Waf Rate of fuel flow; also referred to as fuel flow rate 17XFER > ® eo A eee AINE) ABBREVIATIONS, TERMS, AND SYMBOLS: ‘Transfer —SYMBOLS— Percent Delta: Differential or difference between two values Delta: Relative pressure ratio Theta: Relative temperature ratio Equal to, equivalent to Approximately equal to Proportional to Equality of ratios in a proportion statement Less than Greater than Less than or equal to Greater than or equal to Above or higher than Below or lower than No change in FOR TRAINING PURPOSES ONLY 670 hag 1506 1-8SECTION 2 MAINTENANCE CONCEPTS WHEN YOU COMPLETE THIS LESSON, YOU WILL BE ABLE TO: 1. IDENTIFY THE DOCUMENTS REQUIRED TO PERFORM ON-WING MAINTENANCE AND TROUBLESHOOTING. ce DEFINE “ON CONDITION” MAINTENANCE. 3. NAME TWO TYPES OF MAINTENANCE DATA THAT ARE TRACKED TO DETERMINE LIFE OF ENGINE PARTS AND ACCESSORIES. 4. STATE THE AFFECT OF IN-FLIGHT SHUTDOWNS ON ETOPS AUTHORIZATION.MAINTENANCE CONCEPTS PUBLICATION RESOURCES Maintenance Manual (MM): © The MM contains approved and recommended mainte- nance procedures normally performed on an installed (on-wing) engine. © The MM has three ATA specified elements: chapter/sys- tem; section/subsystem; subject/unit (ex: 72-52-07). 501-600 Adjustment/Test. 601-700 Inspection/Check. 701-800 Cleaning/Painting. 801-900 Approved Repairs. ' ~ Chapterisystem (72= Engine) ‘Troubleshooting Manual (TSM): + 70- Standard Practices, Engine + 71—Power Plant © The TSM provides a quick, logical, and accurate means of + 72—Engine isolating faults. Power plant fault systems are grouped in + 73—Engine Fuel and Control Chapter 71. Power plant system fault isolation and com- ° 74 — Ignition ponent locations are distributed in each system chapter. + 75 —Air + 76 — Engine Controls Wiring Diagram Manual (WDM): een : i = ee © The WDM comprises three manuals. They are the: + 79-Oil ~ Aircraft Schematic Manual (ASM). + 80~Starting ~ Aircraft Wiring Manual (AWM). ~ Section/subeystem (62 = Turbine) ~ Aircraft Wiring List (AWL). ~ Subject/unit (07 = 2nd Stage Blade) © The purpose of the WDMis to create a full understanding @ Page number blockings for the MM are: of the electrical and electronic systems and their opera- - 001-1 ‘pti 7 tion; also, troubleshooting and maintenance procedures of 001-100 Description & Operation. these aystems. Schematics illustrate all line replaceable — 101-200 Troubleshooting. ‘items, aircraft wiring within a system, and give sufficient ~ 201-300 Maintenance Practices. depth for aircraft fault isolation. In some cases, simplified - na, schematics, logic diagrams, or block diagrams have been 301-400 Servicing. | incorporated in schematics for full understanding of sys- = 401-500 Removal/Installation. tem operation, FOR TRAINING PURPOSES ONLY 70 hog 108 ooMAINTENANCE CONCEPTS PUBLICATION RESOURCES Component Maintenance Manuals (CMM): The CMMcontains instructions and illustrated parts lists which describe maintenance of accessory equipment. Power Plant Buildup Manual: © This manual will provide instructions for installation of the Engine Buildup Systems (Quick Engine Change Kit) required for buildup of a basic engine to a flyable configu- ration, Illustrated Parts Catalog (IPC): © The IPC lists and illustrates all salable engine parts. Power Plant Illustrated Parts Catalog: © The Power Plant IPC contains listings and illustrations of all line replaceable parts for the engine, nacelle and cer- tain airframe manufacturer-supplied parts. Service Bulletins (SB): © SB's provide information and instructions, as required, for modifying or replacing parts to the latest configuration. FOR TRAINING PURPOSES ONLY 70 kag 188 Alert Service Bulletins (ASB): © ASB’s provide advanced information or instructions to specific operators on specific component problems and the actions planned or in process to correct the problem. ASB's are printed on blue paper and issued in advance of a SB. Maintenance Advisory Notice (MAN): © The MAN is a notification that provides recommended maintenance action of a repetitive nature, an imple- mentation procedure and cites the required material re- sources. Support Equipment Numerical Index (SEND: © The SENI lists all engine service, maintenance and over- haul tooling for each level of maintenance. Airworthiness Directive (AD) Note: © The AD Note provides information for an unsafe condition which exists in a product. The product must adhere to pre- scribed inspection, condition, or limitations (if any) if the product is to continue in operation. No person may use a product to which an AD applies except as specified in the AD. AD’s are mandatory. 23MAINTENANCE CONCEPTS TYPES OF MAINTENANCE AND INSPECTIONS. Airline Maintenance: @ Fixed time/cycle intervals: A Check ‘These checks are unique to B Check each operator, airframe/en- C Check gine combination and route D Check structure. @ Heavy Maintenance (Overhaul, HM) ~ Engineis removed and sent toshop where a complete teardown inspection is done and repairs are made as necessary. © On Condition — Maintenance utilizes engine data taken by the flight crew during cruise or by maintenance on the ground, automatically or manually, A maintenance engineer adjusts the data and compares it against baselines to form deltas to permit detection of engine malfunc- tions. Maintenance is then scheduled based on this, trend analysis. * The Al Level of maintenance comprises mainte- nance requirements which are normally per- formed on an on-wing engine. These require- ments include inspections, servicing, rigging, fault isolation, ‘replacement of the engine and external components, minor repairs and post maintenance testing. The Al maintenance level also includes installed engine and maintenance requirements for the nacelle/EBU structure and components. FOR TRAINING PURPOSES ONLY 70 hag 000 Other Inspection Aids: Spectrum Oil Analysis Program (SOAP): — An oil sample from the engine is sent to a lab where itis spectrographically analyzed. Any metal detected is reported by alloy type and quantity. Chip detectors: — Magnetic plugs located in the oil scavenge system that capture ferrous metal. Filters: — Filters in the fuel, oil, and air systems to capture con- taminants which may be analyzed. Xray: — Ashadow picture made with radioisotopes on engine parts to determine irregularities. Borescope: — Aprobe with mirrors, prisms, or fiber optics to visual- ly look inside of the engine 24MAINTENANCE CONCEPTS AIRLINE OPERATIONS General: Operators typically track and maintain the following types of data for maintenance or operational reliability. @ Maintenance data: ~ Purpose * Assists in tracking the life of engine parts and accessories + Some parts have a fixed life for safety - Hours + Normally considered as time the aircraft leaves the wheel chocks to return to the wheel chocks — Cycles * Operating the engine from idle to high power, and return to idle. Most operators consider a cycle from a takeoff to a landing. FOR TRAINING PURPOSES ONLY 70 hag 008 © Operational discrepancies: ~ Delay + ‘Time that an aircraft departure is delayed more than 15 minutes from scheduled time ~ Cancellation ‘+ Flight is cancelled due to maintenance, opera- tional, or weather ~ In Flight Shut Down (IFSD) + Engine is shut down in flight ~ Unscheduled removal + Engine is removed from the aircraft, to be re- pairedMAINTENANCE CONCEPTS PHYSICAL INSPECTION CHECKS Purpose: © Physical inspection procedures are provided for checking ‘engine and components for leakage, damage, and signs of pending failure. Inspections: © Borescope - LPC - HPC - Combustion Chamber - HPT - LPT © External Visual — Engine cases ~ Engine external components - Inlet ~ Exhaust © Oil Temperature ~ Temperature exceeded 177°C (850°F) © Oil System Contamination ~ Metal particles ~ Residue/other particles ~ Hydraulic fuid FOR TRAINING PURPOSES ONLY 670 oy 198 Engine Overtemperature ~ EGT exceeded redline limit — Burning/deposits ~ Distortion/excessive wear ~ Fatigue/erosion/eracks ~ Metal/ceramic particles Engine Overspeed j 94.’ ~ Ni exceeded 103.1% (@,990-xpm) — N2 exceeded 100.5% (10,850 rpm); Engine Windmilling — Engines which have windmilled as a result of in— flight shutdown Foreign Object Damage - Sand - Birds = Voleanic ash Damaged Engine or Part ~ Accidents — Serious Operational faults ~ Impact ~ Fire OSser en 26PHYSICAL INSPECTION CHECKS FOR TRAINING PURPOSES ONLY 70 hoy 100 C7227 27MAINTENANCE CONCEPTS ETOPS OPERATIONS Extended range Twin engine OPeratiuonS (ETOPS) rules are established by the following criteria. Advisory Circular AC 120-42 A (Origin FAA) Civil Aviation Publication CAP 513 (Origin CAA/UK) Complementary Condition CTC 20 (Origin DGAC/FR) ‘Technical Publication TP 6327 (Origin DOT/CA) Air Navigation Order (Origin DA/AU) ICAO Annex 6 (Origin ICAO) The ETOPS rules address: Aircraft systems design and performance. Aircraft systems reliability. Propulsion system reliability. Operators procedures. Operators training. Operators maintenance. Note: ETOPS rules require an initial assessment of the aircraft/engine/operator and a continuing surveillance of their in-service results. FOR TRAINING PURPOSES ONLY 70 hug 108 ETOPS authorization is a reward for positive experi- ence. Approval requires: © ETOPS certified aircraft with redundant systems. © Engine reliability, low IFSD statistics. ‘© Operator maintenance, flight crew and route approval. Specific design features for ETOPS aircraft © Specific design features are necessary to retain as much as, possible the redundancy and segregation of power gener- ating systems in case of engine failure or single system failure. Systems are designed to retain: - Atleast two electrical generators after an engine fail- ure, ~ At least two hydraulics after an engine failure. ~ Sufficient air bleed performance for pressurization, ice protection, avionics cooling, etc. after an engine failure or single system failure. Engine reliability © The IFSD rate is based on the number of shutdowns per 1000 hours operating time. This figure is based on engine fleet time. Non-ETOPS twin, 3 and 4 engine aircraft time and IFSD’s are also counted. © Aninflight shutdown rate of 0.018 or better is required to maintain 180 minute ETOPS with PW4000 engines.EXCLUSION ZONES FOR TWINS ‘60 MINUTE (NON-ETOPS) —_— 120 MINUTE ETOPS. ‘cr2s708.19920814 ETOPS OPERATIONS FOR TRAINING PURPOSES ONLYMAINTENANCE CONCEPTS ETOPS OPERATIONS Operator Approval Maintenance for ETOPS © The ETOPS type design and reliability approval granted by @ ETOPS-oriented maintenance practices have to be imple- the authority to Boeing for ts products does not conatitutean mented to minimize human errors and to prevent the occur- automatic approval for individual operators to start ETOPS, rence of failures affecting ETOPS. This is done by: © Each operator must apply for ETOPS approval with his.na- ~ Emphasizing maintenance training for ETOPS. tional authority. ~ Emphasizing preventive maintenancein the mainte- © The operator must substantiate his application in accor- nance programs for ETOPS. dance with applicable ETOPS requirements, namely: ~ Optimizing the maintainability of systems and pow- — Experience with the aircrafvengine. er plant. ~ Experience with similar operations. ~ Ensuring that operators get fully acquainted with the ETOPS maintenance needs. 1 Conformity of the individual aircraft/engines with the configuration maintenance and procedures (C.M.P.) document. Revised operational specification for ETOPS. Results of simulated ETOPS flights and proving flight. ' FOR TRAINING PURPOSES ONLY (70. Aoy 108 2-40FOR TRAINING PURPOSES ONLY 70 fog fos CET EXCLUSION ZONES FOR TWINS ae 120 MINUTE ETOPS ETOPS OPERATIONS cr2e708.19920814MAINTENANCE CONCEPTS ETOPS OPERATIONS Maintenance for ETOPS (cont) @ Deterioration of the tubes, brackets, and clamps on the — Clamps PW4000 series engine, if undetected and uncorrected, could result in excessive wear of the parts and possibly re- sult in: ~ Revenue service delay/cancellations. — Inflight shutdowns. — Premature engine removals. © ‘Toimprove the reliability and durability of the engine, pe- riodic detailed inspection of the following should be done. - Tubes + Inspect tubes, particularly in the area around the braze joints that hold the ferrules or end fit- tings to the tubes. Look for discoloration, dis- tress, or other signs of vibratory motion or incipi- ent cracks, Inspect for evidence of tube chafing, wear, and for proper location and amount of clamps. If a reddish powder is seen around a clamp during inspection, the clamp should be re- placed because the clamp is deteriorated. — Brackets + Inspect bracket surfaces for cracks, nicks, or gouges indicating an interference or contact problem. Inspect weld areas for cracks. FOR TRAINING PURPOSES ONLY 0 hag 008 + Early replacement of worn or broken clamps (in particular) is crucial in preventing chafed tubes. Chafed tubes can lead to subsequent breakage with loss of oil and/or fuel. In particular, inspect loop clamps for: = Mesh compacting or deterioration. + Clamp drooping or distress. + Broken clamps. ‘* Replace broken loop clamps or those with the mesh either missing or worn away. Cracks in rubber silicone clamps or chunking of rubber are indications of clamp wear. An observation ofred- dish powder around rubber clamp signals clamp deterioration. ‘+ Ifclamps are removed, check for chafing on the tube at that location. Check that the clamp is square on the tube. If clamp is cocked, remove the clamp and check the tube for wear. + Replace the broken or worn loop clamps with new “soft” cushion clamps, if available. The new clamps, PNST1540 Series, incorporate a thicker steel band which is more flexible and exhibits a longer fatigue life. Interchangeability with the old clamp, PN ST1435 Series, is not affected. 242TUBE ‘CLAMP SQUARE ‘CLAMP COCKED TO TUBE (CHECK TUBE CORRECT INSTALLATION FOR WEAR (€126709.19920814 CLAMP INSTALLATION AND INSPECTION FOR TRAINING PURPOSES ONLY fo Aug 18» Craere8SECTION 3 POWER PLANT WHEN YOU COMPLETE THIS LESSON, YOU WILL BE ABLE TO: 1. STATE THE PURPOSE OF NACELLE SYSTEMS. 2. IDENTIFY NACELLE SUBASSEMBLIES. 3. LOCATE THE ACCESS PANELS ON THE NACELLE. 4. STATE THE PROCEDURE USED TO OPEN THE NACELLE TO GAIN ENGINE ACCESS. 5. LOCATE THE ENGINE ANTI-ICE VALVE AND ENGINE AIR SUPPLY SYSTEM CONTROLLER AIR COOLER COMPONENTS. cir a4POWER PLANT OVERVIEW Purpose: © Theaircraft’s power plant system includes a thrust gener- ating engine supported in a mounted nacelle. The power plant system is used to: — Supply thrust to power the aircraft. — Provide pressurized air for aircraft service. — Supply power for the aircraft's electrical and hydrau- lic systems. © ‘The power plant system is installed in a strut-mounted nacelle that extends below and forward of the wing lead- ing edge. FOR TRAINING PURPOSES ONLY 70 hag 108POWER PLANT FOr 70 AsPOWER PLANT COWLING Purpose: © The cowling or nacelle configuration is made up of the in- let cowl, fan cowl, thrust reverser, core cowl (transcow)), exhaust nozzle, and exhaust plug. The primary function of the nacelle configuration is to: — Create a smooth airflow into and around the engine to decrease drag and improve engine performance, ~ Prevent damage to the external surface of the engine and its accessories. ~ Provide additional strength to the engine structure 80 it is more resistant to the forces that can cause it to bend (cowl load sharing). ~ Permit access to the engine and its components for maintenance. Components: @ Inlet Cowl — The inlet cowl is attached to the front of the engine fan case and controls the airflow into the engine. It has an anti—ice system that uses high pressure com- pressor 16th stage bleed air to prevent ice formation on the nacelle leading edge. The inlet cowl has an up- per and lower assembly that separate for removal and improved transportability. The inlet cowl weighs 670 Ibs. and houses the Power Door Opening ‘System (PDOS) used for the fan and transcowl doors. FOR TRAINING PURPOSES ONLY © Fan Cowl Doors — The fan cow] doors are hinged to the fan cowl support beam on the fan case. Each door weighs 267 Ibs. The doors are opened using the PDOS. Each door has a static port Pamb as an EEC input. The inboard fan cowl for each engine hasachine attached at the 10:30 position. ‘The fan cowl doors are supported when open by 2 hold-open rods attached to each door. ‘There are 4 tension latches at the bottom of the doors. © Thrust Reverser — The thrust reverser and core cowl (transcowl) assem- bly is hinged to the engine strut. It forms the fan dis- charge area and is the mechanical structure respon- sible for the reversing of fan air (or thrust reverse). Each door weighs 1700 lbs. © Exhaust Nozzle and Exhaust Plug — Theexhaust nozzle and exhaust plug attach to thein- ner and outer flanges of the engine turbine exhaust case and create an exit path for the engine exhaust. ‘The exhaust nozzle changes the engines primary gas flow energy to primary thrust. The exhaust plug forms the inner contour of the engines primary ex- haust annulus.CHINE STRUT (INBOARD NACEILE FAN COWL) cf — PRESSURE RELIEF DOORS POWER DOOR OPENING SWITCHES (LEFT HAND COWL) DOOR —++—-»§] NACELLE ANTI-ICE EXHAUST REVERSER INLET cOWL es {TRANSCOWL). OIL SERVICE Pamb SENSOR DOOR OIL TANK SIGHT GLASS INSPECTION DOOR erz7611.19950214 COWLING FOR TRAINING PURPOSES ONLYPOWER PLANT ENGINE VENTS AND DRAIN LINES. Purpose: © ‘The engine vents and drains remove vapors and fluids — The engine component drain lines collect and remove from the cowling, the engine components, and the strut. oil and fuel leakage from component seals and from ‘Vapors go out through cowling vents. Fluids go to the overflow drains. Someengine components that drain drain lines. The drain system uses gravity and a down to the collector box are the: angle to drain collected fluid. ean Components: + 2.5 bleed actuator. © Vents + Fuel oil cooler. — The vents send cil vapors out of the engine cowling. Sn esate The vapors go out ofthe cowling through the gearbox + TVC air valve actuator. breather. The gearbox breather goes through the . thrust reverser cowl split line. * Gearbox drain pads. © Drain Lines + Backup generator. — The engine component drain lines prevent fluid leak- + Integrated Drive Generator (IDG). age onto the engine. Engine component drain lines + Fuel pump. run to the split line on the 6:00 position of the thrust " reversor in the center latch beam door. + Hydraulic pump. - The strut drain prevents fluid from collecting in the * Starter. empty spaces of the strut. Fluid in the strut drains around the engine, and out the thrust reverser cow! split line, FOR TRAINING PURPOSES ONLY (70 Aig 1908DEOILER OVERBOARD BREATHER DUCT DRAIN PLACARD CENTER LATCH BEAM ACCESS DOOR cr27e20,19960103 ENGINE VENTS AND DRAINS FOR TRAINING PURPOSES ONLY 37POWER PLANT MOUNTS Purpose: © ‘The engine has forward and aft mounts used to attach the engine to the strut, The forward mount and aft mount transfer vertical loads and side loads to the strut. In addi- tion, the forward mount transfers thrust loads to the strut while the aft mount transfers torsional loads to the strut. ‘Location: © ‘The forward lower mount attaches to the intermediate case rear face at the 12:00 position. © ‘The aft lower mount attaches to turbine exhaust case flanges R and 8 at the 12:00 position. FOR TRAINING PURPOSES ONLY 70 Oa 108This Page Intentionally Left BlankPOWER PLANT BOEING-SUPPLIED COMPONENTS — EAI DUCTS Purpose: © The engine anti-ice (EAI) ducts are used to send hot air from the 15th stage high pressure compressor to the inlet cowl leading edge. Location: © ‘There are two EAI ducts ~ an upper non-insulated duct and a lower insulated duct. — The upper non-insulated duct is attached at one end to the EAI valve at the 8:00 position on the diffuser case. The duct extends downward to the bottom of the core engine at the 6:00 position and attaches to the lower EAT duet. ~ The lower insulated EAI duct is attached at one end tothe upper EAI duct at the bifurcation panel and ex- tends over to the right lower side (5:00 position) of the engine to the inlet cow! leading edge. FOR TRAINING PURPOSES ONLY x) a4NOT INSULATED EA! DUCT ENGINE LEFT SIDE INSULATED EAI DUCT. TO COWL LEADING EDGE (REF) < cr2pe98.10051218 ENGINE ANTI-ICE DUCTS FOR TRAINING PURPOSES ONLY a a5POWER PLANT BOEING-SUPPLIED COMPONENTS - EAi PRESSURE SENSOR Purpose: © The engine anti-ice (EAI) pressure sensors (2 per engine) are used to measure the pressure in the EAI duct down- stream of the EAI valve. Location: © ‘The two EAI sensors are found on the fan case at the 1:45 and 3:00 positions. Description and Operation: © ‘The two pressure sensors on each engine are redundant. If one sensor fails, the system continues to operate the same. © Each pressure sensor has a pressure line connector, a housing, and an electrical connector. © Pneumatic pressure to the sensor is converted to an elec- trical signal and sent to the: ~ Airfoil and Cowl Ice Protection System (ACIPS) EAT control card which transmits data to the aircraft's Engine Display and Interface Unit (EDIU) and the engine’s EEC toindicate the position of the EA valve (open/close). + The EEC will use EAI position feedback to deter- mine idle speed. FOR TRAINING PURPOSES ONLYEAI PRESSURE SENSOR NO. 1 EAI PRESSURE SENSOR NO. 2 PRESSURE ee LINE ELECTRICAL i) CONNECTOR EAI PRESSURE SENSOR (TYPICAL) ENGINE FAN CASE - RIGHT SIDE (cT2s600.19961218 ENGINE ANTI-ICE PRESSURE SENSOR FOR TRAINING PURPOSES ONLY 570 Aig 08 CTate08 H7POWER PLANT BOEING-SUPPLIED COMPONENTS — EAl VALVE CONTROLLER: Purpose: © The engine anti-ice (EAI) valve controller is used to sup- ply control pressure to the EAI valve. Location: © ‘The EAI valve controller is found on the fan case at the 3:30 position, Description and Operation: © The EAI valve controlleris an electropneumatic controller which has: — A torque motor. A body with an internal heater. ‘Two electrical connectors (one for the body heater and one for the torque motor). = ‘Two pressure line connectors (one line for supply pnuematic pressure and one for control pneumatic pressure). © The EAI controller torque motor is used to regulate pres- sure to the EAI valve. The controller gives control pres- sure tothe valve ifthe torque motor hat no power (i safe on). FOR TRAINING PURPOSES ONLY 0 Aig 1008 18ELECTRICAL CONNECTOR {TORQUE MOTOR) TORQUE MOTOR SUPPLY PRESSURE LINE CONNECTOR AND FILTER (INTERNAL) ELECTRICAL CONNECTOR (HEATER) CONTROL PRESSURE LINE CONNECTOR BODY AND HEATER (TO EAI VALVE) (INTERNAL) ta) ENGINE FAN CASE - RIGHT SIDE (¢128700.19960724 ENGINE ANTI-ICE VALVE CONTROLLER FOR TRAINING PURPOSES ONLY 70 hig Yon CTOPOWER PLANT BOEING-SUPPLIED COMPONENTS — EAI VALVE Purpose: © ‘The engine anti—ice (EAI) valve is used to control the flow of 15th stage compressor bleed air being sent to the engine inlet cowl leading edge. Location: © ‘The EAI valve is found on the diffuser case at the 8:00 position immediately above the integrated drive genera- tor. Description and Operation: © The EAI valve is a pneumatically-operated, piston-type valve which has a: ~ Body. — Locking screw. ~ Locking crank. — Control pressure line connector. © ‘The locking screw and locking crank permit the EAI valve to be manually set for normal operation (unlocked) or to the locked closed position. FOR TRAINING PURPOSES ONLY 70 Aug 1908,LOCKING SCREW (STOWED POSITION) BODY. CONTROL PRESSURE LINE CONNECTOR SF LOCKING CRANK Fwo (J = (UNLOCKED POSITION) craro.seast218 ENGINE ANTI-ICE VALVE FOR TRAINING PURPOSES ONLY (70 hag 1098 CTasTOYPOWER PLANT BOEING-SUPPLIED COMPONENTS — PRSOVC, Purpose: © ‘The pressure regulating and shutoff valve controller © ‘Thereference pressure regulators set control pressure toa (PRSOVC)is an engine air supply system component. The fixed value, The regulators are in a series with each other. PRSOVC is used to supply control pressure to the pres- The torque motor adjusts the control pressure to values sure regulating and shutoff valve (PRSOV). less than the reference pressure regulators. The torque motor always lets control pressure go to the PRSOV if it, has no electrical power (failsafe on). ‘The heater prevents the controller from freezing. — The PRSOV permits the flow of 15th or 8th stage air to the aircraft's pre-cooler. Location: © ‘The PRSOVCis on the right side of the engine fan case at the 2:00 position. Description and Operation: © ‘The PRSOVC is an electropneumatic controller with the following parts. — Two reference pressure regulators = Torque motor = Electrical conector — ‘Two pneumatic line connectors ~ Filter (internal) — Heater FOR TRAINING PURPOSES ONLY 670" ig 108‘SUPPLY PRESSURE LINE CONNECTOR AND FILTER PRESSURE (INTERNAL) REGULATOR REFERENCE a PRESSURE % REGULATOR ENGINE FAN CASE - RIGHT SIDE (€128702.19951218 PRESSURE REGULATING AND SHUTOFF VALVE FOR TRAINING PURPOSES ONLY CONTROLLERPOWER PLANT BOEING-SUPPLIED COMPONENTS — HPFAC Purpose: © The high pressure and fan air controller (HPFAC)is an en- gine air supply system component which is used to regu- late the control pressure sent to the: - High pressure shutoff valve (HPSOV) actuator. — Fan air modulating valve (FAMV) actuator. Location: © ‘The high pressure and fan air controller is found on the fan case at the 5:00 position. Description and Operation: © TheHPFAC is anelectropneumaticcontroller that has the following components. — HPSOV torque motor and electrical connector — FAMV torque motor and electrical connector - HPSOV control pressure line connector — FAMV control pressure line connector — Supply pressure line connector and filter (internal) HPSOV reference pressure regulator FAMV reference pressure regulator Electrical heater FOR TRAINING PURPOSES ONLY (70 Aig 1006, © ‘The reference pressure regulators are used to set control pressure toa fixed value. © ‘The torque motors regulate the control pressure to values less than the reference pressure regulators. © The electrical heater is used to prevent the controller from freezing.FAMV TORQUE MOTOR FAMV TM ELECTRICAL CONNECTOR REFERENCE PRESSURE REGULATORS FAMV CONTROL PRESSURE LINE. HPSOV CONTROL CONNECTION HPSOV TORQUE MOTOR HPSOV TM PRESSURE LINE ‘SUPPLY PRESSURE LINE (==> CONNECTOR AND FILTER ELECTRICAL CONNECTION (INTERNAL) CONNECTOR ENGINE FAN CASE - RIGHT SIDE e72#709.19960724 HIGH PRESSURE AND FAN AIR CONTROLLER FOR TRAINING PURPOSES ONLYPOWER PLANT BOEING-SUPPLIED COMPONENTS — CAC Purpose: © Thecontroller air cooler (CAC) is an engine air supply sys- tem component which is used to decrease the temperature of 15th stage air that goes to the: — EAI controller. — Pressure regulating and shutoff valve controller (PRSOVC). — High pressure and fan air controller (HPFAC). Location: © The CAC is bracketed to the high pressure compressor at the 2:30 position and found forward of the main fuel sup- ply line. Description and Operation: © ‘The controller air cooler is an air-to-air heat exchanger which has: — Ahigh pressure inlet connector. — Ahigh pressure outlet connector. ~ Alow pressure fan air inlet connector. FOR TRAINING PURPOSES ONLY 70 ig 1908 © Cool fan air and hot 15th stage HPC air flow through the CAC. The cool air carries heat away from the hot air which is sent to the EAI controller, PRSOVC, and HPFAC. Note: Fan airis supplied from the tap below the TCC inlet duct.HIGH PRESSURE OUTLET CONNECTOR r| « EAI CONTROLLER * PRSOVC © HPFAC ENGINE CORE - RIGHT SIDE FAN AIR INLET CONTROLLER AIR COOLER CONTROLLER AIR COOLER FOR TRAINING PURPOSES ONLY 70 Aig 100 CraRroePOWER PLANT BOEING-SUPPLIED COMPONENTS — DVV Purpose: © The duct vent valve (DVV) is used to release excessive air pressure from the high pressure/interstage pressure (HP/ IP) manifold to prevent overpressure indications when the engine is ON and the bleed system is OFF. Location: © ‘The DVVis installed into the HP/IP manifold at the 12:00 position next to the 15th stage bleed port. Description and Operation: © ‘The DVV is a spring-loaded closed, pneumatically— opened pressure relief valve. © ‘The DVV opens when the air pressure in the HP/IP man- ‘fold exceeds 185 psig. The valve will release air into the engine compartment at a flow of 6-8 Iba/min. The DVV will close at 145 psig. FOR TRAINING PURPOSES ONLY 70 Aig 1008,HP/IP MANIFOLD 15TH STAGE BLEED AIR PORT (REF) VENT TO AMBIENT DUCT VENT VALVE ENGINE PNEUMATIC DUCTING (12:00 POSITION) €128705.10951218 DUCT VENT VALVE FOR TRAINING PURPOSES ONLY 70 hig 008 CraH7OSPOWER PLANT BOEING-SUPPLIED COMPONENTS ENGINE EXTERNAL ACCESSORY COOLING Purpose: © ‘Theengine external accessory cooling system uses fan dis- charge air to cool specific engine components and the na- celle zone between the engine and the thrust reverser. Description and Operation: © Engine external accessory cooling system tubes are used to send fan air to the: Ignition exciters. Exciter-to-igniter plug cables. Igniter plugs. ‘Turbine vane cooling air valve actuator. ~ Oil pressure transmitter. — Permanent magnet alternator. — Pneumatic starter. © The nacelle zone ventilation shutoff valve is used to con- trol the flow of fan air around the high pressure compres- sor and diffuser cases. FOR TRAINING PURPOSES ONLYTURBINE VANE COOLING AIR VALVE ACTUATOR NACELLE ZONE VENTILATION SHUTOFF VALVE OIL PRESSURE TRANSMITTER {LEFT SIDE) IGNITION EXCITERS, CABLES AND IGNITER PLUGS PNEUMATIC STARTER PERMANENT MAGNET ALTERNATOR (6728706.10981218 ENGINE EXTERNAL ACCESSORY COOLING SYSTEM FOR TRAINING PURPOSES ONLYPOWER PLANT REVIEW QUESTIONS 1. The fan cowl doors are opened by: A. Hold open rods. B. Spring actuators. C. Load share grooves. D. The PDOS. 2. The forward lower engine mount attaches to the en- gine’s: A. Intermediate case. B. Fan case. C. Thrust reverser doors. D. Exhaust case. FOR TRAINING PURPOSES ONLY 3. Pamb sensors are found on the: A. Fan cowl doors. B. Strut. C. Thrust reverser doors. D. Inlet cowl. E. Exhaust case. |. The seal drain tubes drain fuel and oil from engine com- ponents overboard through the: A. Exhaust nozzle. B, The opening in the thrust reverser doors at the 6:00 position. e Fan case. D. Exhaust plug.SECTION 4 ENGINE CONSTRUCTION WHEN YOU COMPLETE THIS LESSON, YOU WILL BE ABLE TO: 1, STATE THE PURPOSE OF EACH ENGINE SECTION. 2. IDENTIFY ENGINE MAJOR BEARINGS BY POSITION, FUNCTION, TYPE, AND TYPE OF LOAD. LOCATE IATA GAS PATH STATIONS. IDENTIFY MAJOR ENGINE ASSEMBLIES AND ENGINE BUILD GROUPS. a > 2 RECOGNIZE THE USES OF AIR TO IMPROVE PERFORMANCE AND DURABILITY. cit onENGINE CONSTRUCTION ENGINE SPECIFICATIONS AND CONFIGURATIONS. Gaspath Configuration © Low Pressure Compressor (LPC) 7 stages + 1 fan stage + 6 primary stages Modulating 2.5 bleed valve (4th stage air) for engine stability and dirt removal Fan air for turbine case cooling, engine components cooling, and nacelle cooling © High Pressure Compressor (HPC) 11 stages 4 stages of variable vanes for optimum performance 8th stage bleed air for aircraft use and LPT thrust balance ‘9th stage air for HPC and LPT cooling 12th stage bleed air for engine stability, No. Sbearing compartment cooling, and turbine cooling 15th stage bleed air for No. 2 bearing thrust balance load and muscle pressure FOR TRAINING PURPOSES ONLY 670 Aig 198 Diffuser and Combustor 4 ports supply 15th stage O.D. bleed air for aircraft use Annular combustion chamber 24 fuel injectors High Pressure Turbine (HPT) 2 stages Drives HPC Outer ease cooled by fan air forimproved turbine effi- ciency ‘Low Pressure Turbine (LPT) ‘T stages Drives LPC Outer case cooled by fan air for improved turbine effi- ciency and case durability ‘Thrust balance vent system ‘Turbine Exhaust Case (TEC) Four (4) P4.95/T4.95 exhaust gas temperature and pressure sensing probesHIGH PRESSURE TURBINE « f wi 5 ww peg ys | ee a5 Ps HIGH PRESSURE LOW PRESSURE a LOW PRESSURE COMPRESSOR COMPRESSOR TURBINE {LPC) (HPC) (LPT) GASPATH CONFIGURATION FOR TRAINING PURPOSES ONLY (670 og Y008 crasresENGINE CONSTRUCTION ENGINE SPECIFICATIONS AND CONFIGURATION Engine Stations Engine Flanges and Cases © 2.0: Core Engine Inlet © A-B: Fan case front © 2.5: LPC Exit © B-C: Fan exit case and vane assembly © 3.0: HPC ExitDiffuser Inlet © C-D: Fanexit © 3.5: Combustor © E-H: High compressor front case © 4.0: HPT Inlet/Combustor Exit © H-K: High compressor rear case © 4.5: HPT Exit/LPT Inlet Transition Duct © K-M: Diffuser case © 4,95: TEC © M-N: High turbine case © 5.0; Turbine Exit Guide Vane Exit © N-P: Low turbine case © 12.0: Fan Inlet © P-T: Turbine exhaust case © 12.5: Fan Exit © 13.0: Fan Exit Guide Vane Exit © 14.0: Intermediate Case Strut Exit FOR TRAINING PURPOSES ONLY 670 hg 1088FLANGE A 25 12.0 — 14.0 STATION 13.0 125 ENGINE STATIONS AND FLANGES FOR TRAINING PURPOSES ONLY (70 hi 1008 cr2E700 4.0 35 45 crze790, 19960418ENGINE CONSTRUCTION ENGINE SPECIFICATIONS AND CONFIGURATION Engine Main Bearings © No. 1 Bearing ~ Supported by intermediate case — Located aft of the fan hub ~ Oil damped — Thrust bearing for LPC — Oil damping shutoff valve — Single ball bearing — Dry face spring loaded carbon seal ~ Supported by intermediate case @ No. 3 bearing ~ Dry face spring loaded carbon seal — Located between the HPC and the HPT ~ Oil damped ~ Radial support of HPC and HPT © No. 1.5 Bearing — Single roller bearing ~ Supported by diffuser case — Located on the LPT shaft i leuiaserainlemegrere yer —. Wet face spring loaded carbon seal ~ Radial support for front of LPC drive shaft — Provides additional LPC rotor support, © No.4 bearing — Single roller bearing — Located on the aft LPT shaft = Supported by intermediate case = Radial support for rear of LPC drive shaft and LPT ~ Dry face spring loaded carbon seals — Single roller bearing a ~ Supported by turbine exhaust case ~ Located forward of the HPC shaft : om — en ~ Thrust bearing for HPC eoiaaeueeerd seal ~ Single ball bearing FOR TRAINING PURPOSES ONLY (70 ug 1008NO.4 BEARING NO. 1.5 NO. 3 BEARING BEARING NO.1 NO. 2 BEARING BEARING : ~ ™ \ ENGINE MAIN BEARINGS FOR TRAINING PURPOSES ONLY (70 Aug 108 Cres? a7ENGINE CONSTRUCTION ENGINE SPECIFICATIONS AND CONFIGURATION ENGINE MAIN BEARINGS AND BEARING COMPART- MENTS No. 3 Bearing Buffer Cooling Air 12th stage air is taken from the diffuser combustor case at the 5:00 position and sent to the No. 3 bearing buffer air cooler found at the 2:00 position in the intermediate case. At the same time air is sent downstream of the lower right side TVBC valve (“A” valve). This will cause most of the buffer cooler air supply to follow the TVBC schedule. Atidle and cruise (low power) the air supply tube from the HPC to the buffer cooler will supply a small amount of air for cooling, but because the TVBC valve is closed, the ‘TVBC air will be prevented from flowing to the buffer cool- er. At takeoff and climb (high power), when extra cooling is required by the high turbine, the TVBC valve will be open and maximum cooling airflow needed for the 2nd blades will be made available to the buffer cooler. ‘The No. 3bearing buffer air cooleris an air-to-air heat ex- changer using 4th stage air taken from the LPC/HPC transition duct to cool 12th stage air coming from the dif- fuser combustor case. The cooled 12th stage air is carried to the No. 3 bearing cooling duet by tubes. FOR TRAINING PURPOSES ONLY (70 og T008NO. 3 BEARING BUFFER AIR COOLER NO. 2 STRUT INTERMEDIATE CASE (REF) 12TH STAGE AIR OUTLET cr28791.19960416 NO. 3 BEARING BUFFER AIR COOLER FOR TRAINING PURPOSES ONLY G70 Ag 1058 C12ENGINE CONSTRUCTION ENGINE SPECIFICATIONS AND CONFIGURATION Build Groups and Assembly Parts © A build group is the largest assembly of engine parts that can be: — Removed from the engine as a unit, or installed on the engine as a unit. — Disassembled or preassembled by a P&W customer, independently of the other build groups. © ‘The PW4090has a modular design. It is divided intobuild groups and major assemblies. © The non-build-group assemblies are referred to as as- sembly parts. They are: — Assembled on the engine. — Attached to build groups or to other assembly parts. — Used to connect some of the build groups together, thus, are interfaces between those build groups. FOR TRAINING PURPOSES ONLY 170 fog 108 Build Group/ATA Number Compressor Inlet Cone/72-31 Fan Blades/72-31 LPC/LPT Coupling/72-31 ‘Low Pressure Compressor (LPCY72-31 Fan Cases/72-83 Intermediate Case/72-34 High Pressure Compressor (HPC)/72-35 Diffuser Combustor/72—41 ‘Turbine Nozzle/72—41 High Pressure Turbine (HPT)/72-52 Low Pressure Turbine (LPTV/72-53 ‘Turbine Exhaust Case (TECY72-54 Main Gearbox (MGBY72-61 Angle Gearbox (AGB)/72-€2 440PW4090 AIRFLOWS FOR TRAINING PURPOSES ONLY (70 0a toes CIcaRre8 TURBINE CASE COOLING system EEEESI FAN AIR (7 4TH STAGE AIR EEG 8TH STAGE AIR (BHI 9TH STAGE AIR Bl 12TH STAGE AIR HEEB 15TH STAGE AIR SSS 12TH AND 15TH COMBINED 9TH, 12TH, 15TH COMBINED cTozeres. 9960018, 413ENGINE CONSTRUCTION COMPRESSOR INLET CONE Purpose: © ‘The compressor inlet cone (also referred to as a nose cone or spinner) is an aerodynamic fairing that smooths the flow of air into the engine. Description and Operation: © Kevlar and epoxy resin with a polyurethane (viton) coat- ing. © Inlet cone segments — Rear segment (bolted to the front of the LPC hub) ~ Front segment (bolted to the rear cone segment) © Pre-balanced assembly © Vent holes for anti-ice air (equally spaced around the rear cone segment) © Line replaceable unit FOR TRAINING PURPOSES ONLY 570 fag tome 414INLET CONE REAR SEGMENT INLET CONE FRONT SEGMENT ANTI-ICE VENT HOLES crz7867.19950214 COMPRESSOR INLET CONE FOR TRAINING PURPOSES ONLY 70 Nog Tos Cra7a? 4415ENGINE CONSTRUCTION FAN BLADES Purpose: © ‘The fan blades: © A removeable fairing separates each fan blade. ~ Compress the air that goes into the engine. © ‘The fairing bolt secures the fairing to the hub axially. = Send the compressed air to the core and fan gas- paths. © ‘The fairing pin secures the fairing to the fan hub radially. . ‘ting pi : pee eee Geenae ‘The fairing pins are kept from moving by the inlet cone. ee eee © The fan blades are line replaceable units. —— . ee i ~ The fan blades can be replaced individually if the re- — Hollow construction. placement blade is within the required moment = Shroudless. weight on installed engines. © The fan blades are installed in dovetail slots in the LPC hub. These slots hold the blades radially. © The fan blades are held axially by a split-ring blade lock which has an anti-rotation pin and a lock removal hole. © Fach fan blade weighs approximately 35 Ibs. (~ 16 Kg). © The fan blade part number is found on the bottom of the blade root. FOR TRAINING PURPOSES ONLY 416BLADE wt \ | SPLITRING | \ BLADE LOCK PIN FAIRING PIN \ ern REMOVABLE \ FAIRING « MOMENT LEADING WEIGHT EDGE SPLIT-RING LOCK REMOVAL BLADE Lock HOLE FAIRING PIN D> wR FAIRING FAIRING PIN BLADE PART NUMBER craveen.r9900212 FAN BLADES FOR TRAINING PURPOSES ONLY 570 Aug 1008 rare aTENGINE CONSTRUCTION LOW PRESSURE COMPRESSOR (LPC) Purpose: © The low pressure compressor increases the pressure of the primary airstream. Description and Operation: © The LPC build group includes: - A7-stage rotor assembly (stages 1, 1.1, 1.3, 1.6, 2, 3, and 4). — The blades for stages 1.1, 1.3, 1.6, 2, 3, and 4. ~ A 6-stage stator assembly (stages 1, 1.1, 1.3, 1.6, 2, and 3). © ‘Thefirst stage of the LPC rotoris the fan stage. The blades are assembly parts. © At the entrance to the primary gaspath: — The first stage of the stator assembly (stage 1) is lo- cated aft of the fan blades. ~ The fan exit fairing divides the primary and second- ary airstreams. FOR TRAINING PURPOSES ONLY ‘70 hg 1008 © The LPC rotor is: = Supported by the No. 1 ball bearing found on the front compressor hub, ~ Turned by the low pressure turbine (LPT). © ‘The fan exit fairing of the LPC build group is attached to the fan exit inner case assembly which supports the LPC stator assembly. Note: The fan exit inner case assembly (not shown) is part of the fan cases build group.FAIRING 4TH STAGE AIR FAN EXIT FAIRING erc27869.18960226, LOW PRESSURE COMPRESSOR (LPC) FOR TRAINING PURPOSES ONLY 579 Aig 1008 Crease”ENGINE CONSTRUCTION LPC/LPT COUPLING Purpose: © The LPC/LPT coupling connects the LPC rotor to the LPT. © Fourth stage air continuously enters the LPC/LPT cou- shaft. pling through holes which are aft of its front splines. The 4th stage air: Description and Operation: - Fills the LPC rotor and pressurizes the No. 1 bearing © The LPC/LPT coupling is: — Splined to the LPC rotor hub and to the LPT shaft. ~ Supported by the No. 1.5 bearing. © A motional pickup wheel is on the coupling. = The rotational movement of the teeth on the pickup wheel is sensed by the N1 speed transducer (not shown). ~ The transducer sends a signal that transmits the N1 (LPC rotor) speed as an input to the EEC. © ‘The LPC/LPT coupling: ~ Provides improved support for the LPC via the No. 1 and No. 1.5 bearings. FOR TRAINING PURPOSES ONLY 70 Ag 1008 carbon seal. — Fills the internal space in the coupling, ~ Goes through a hole inthe turbine shaft plug (also re- ferred to as the cover plate) to anti-ice the compres- sor inlet cone. — Goes aft to cool the LPT and pressurize the No. 4 bearing carbon seal.NO. 1.5 BEARING INNER RING AND ROLLERS TURBINE SS aNTICEHOIE 2a SHAFT PLUG seal (COVER PLATE) a Ae MOTIONAL i PICKUP uy WHEEL LPC/LPT COUPLING NO. 1.5 BEARING AIR HOLES MOTIONAL PICKUP WHEEL (60 TEETH) erz7570.19980214 LPC/LPT COUPLING FOR TRAINING PURPOSES ONLY 670 Ay Tos CrzTPO 421ENGINE CONSTRUCTION FAN CASES: Purpose: © The fan front case, fan exit case and vane assembly, and fan exit rear case: ~ Make a flowpath for the fan discharge air. — Are part of the engine structure that supports thena- celle inlet cowl. v ‘Description and Operation: © ‘The fan front case: Supports the inlet cowl. Contains the fan blade tip rubstrip. Supplies fan blade containment. Is a honeycomb acoustic structure made of alumi- num isogrid with Kevlar wrap. © ‘The fan exit case and vane assembly: ~ Makes the fan discharge air straight before it enters the thrust reverser fan air duct. — Has 60 wide-chord, hollow aluminum fan exit guide vanes with leading edges that connect the fan exit in- ner and outer cases. FOR TRAINING PURPOSES ONLY (70 Hag 1088 © The fan exit rear case: - Shares thrust loads with the intermediate case. — Has 9 fan exit struts.FAN EXIT CASE AND VANE ASSEMBLY HONEYCOMB ACOUSTIC STRUCTURE RUB STRIP FAN EXIT GUIDE VANE ALUMINUM FAN EXIT REAR CASE ISOGRID FAN EXIT REAR CASE FAN RUBSTRIP cr2a706.19960418 FAN CASES FOR TRAINING PURPOSES ONLY 79 Aig 108 CreeENGINE CONSTRUCTION INTERMEDIATE CASE Purpose: © The intermediate case is the primary structural compo- nent of the engine. It has attachment points for many of the engine components. Description and Operation: © The intermediate case has the supports for the: ~ No. 1 bearing (LPC). ~ No. 1.5 (LPC/LPT shaft). ~ No. 2 bearing (HPC). © ‘The intermediate case comprises: — The 4th stage compressor stator assembly. — Nine fan struts. ~ The towershaft drive gear. FOR TRAINING PURPOSES ONLY 70 fag 1088A NO. 1 BEARING ‘\.. REAR SUPPORT crze7e9, 19980418 INTERMEDIATE CASE — FRONT FOR TRAINING PURPOSES ONLY 70. hag 090 CzeTOBENGINE CONSTRUCTION INTERMEDIATE CASE Deseription and Operation (cont): © Forward mount pad: © IDG air/oil heat exchanger and valve: ~ Is found at the 12:00 position and has an attached ~ Is found at the 4:00 position. puck-and-gimbal type engine mount for torque ~ Uses fan or 2.5 air to cool the IDG system oil loads, vertical loads, and growth loads. © Ni speed transducer: © 4-way solenoid valve: . 5 5:00 position. ~ Is found at the 1:00 position and is used to control all Perot ieee Dee turbine blade and vane cooling air valves. ~ Senses P2.5, T2.5 and N1 speed. © Pneumatic relay valve for the LPT/TBV system: © Angle gearbox: ~ Is found at the 1:00 position. ~ Is found at the 6:00 position. © Solenoid valve: ~ Is driven by the towershaft which is turned by the — Is found at the 1:30 position and is used to control the HPC. ee ar vale © 25 bleed valve hydraulic actuator: 3-way solenoid valve and pneumatic relay valve: ay e y — Is found at the 7:00 position (attached to the fan exit — Are found at the 11:00 position and are used to case). bree rae teoalie ET] ~ Is used to move the 2.5 bleed valve. © Forward mount thrust brackets: © Engine air/oil heat exchanger and valve: — Are found at the 10:30 and 1:30 positions and used ~ Is found at the 8:00 position. for torque loads and thrust loads. — Uses fan or 2.5 air to cool the engine oil. © No.3 bearing buffer air cooler: © Backup generator air/oil cooler: — Is found at the 2:00 position and is a flow through ~ Is found at the 10:00 position. cooler which uses 2.5 air to cool the No. 3 bearing. — Uses fan air exclusively to cool the backup generator oil, FOR TRAINING PURPOSES ONLY 70 Nog 1908,LPT TBV Tvsc 2.9 STABILITY PNEUMATIC SOLENOID PNEUMATIC RELAY 1 is RELAY VALVE _ STARTER AIR VALVE FORWARD, LEE VALVE SOLENOID 2.9 (START/STABILITY) FORWARD MOUNT BLEED VALVE THRUST BRACKET SOLENOID BACKUP NO. 3 BEARING GENERATOR BUFFER AIR AIR/OIL HEAT COOLER EXCHANGER AND VALVE IDG AIR/OIL Wi ENGINE AIR/OIL- HEAT EXCHANGER HEAT EXCHANGER XN 4 Yj AND VALVE AND VALVE Sy v4 yj SG N1 SPEED TRANSDUCER/P2.5/T.2.5 PROBE ANGLE GEARBOX (©126729.19951219 2.5 BLEED VALVE ACTUATOR INTERMEDIATE CASE COMPONENT LOCATIONS FOR TRAINING PURPOSES ONLY 70 hog 008 CDENGINE CONSTRUCTION HIGH PRESSURE COMPRESSOR (HPC) Purpose: © The high pressure compressor increases the pressure of the primary air from the low compressor and sends it to the diffuser. Description and Operation: © ‘The HPC has an 11 stage rotor and stator assembly. — The first set of airfoils is the inlet guide vane (IGV) assembly. - Each of the first four stator stages has: + Variable vanes. + Auunison ring assembly. © ‘The HPC is a five-piece rotor supported at the: — Front by the No. 2 bearing. ~ Rear by the No. 3 bearing. © The HPC is turned by the HPT. © The HPC turns the towershaft to drive the angle gearbox. FOR TRAINING PURPOSES ONLY (70 40g 108 © ‘The HPC supplies bleed air from the: 8th stage for: + Aircraft use. + Low pressure turbine thrust balance. 9th stage for: + Rotor cooling. + No. 1.5 bearing seal pressurization. 12th stage for: + Engine stability. ‘+ Cooling the No. 3 bearing. + Cooling parts of the turbine. No. 3 bearing seal pressurization, 15th stage for: + Balancing the thrust load on the No. 2 bearing. + Muscle pressure. * Airflow sensing. * Aircraft use. + No. 3 bearing seal pressurization. + Cooling parts of the turbine. 4-28VARIABLE STATOR UNISON RINGS HPC REAR HUB 8TH STAGE BLEED PORTH INLETGUIDE = 29 BLEED % VANES (IGV) 12TH STAGE BLEED PORT- BLEED PORT (VARIABLE) 2-BRUSH SEAL 8TH STAGE BLEED ANNULUS 15TH STAGE 12TH STAGE 2 AG BLEED ANNULUS (4TH STAGE AIR UNISON RING BLEED ANNULUS (Gy 8TH STAGE AIR ASSEMBLY (EEE 9TH STAGE AIR mm isustcsar HIGH PRESSURE COMPRESSOR (HPC) MM 15TH STAGE AIR cTc28774.19960919 429 FOR TRAINING PURPOSES ONLYENGINE CONSTRUCTION HOT SECTION BRUSH SEALS General: Jet engines run best when as much of the air that comes in the front end can be converted to thrust to power the air- craft. Air seals are used to minimize air leakage between the stages. — Knife-edge seals + Tokeep the air from leaking between the stages, sharp edges are used on the rotating shafts. Like knives, they cut into a softer honeycomb metal on the outside wall as the engine rotates. Note: The problem with knife-edge sealsis that parts expand and contract as the engine speeds upandslows down, so the fitisn’t always as tight, as it could be. - Brush seals + Brush seals are much more flexible than knife edge seals. These seals follow the rotating shaft as it expands and contracts, so the gaps where air can escape are considerably smaller. Be- cause one part doesn’t cut into another, brush seals stay tighter longer. FOR TRAINING PURPOSES ONLYDIFFUSER CASE HONEYCOMB I AIR FLOW a> HOT SECTION BRUSH SEALS FOR TRAINING PURPOSES ONLY 70 Aug 1008 CraRTOS (cr28786.19960815,ENGINE CONSTRUCTION DIFFUSER AND COMBUSTOR Purpose: © The diffuser is used to: — Make the airflow from the compressor straight. ~ Diffuse the primary air by increasing it’s pressure and reducing it’s speed. — Send the airinto and around the combustor (combus- tion chamber). © ‘The combustor is used to: — Mix the fuel with the air. ~ Burn the fueV/air mixture to add energy tothe prima- ry gaspath. Description and Operation: © ‘The diffuser case is attached with bolts to the high-pres- sure compressor rear case and supports the No. bearing. © ‘The diffuser case has a compressor exit stator stage which is: — The last stator stage in the HPC and used to make the HPC airflow straight when it enters the diffuser. © The diffuser case has: = Ports tosupply 15th stage bleed air from the HPC for use by the engine and aircraft. ~ Eight (8) fuel injector manifolds which transmit fuel to the injectors. FOR TRAINING PURPOSES ONLY (70 hg 1008 — ‘Twenty-four (24) fuel injectors which are attached around the diffuser case. — ‘Two(2) ignitor plug bosses which provide ignition for combustion. © The combustion chamber is an annular design with float- wall louvers that form the: ~ Outer combustion chamber. Note: The inner combustion chamber is part of the turbine nozzle build group. © The outer combustion chamber liner is made of sheet met- al with floatwall segments bolted inside. © The outer combustion chamber has holes that permit air to enter the chamber for: — Combustion: Air used for combustion goes through the large holes near the front of the chamber. ~ Dilution: Air used for dilution (to reduce the temper- ature of the very hot, combustion gases) enters the smaller holes near the rear of the chamber. — Cooling: Air used for cooling enters the chamber through the very small holes at each segment. It then flows against the inner surface of the chamber as a cooling film. © The outer combustion chamber liner is held in the diffuser case by doweled end bolts.DIFFUSER COMPRESSOR EXIT STATOR 15TH STAGE BLEED PORT (TYPICAL). NO. 3 BEARING FUEL INJECTOR MANIFOLD FLOATWALL BURNER DIFFUSER CASE COMPRESSOR WEEE 9TH STAGE AIR EXIT STATOR E@BE] 12TH STAGE AIR DOWELED END BOLT GBH 15TH STAGE AIR ¢7027874,19960226 DIFFUSER AND COMBUSTOR FOR TRAINING PURPOSES ONLY 4-33ENGINE CONSTRUCTION TURBINE NOZZLE Purpose: © ‘The turbine nozzle guide vanes are used tosend hot gases from the combustion chamber to the Ist stage turbine blades at the correct angle and speed. Note: The cooling duct sends cooling air to the Ist stage turbine rotor and blades. Description and Operation: © ‘The turbine nozzle build group compris — Aninner combustion chamber liner. — A 1st stage HPT cooling duct. — Seventeen Ist stage HPT nozzle guide vane cluster assemblies (2 vanes per cluster). © ‘The inner combustion chamber liner: — Is made of sheet metal with floatwall segments bolted inside. — Has holes that permit air to enter the chamber for combustion, dilution, and cooling. FOR TRAINING PURPOSES ONLY 70 Aug 108 © Cooling air from the diffuser flows around the inner com- bustion chamber liner and enters the: ~ Chamber through small holes at each segment. Then it flows against the inner surface of the chamber as a cooling film. — Internal passages of each vane. Then it goes out of each vane through a pattern of holes that cause a pro- tective film on the surfaces of the vanes in the gas- path. — Annular cooling duct which operates as a metering nozzle. It. goes out of the metering nozzle and flows against the turbine rotor. © Brush seals are found at the interfaces with the Ist stage turbine rotor to minimize the leakage of the cooling air used for the Ist stage turbine rotor and blades.INNER COMBUSTION CHAMBER NN / / TURBINE NOZZLE INNER GUIDE VANES COMBUSTION CHAMBER SEGMENTS BRUSH SEALS TURBINE NOZZLES GUIDE VANE Lf 4ST STAGE TURBINE BLADES as ccrz757s 10951210 TURBINE NOZZLE FOR TRAINING PURPOSES ONLYENGINE CONSTRUCTION HIGH PRESSURE TURBINE (HPT) Purpose: © The high pressure turbine supplies the force to turn the high pressure compressor. Description and Operation: © ‘The two-stage high pressure turbine comprises: = One case and vane assembly. ~ ‘Two disk and blade rotor assemblies. ~ One rotating inner airseal. © Air-cooled HPT parts are the: ot stage disk and blade assembly. 2nd stage disk and blade assembly. 2nd stage vanes. Inner airseal. © 1st stage turbine blades (82): — Are made thru a single crystal casting process and have a Thermal Barrier Coating (TBC). © 2nd stage turbine vanes: = Comprise 21 vane cluster assemblies (2 vanes per cluster). ~ Have inner airseal lands at the inner diameter. ~ Are cooled internally by 12th stage HPC air which enters the cooling air annulus through cooling air ports. © 2nd stage turbine blades (82): ~ Are made thru a directional solidification casting process. — Have abradable thin ceramic outer airseal segments around the tips. Note: Turbine case cooling (TCC) components: = Include insulated cooling air manifolds which are at- tached to brackets on the outside of the HPT case. — Control the flow of fan air through those manifolds to cool the HPT case to: + Reduce its diameter and thus reduce the HPT blade tip clearances. ~ Are not part of any build group. FOR TRAINING PURPOSES ONLY 70g 10081ST STAGE DISK/BLADE ASSEMBLY CERAMIC OUTER AIRSEAL TCA THERMOCOUPLE MOUNTING BOSS) =-- TURBINE VANE COOLING AIR PORT INSULATED Tcc GREE «OTH STAGE AIR AIR MANIFOLDS 12TH STAGE AIR HPT CASE BH 15TH STAGE AIR (MANIFOLDS S29 FAN AIR NOT SHOWN) cre2rs7s.19960222 HIGH PRESSURE TURBINE (HPT) FOR TRAINING PURPOSES ONLY 437ENGINE CONSTRUCTION LOW PRESSURE TURBINE (LPT) Purpose: © ‘The low pressure turbine supplies the force to turn the low-pressure compressor through a driveshaft. Description and Operation: © ‘The low pressure turbine has seven stages. © ‘Tho 7th stage disk supports the other six disks as follows. ~ The 3rd, 4th, 5th, and 6th stage disks are cantile- vered from the front of the 7th stage disk. — The 8th and 9th stage disks are attached to the rear of the 7th stage disk. © AnEEC-controlled thrust balance system uses 8th stage air to: - Reduce aft loads on the No. 1 bearing at high power. FOR TRAINING PURPOSES ONLY 670 Ag 1008 © The LPT shaft can be separated from the LPT through the exhaust case. This permits the LPT to be removed to im- prove the transportability of the engine. Note: Turbine case cooling (TCC) components: - Include insulated cooling air manifolds which are at- tached to brackets on the outside of the LPT case. — Control the flow of fan air through those manifolds to cool the LPT case to: + Reduce its diameter and thus reduce the LPT blade tip clearances. — Are not part of any build group.LOW PRESSURE LPT THRUST BALANCE COMPRESSOR VENT AREA DRIVE TURBINE ene 4 a PY ver ag 3RD, 4TH & STH STAGES LPT VANE COOLING TUBES ————>— TURBINE CASE (MANIFOLDS NOT SHOWN) MANIFOLDS TRANSITION AP12 BORESCOPE LOW PRESSURE LOCATION COMPRESSOR DRIVE TURBINE (GS FAN AIR SHarr (J 4TH STAGE AIR 8TH STAGE AIR lB OTH STAGE AIR s [25 12TH STAGE AIR LOW PRESSURE TURBINE (LPT) cvoserra.sstodss FOR TRAINING PURPOSES ONLY 439ENGINE CONSTRUCTION ‘TURBINE EXHAUST CASE (TEC) Purpose: © The turbine exhaust case (TEC) is used to: ~ Support the No. 4 bearing. — Hold the exhaust nozzle and plug. ~ Transmit the turbine discharge gases through its struts to the exhaust nozzle and plug. Description and Operation: © The TEC has attachment points for: ~ The rear engine mount. - Ground handling tools. © ‘Thestruts make the primary airflow straight before it en- ters the area of the exhaust plug and nozzle. © The TEC has openings and attachment points (not shown) for four P4.95/T4.95 probes. FOR TRAINING PURPOSES ONLY © The TEC receives: — 8th stage air for the two (2) LPT/TBV manifolds. — 12th stage air ducted from the 2.9 stability bleed at bosses found at the 7:00 and 9:00 positions. © The TEC has an access porton the rear for LPT tie bolt nut removal.NO. 4 BEARING REAR SUPPORT FLANGE FOR EXHAUST PLUG REAR ENGINE MOUNT ATTACHMENT POINTS TURBINE EXHAUST CASE STRUT fo ¢ Ca Cc GROUND HANDLING ATTACHMENT POINTS LPT/TBV MANIFOLDS (2) REAR SUPPORT FLANGE 12TH STAGE FOR EXHAUST NOZZLE 2.9 STABILITY BLEED DUCT BOSS (6128784,19960724 TURBINE EXHAUST CASE (TEC) FOR TRAINING PURPOSES ONLY 70 fg 1000 raRrad aaENGINE CONSTRUCTION ACCESSORY DRIVES SECTION ANGLE GEARBOX (AGB) MAIN GEARBOX (MGB) Purpose: Purpose: © ‘The angle gearbox (AGB) drives the main gearbox. Description and Operation: © The AGB is installed at the rear of the intermediate case at the 6:00 position between the primary and secondary gaspaths. © ‘The AGB is supported by: — Two mount lugs at the front. — The layshaft housing at the rear. © ‘The AGB is driven by the towershaft, which is turned by the HPC. ‘© The AGB turns the horizontal layshaft (or gearbox drive- shaft) to drive the main gearbox. © ‘The AGB housing is an aluminum casting. © ‘The AGBis a line replaceable unit. FOR TRAINING PURPOSES ONLY 70 fag 1088 © ‘The main gearbox (MGB) drives the accessories for theen- gine and aircraft. Description and Operation: © ‘The MGBis installed under the high compressor case at the 6:00 position. © The MGB is supported by: ~ The layshaft link at the front. = ‘Two side mounts to the HPC rear case. ~ An antisway bracket to prevent lateral movement. © ‘The MGB is driven by the horizontal layshaft, which is turned by the AGB. © The MGB housing is an aluminum casting. © ‘The MGB has a chip detector. © ‘The MGB is a line replaceable unit.TOWERSHAFT DRIVE SIDE MOUNT HORIZONTAL DRIVESHAFT (LAYSHAFT) HOUSING MOUNT LUG (2 LOCATIONS) (CT27579,19950214 ANGLE AND MAIN GEARBOXES FOR TRAINING PURPOSES ONLY G70 hy 1008 CTRGTOENGINE CONSTRUCTION MAIN GEARBOX Accessory Drives: © Allof the main gearbox accessory drives: Are modules that can be easily removed or installed in the MGB. Have replaceable carbon seals. Permit seal drain leakage to be collected by EBU components to transmit it overboard. Are wet spline drives (except for the starter drive). FOR TRAINING PURPOSES ONLY 170 fag 1008 Front of Gearbox: Ignition exciters (2) Fuel pump/Fuel Metering Unit (FMU) N2 crank pad Layshaft housing Deoiler Main oil filter housing Backup generator Permanent Magnet Alternator (PMA) Breather valve © Servo fuel heaterIGNITION EXCITERS LAYSHAFT HOUSING *~ MAIN OIL FILTER HOUSING FUEL PUMP/FMU DEOILER N2 CRANK PAD: BACKUP. GENERATOR PERMANENT MAGNET ALTERNATOR cT27580.19960212 MAIN GEARBOX — FRONT FOR TRAINING PURPOSES ONLY (70 tog 1008 crzTS0ENGINE CONSTRUCTION MAIN GEARBOX Rear of Gearbox: © Oil tank adapter cover © Breather air discharge port © Integrated drive generator 120kva (airframer supplied) © Lubrication and scavenge oil pump © Pneumatic starter © Hydraulic pump (airframer supplied) FOR TRAINING PURPOSES ONLYOIL TANK ADAPTER COVER BREATHER AIR: DISCHARGE PORT HYDRAULIC PUMP (AIRFRAMER SUPPLIED) INTEGRATED DRIVE PNEUMATIC GENERATOR SYSTEM ‘STARTER LUBRICATION AND SCAVENGE OIL PUMP crarss1.t0980210 MAIN GEARBOX — REAR FOR TRAINING PURPOSES ONLY 670 Aog 1098 rare! 4471. The engine station numbering system is used to: A. Standardize. B, Abbreviate terms. C. Find points in the gaspath, D. Find points on the engine cases. 2. Rotational energy for the main gearbox received from the: A. Front of the N1 rotor. B. Rear of the low compressor. C. Front of the N2 compressor. D. Rear of the high compressor. 8. ‘The number of stages in the low and high pressure com- pressor sections are: ‘A. LPC: 8 stages; HPC: 9 stages. B. LPC: 5 stages; HPC: 17 stages. C. LPC: 7 stages; HPC: 11 stages. D. LPC: 10 stages; HPC: 8 stages. FOR TRAINING PURPOSES ONLY 670 hg 1088 ENGINE CONSTRUCTION REVIEW QUESTIONS . The high compressor rotor comprises: ‘A. 11 disks bolted together. B) 5 major components. C. 14 stages. D. Vanes and blades. . The combustion chamber is a: A. Two-piece floatwall annular design. B. One-piece annular design. C. Multi-can annular design. D. All of the above. .. The purpose of the angle gearbox is to: A. Drive the starter. B. Give horsepower for the aircraft. C. Power the aircraft hydraulic system. D. Drive the main gearbox.ENGINE CONSTRUCTION REMOVAL/INSTALLATION 7. The number of stages in the high pressure turbine is: A. eee B. c D. FOR TRAINING PURPOSES ONLYSECTION 5 BORESCOPE PROVISIONS WHEN YOU COMPLETE THIS LESSON, YOU WILL BE ABLE TO: 1. LOCATE THE BORESCOPE ACCESS PORTS ON A PW4090 ENGINE. p IDENTIFY THE TWO BORESCOPE PORTS THAT HAVE A COMBINATION INNER/OUTER PLUG. STATE WHAT PARTS OF THE ENGINE CAN BE SEEN THROUGH THE BORESCOPE PORTS. IDENTIFY THE BORESCOPE PORT WHERE A FLEXIBLE BORESCOPE MUST BE USED. see NAME THE BORESCOPE PLUGS THAT REQUIRE ANTI-GALLING COMPOUND WHEN THEY ARE INSTALLED. 6. NAME THE BORESCOPE PLUGS THAT REQUIRE SILVER GOOP WHEN THEY ARE INSTALLED.BORESCOPE PROVISIONS Purpose: ‘The PW4090 engine gaspath parts can be inspected inter- nally using a borescope inserted through any of several borescope provisions located along the engine. This proce- dure improves maintenance practices and can eliminate the need for expensive and time consuming disassembly. Borescope probes, either the flexible or rigid type, can be put into the engine through the borescope access port (AP) after removing its threaded borescope plug. The fan can then be turned to allow for LPC and LPT blade and vane inspection. ‘The compressor and turbine can be turned manually or by using a small air-driven or electrically-driven motor unit. ‘The main gearbox has an N2 crank pad with a drive that can be turned manually or by motor-drive. This turning movement is transmitted to the compressor rotor by the layshaft, angle gearbox, and towershaft. ‘The motor-driven method is considered better than a manual crank method because the turning movement of the rotor (forward or reverse) can be more accurately con- trolled. This control permits one person to turn the rotor and perform the inspection. Ifa manual crankis used, two persons are necessary to perform the borescope inspec- tion, FOR TRAINING PURPOSES ONLY 70 ug s008 © Pratt & Whitney recommends during borescope inspec- tion to stop the rotation of the compressor rotor each time the next blade moves into the correct position to be ex- amined. This permits all the blades to be fully inspected. ‘This procedure is especially recommended for the Ist stage turbine rotor blades. © Borescope access ports (AP) are identified by numbers such as AP4, APS, and AP6. These locations usually con- tain a threaded borescope plug and are located along both sides of the engine. Notes: ‘When inspecting at API: ~ The 2.5 bleed valve must be open. — Access is gained through the 2.5 bleed valve openings. — A flexible borescope is used. A special tool is necessary to remove the plugs at AP10, API, and AP12.BORESCOPE PROVISIONS ACCESS PORTS BORESCOPE ACCESS / PLUG INSTALLATION DATA ACCESS ENGINE LOCATION PLUG GASKET OR WASHER, PLUG/BOLT LUBRICANT SPECIAL | MAX PROBE ‘TOOLS DIA (MM) AP8(45°) | Diffuser Case Diffuser Case Diffuser Case Gasket Required None Gasket Required Gasket Required Gasket Required Silver Goop Silver Goop Silver Goop None None Gasket Required Silver Goop FOR TRAINING PURPOSES ONLY 70 hag 198 Gasket Required Gasket Required Gasket Required Silver Goop Silver GoopBORESCOPE PROVISIONS PW4084/PW4090 HPC AIRFOIL COMPARISON HPC ROTOR AND STATOR AIRFOIL COUNTS No change; same P/Ns FOR TRAINING PURPOSES ONLY 870 og 108 £4BORESCOPE PROVISIONS REVIEW QUESTIONS 1, ‘The access port used to inspect 5th stage compressor blades is: A. AP10. B. API. C. APS. D. AP2. 2. To borescope inspect all of the high pressure rotor blades, you must: A. Tum the rotor with the manual crank provision. B. Use flexible borescope in all access ports. C. ‘Turn the rotor with your hand. FOR TRAINING PURPOSES ONLY 8, The two access ports that have a removable inner plug are: A. API and AP3. B. APS and AP7. C. API and AP8. D. None on the PW4090.SECTION 6 APPLIED PERFORMANCE WHEN YOU COMPLETE THIS LESSON, YOU WILL BE ABLE TO: STATE THE ENGINE SPECIFICATIONS FOR THE PW4090 ENGINE. 2. IDENTIFY THE PARAMETRIC VALUES AND OPERATING LIMITS AT IDLE, CRUISE, AND TAKEOFF OPERATING CONDITIONS. cit 6-1APPLIED PERFORMANCE PW4090 ENGINE SPECIFICATIONS ‘The following specifications assume the engine is operating at Fuel Consumption: sea level, standard day conditions: Fuel Flow: 20,500 Ib/h. (13,900 kg/hr.) ‘Thrust: ‘TSFC:.34 Ib/hr/Ib. F 73,000 Ib. Primary 17.000 1b. Fuel Consumption: (35,000 ft., .8. Mn) ‘Total: 90,000 Ib. Fuel Flow: 7,100 lb/hr. (3,200 kg/hr.) ‘TSFC:55 Ib/hr/lb. Airflow: Fan 2,350. Ib/sec. Bypass Ratios Primary _375 Ib/sec. Fan Airflow/Primary Airflow: 6.2 ‘Total 2,725. I/see. Engine Pressure Ratio: Pressure Ratio: P4.9/P2: 1.517 Low Compressor (P2.5/P2)= 3.7 High Compressor (P3/P2.5)= 10.5 Engine Weight (Bare): ‘Total Compressor (P3/P2)= 99 15,623 Ibs. Fiat rating temperature: 86°F (30°C) FOR TRAINING PURPOSES ONLY 70 hag 108rE] STATION 2 —258_] Pt(psia) |_14.7 16 Tt (C) 15 21 ENGINE MODEL 4090 3 4 —495_| 50 49 14.8 175 600 350 OPERATING LIMITS N1___20___%__580_rpm RED LINE N1 (TOPPING Limit) (104.5%) _3030_rpm N2___60 % 6480 rpm NOTE: 100% N1 = 2900 pm WE. 1450 pph RED LINE N2 (TOPPING LIMIT) _(100.5%) _ 10854 _ rpm EGT. 350 °c NOTE: 100% N2 = 10800 pm EPR_1.007 THRUST __2800___LB. EGT RED LINE 535_ (STARTING ed cr2eaos.r0960724 PERFORMANCE DATA FOR TRAINING PURPOSES ONLY ‘eo 4oy fon C20CRUISE Pr STATION Pt (psia) Tt (C) 24 95. ENGINE MODEL 4090 OPERATING LIMITS N1___84% __2436__srpm RED LINE N1 (TOPPING Limit) __(104.5%) _3030_rpm N2 84% 9072 rpm NOTE: 100% N1 = 2900 rpm WE, ~ 7200 pph RED LINE N2 (TOPPING LIMIT) __(100.5%) 10854 _rpm EGT. 350 2c NOTE: 100% N2 = 10800 rpm EPR__1.175 THRUST _13,000__LB. EGT RED LINE 675 °C erase02.19960724 FOR TRAINING PURPOSES ONLY 70 hog 198 Cranefa, eS] STATION 2 25 Pt(psia) |_14.7 55 Tt (°C) 15, 193 ENGINE MODEL 4090 TAKE-OFF 3 4 45 4.95 565 | _542 138 22.3 | 667 ~1737 1063 619 OPERATING LIMITS N14. 98 % 2842 tpm RED LINE N1 (TOPPING LIMIT) _{104.5%) _ 3030. Nz. 94 % __10152__rpm MAX N1 (OVERSPEED) (107.8%) 3126 _rpm Wt, ~31900 pph RED LINE N2 (TOPPING LIMIT) _(100.5%) _10854_rpm EGT. 619 °C MAX N2 (OVERSPEED) (106%) _11448_rpm EPR__1.517 THRUST _ 89590__LB. EGT RED LINE 675 °c cr2sens.19900724 PERFORMANCE DATA FOR TRAINING PURPOSES ONLY 70 Aug 108 CTam03APPLIED PERFORMANCE REVIEW QUESTIONS 1. The red line N1 operating (topping) limit at idle is: 3. NI speed at cruise is 84% of 2900 rpm or: ‘A. 3050 rpm. A. 2436 rpm. B. 10854 rpm, B, 2400 rpm. C. 3030 rpm. C. 10776 rpm. D. 10832 rpm. D. 2480 rpm. 2, The red line N2 operating (topping) limit at takeoff is: A. 3050 xpm. B. 3030 rpm. C. 10832 rpm. D. 10854 rpm. FOR TRAINING PURPOSES ONLY 70 hoy 198SECTION 7 CONTROLLING WHEN YOU COMPLETE THIS LESSON, YOU WILL BE ABLE TO: e NAME SIX MAJOR FUNCTIONS OF THE EEC. 2. STATE THREE RELATED ELECTRONIC ENGINE CONTROL (EEC) ACTIVITIES WHICH IMPROVE THE INTERFACE BETWEEN THE AIRCRAFT CONTROLS. AND THE ENGINE, 3. DESCRIBE THE OPERATION OF THE EEC IN THE EPR MODE AND N1 MODE. 4. RECOGNIZE AND IDENTIFY THOSE ENGINE COMPONENTS WHICH THE EEC MONITORS FOR DATA INPUT AND THOSE COMPONENTS WHICH THE EEC CONTROLS. 5. DESCRIBE EEC CHANNEL SWITCHOVER. 6. IDENTIFY THE ENGINE SENSORS THAT GIVE THE EEC ENGINE OPERATING DATA.CONTROLLING ELECTRONIC ENGINE CONTROL, Purpose: © ‘The Electronic Engine Control (EEC) system comprises the EEG, the interfacing power plant subsystems and components, and the aircraft interfaces. © The EEC controls basic power plant functions. — Starting and ignition — Fuel flow metering + Fuel metering unit — Engine stability + Stator vane system + 2.5 intercompressor bleed * 2.95 high compressor bleeds — Engine performance + Turbine cooling air * Turbine case cooling — Heat management + Engine fuel and oil + IDG oil and backup generator oil Nacelle ventilation ~ Engine condition monitoring © P2.5/T2.5 + Fuel mass flow + Engine serial number — Thrust reverser system FOR TRAINING PURPOSES ONLY 70 hig 1090 © The EECis the primary interface between the powerplant and the following aircraft systems. Note: The Engine Relay Unit (ERU) is also used to interface with the air- craft. — Thrust Lever Resolvers (TLRs): Provides thrustcom- mands to the EEC. — Engine Data Interface Unit (EDIU): Receives, trans- lates and sends data between the EECs ARINC 429 data busses and the aircraft's ARINC 629 data busses. ~ Airplane Information Management System (AIMS): Consolidates several avionics systems into one sys- tem, Communication between the AIMS and the EEC is thru the EDIU. AIMS functions include the: ‘* On-Board Maintenance System (OMS) that ac- cesses LRU maintenance data, tests the Full Au- thority Digital Electronic Control (FADEC) LRU systems, and records data for engine condition monitoring. «Flight Management Function (FMF) which pro- vides the autothrottle control function. + Engine Indication and Crew Alerting System (EICAS) which is used to display engine param- eters, alert messages and maintenance data. — Air Data/Inertial Reference Unit (ADIRU): ‘Trans- mits air data information to the EEC thru the AIMS. 7-2AIRCRAFT POWER PLANT EEC SYSTEMS FOR TRAINING PURPOSES ONLY 70 Aig 1000 cir 7-3CONTROLLING ELECTRONIC ENGINE CONTROL Location: © ‘The Electronic Engine Control (EEC) is mounted on the fan case at the 7:00 position. Description and Operation: © ‘The EEC is 16.1 inches (width) x 23.1 inches (length) x 6.9 inches (height). For comparison, the current PW4056 EEC is 13.5 x 18.6 x 4.35 inches. © The EEC weighs 52 pounds. For comparison, the current PW4056 EEC weighs 27.5 pounds. © ‘The EEC has dual electronic channels (channel A and channel B). Each channel has its own processor, power supply, program memory, input sensors and output actua- tors. © The EEC has: — Four vibration-isolating mounting pads. - An EEC programming plug receptacle. — Inter-channel communication. — Six pneumatic pressure ports. — A ground strap for electromagnetic compatibility. — Ahandle for safe removal and installation. = A test connector. © Thecast aluminum EEC housingis cooled by natural con- vection. FOR TRAINING PURPOSES ONLY 70 ig 108 ‘The EEC makes the operational reliability of the engine better by using: — Dual channel control. ~ Automatic fault detection. ~ Automatic fault accommodation. ~ Redundant inputs and outputs. ‘When fully operational, the EEC acts in an active/standby mode where all engine functions are controlled by one channel. — Upon detection of an output failure, the EEC acts in an active/active mode which permits both channels, to manage different engine functions at the same time. Power for the EEC is supplied by the gearbox-driven Per- manent Magnet Alternator (PMA). Aircraft power is available in flight to permit EEC ‘operation in case of a PMA failure. Extensive self-test and fault isolation logicis programmed into the EEC and used continuously. — Self-test and LRU test routines make on-wing trou- bleshooting and shop maintenance easier by isolat- ing faults in the EEC and the input and output de- vices. A test connector is supplied for making special EEC tests. Tt is covered and lubricated. 4EEC PROGRAMING PLUG CONNECTOR HANDLE ‘TEST CONNECTOR GROUND STRAP CONNECTION CHANNEL B ELECTRICAL CONNECTORS {7 LOCATIONS) SHOCK/VIBRATION MOUNT CONNECTORS, (4 Le TIONS) CHANNEL A Ldotaeas 4 CONNEGroRS PRESSURE SENSING PORTS (7 LOCATIONS) {6 LOCATIONS) crz7228.19960210 ELECTRONIC ENGINE CONTROL (EEC) FOR TRAINING PURPOSES ONLY 70g 1008. Crarat 78CONTROLLING ENGINE RELAY UNIT (ERU) Purpose: © The Engine Relay Unit (ERU) is used for: ~ Relay switching of aircraft supplied 115 VAC to both ignition exciter modules (two relays) and the P2/T2 probe heater (one relay). Solid state relays are con- trolled by the EEC. — Bifurcation (splitting) of aircraft signals to both EEC channels. Location: © ‘The ERU is installed on the fan case at the 10:00 position, just above the oil tank. Description and Operation: © ‘TheERUis9 inches (width)x 10.2 inches (length) x3.5in- ches (height) and weighs 6.5 pounds. © The ERU has: ~ Four vibration isolating mounting pads. — Convection cooled aluminum housing. — A ground strap connection. — Six electrical connectors (three for each EEC chan- nel). FOR TRAINING PURPOSES ONLY 70 sg 1006GROUND STRAP CONNECTIONS ‘SHOCK/VIBRATION \ MOUNT CONNECTORS ELECTRICAL CONNECTORS. CHANNEL B \ (GREEN) ELECTRICAL CONNECTORS CHANNNEL A ELECTRONIC ENGINE (BLUE) CONTROL (EEC) ENGINE RELAY UNIT (ERU) rz7233.19931200 ENGINE RELAY UNIT (ERU) FOR TRAINING PURPOSES ONLY 70 May ton Crare8 _CONTROLLING WIRING HARNESS. Purpose: © The following wiring harness groups are used on the en- gine to interconnect the control system and supply air- frame data and power to the EEC system components. — Engine fan wiring harness (WF) group. + ‘The engine fan wiring harness group has 12sec- tions of harnesses, WF4-WF'15. This group pro- vides interconnection between the aircraft, en- gine relay unit, EEC, and the bifureation con- duit. — Engine core wiring harness (WC) group. © The engine core wiring harness group has nine sections, WC1-WC9. This group provides inter- connection between the bifurcation conduit and the engine core. — Nacelle wiring harness (WN) group. + The nacelle wiring harness group has nine sec- tions, WN1-WN9. This group provides inter- connection between the nacelle components and the EEC. FOR TRAINING PURPOSES ONLY 70 hog 108 Deseription and Operation: The engine fan, engine core and nacelle wiring harnesses are open bundle construction and can be repaired. ‘The wires are twisted shielded pairs or triplets. Shielding isnickel plated copper braiding and grounded at both ends by enclosed backshells. Connector backshells provide strain relief for wires and can be retracted to permit for connector servicing. Wiring harnesses for each EEC channel are identified by color (Channel A is blue; Channel B is green). ‘Thermocouple wires are yellow; 115VAC wires are gray. ‘There are 14 harness connectors on the EEC, six on the ERU, and 15 on the bifurcation conduit. {maintenanceENGINE FAN WIRING HARNESS (WF) ENGINE CORE WIRING HARNESS IC) ENGINE RELAY UNIT (ERU) ELECTRONIC ENGINE CONTROL etal! (EEC) (c¥27234.19950404 WIRING HARNESSES ® FOR TRAINING PURPOSES ONLY 70 hig o08CTazzO4CONTROLLING WIRING HARNESS BIFURCATION CONDUIT Purpose: © ‘The wiring harness bifurcation conduit is used to protect and distribute the electrical wiring harnesses found be- tween the engine fan case and the engine core. — The wiring harnesses are identified as either engine fan case wiring harnesses (WF) or engine core wiring harnesses (WC). The engine an case harness section of the bifurcation conduit has eight connections; the engine core harness section has seven connections. © The wiring harness bifurcation conduit: — Permits interconnection between the WF and WC wiring harness groups. — Provides protection and distribution of the wiring harnesses. — Facilitates maintenance. = Gives structured support for oil and pneumatic lines running between the fan case and the engine core. Location: © ‘The lower part of the wiring harness bifurcation conduitis attached to the intermediate case at the 6:00 position. © The top part is attached with bolts to the high pressure compressor (flange E) at the 6:00 position. FOR TRAINING PURPOSES ONLY 70 hag 1098 T0CORE WIRE so HARNESS CHA/B Fes CONNECTORS (wc) ; rd ) (RIGHT SIDE) P N\ CORE WIRE HARNESS CHA/B CONNECTORS (wc) (LEFT SIDE) CH A CONNECTORS FAN CASE WIRING HARNESS CH B CONNECTORS —@ CONNECTORS (WF) FROM EEC crz7674.19960212 WIRING HARNESS BIFURCATION CONDUIT FOR TRAINING PURPOSES ONLY 70 hig 908 C7874 7-11CONTROLLING PERMANENT MAGNET ALTERNATOR Purpose: © The Permanent Magnet Alternator (PMA) supplies EEC channel A and B with 0-36 volts AC power. After energiz- ing the EEC, the PMA supplies an N2 signal. Location: © The PMA is installed on the middle front of the main gear- box. Description and Operation: © The PMAisa dedicated, dual-channel alternator whichis rotor-driven by the main gearbox. © ‘The PMA hasa rotor, afan air cooled stator, and electrical connectors for each EEC channel. When the speed of the main gearbox-driven PMA rotoris approximately 5% N2, the PMA outputs sufficient energy to power the EEC. — The PMA then supplies the energized EEC with an N2 speed signal to channel A and channel B. © The PMA is a line replaceable unit. FOR TRAINING PURPOSES ONLYFAN COOLING AIR INLET CHANNEL B HARNESS CHANNEL A HARNESS crz7786,19950210 PERMANENT MAGNET ALTERNATOR (PMA) FOR TRAINING PURPOSES ONLY (70 hig 1008 cTz7I08CONTROLLING EEC PROGRAMMING PLUG Purpose: © ‘The EEC programming plug selects the applicable sched- ules within the EEC for: Engine thrust rating. ~ Engine serial number. EPR modification data. Engine performance package. Variable stator vane schedule. Location: © TheEEC programming plugis mounted on the EEC chan- nel A housing. Description and Operation: © EEC programming plug data is input to EEC channel A. © “A” channel EEC programming plug input is crosswired and crosstalked from “A” channel. © ‘The engine gets the correct EEC programming plug dur- ing the test cell operation. © The EPRthrust relation is compared. FOR TRAINING PURPOSES ONLY 70 ig 1506 ‘The EEC programming plug: ~ Is attached to the engine fan case by a lanyard and must remain with the engine if the EEC is replaced. EPR modification data is shown by class number identifi- cation. ‘The EEC programming plug part number and class num- ber are stamped on the: — EEC programming plug. — Engine data plate mounted on the gearbox left side. Ifthe BEC programming plugis not initially installed, the EEC will not permit the engine to start. If the EEC programming plug disconnects in flight, the EEC will use the programming information stored in the EEC memory. ‘The engine serial number is input thru the EEC program- ming plug for use with engine condition monitoring. 7-14ELECTRONIC ENGINE CONTROL (EEC) CHANNEL B HOUSING 0 [| ‘Tepe certrereard__—______] EEC PROGRAMMING PLUG ENGINE DATA PLATE CHANNEL A HOUSING (©27673.19950219, EEC PROGRAMMING PLUG FOR TRAINING PURPOSES ONLY 570 Aig 1098 CIR oeCONTROLLING ENGINE SENSOR DATA General: © Engine-mounted sensors provide the EEC with engine temperature, speed, and pressure inputs. These inputs are sent to the EEC and validated through a series of com- parisons and checks. (For example, N1 rotor speed is checked against expected range limits, rate of change lim- its, and is compared to the opposite channel's N1 speed in- put.) Engine sensor temperature inputs: © Inlet total temperature (T2) comes from the P2/T2 probe in the inlet cowl and is used to calculate fuel flow and to correct N1 and N2. © Intercompressor temperature (72.5), sensed by EEC channel B from thermocouples in the N1 probe, is used for engine condition monitoring. © High compressor exit temperature (T3), sensed at the dif- fuser case, is used to calculate starting fuel flow. © Exhaust gas temperature (T4.95) comes from the turbine exhaust case and is used for indication. © ‘Turbine air temperature (T TCA) is sensed between the ist and 2nd HPT stages and is used for controlling the modulated TCA valve. © Fuel temperature (T fuel) sensed at the fueV/oil cooler and engine oil temperature (T engine oil) sensed at the oil tank are used to control engine fuel and oil temperature. © IDG oil temperature (T IDG oil) IN is sensed at the IDG fueV/oil cooler and 'T IDG oil OUT is sensed leaving the IDG. Both signals are used to schedule the IDG air/oil cooler valve. © Backup Generator (BUG) oil temperature (T BUG oil) IN and OUT are used toschedule the backup generator air/oil cooler valve. Engine sensor speed inputs: © Ni speed, sensed by the N1 speed transducer in the inter- mediate case, is used for fuel flow limiting and power set- ting in the alternate mode. © N2speed and EEC power come from the Permanent Mag- net Alternator (PMA) on the main gearbox. N2 speed is used for fuel flow limiting and system scheduling. © Starter turbine speed (N-starter), sensed at the starter, is used by the EEC for feedback when controlling the starter air valve solenoid. Engine sensor pressure inputs: © Ambient pressure (Pamb), sensed in the inlet cowl, isused for validating altitude from the air data computers. © Inlet pressure (P2), sensed by the P2/T2 inlet probe, and exhaust gas pressure (P4.95), sensed in the turbine ex- haust case, are used to calculate engine pressure ratio (EPR). © P2.5 is obtained from the N1 probe in the intermediate case and is used for engine condition monitoring. © Burner pressure (Pb), measured at the diffuser case, is ‘used for fuel flow limiting and surge detection. © Pamb, P2, P2.5, and Pb are pneumatic inputs. Oil pres- sure (P-oil) and fuel flow are EEC electrical inputs. FOR TRAINING PURPOSES ONLY 70 hig 1908 7-16T2 ——>} 72.5 (CHANNEL B) ——> T IDG OIL IN (CHANNEL A) TIDG OIL OUT (CHANNEL B) ——> T BUG OIL IN (CHANNEL B) ——>| T BUG OIL OUT (CHANNEL A) ——>} Ni N2 N-STARTER P AMBIENT P BURNER P2.5 P-OIL FUEL FLOW EEC INTERFACE WITH ENGINE SENSORS FOR TRAINING PURPOSES ONLY 570 hig 1008 7-17CONTROLLING INTERFACING COMPONENTS PROBE P2/T2 Purpose: © ‘The inlet pressure/temperature probe (P2/T2) supplies the EEC with engine inlet temperature and pressure ata. Location: © ‘The ERC inlet pressure/temperature probe is located in the inlet cowl at the 11:00 position. Description and Operation: © ‘The temperature sensor is a dual element resistance sen- sor where: — Electrical output toEEC channel A goes through the right connector. — Electrical output to EEC channel B goes through the left connector. FOR TRAINING PURPOSES ONLY 70 hg 1080 © ‘The pressure sensor is a total pressure probe. ~ The probe sends a pneumatic signal to EEC channels A and B through the pneumatic transducer. © ‘The EEC inlet pressure/temperature probe is electrically heated by aircraft power through the right connector. ~ In flight, the probe heat is always on. — The control of 115 VAC 400Hz 475 watt power to the probe is from the EEC relay to the Engine Relay Unit (BRU). © The P2/T2 probe is a line replaceable unit. 7-18T2TO EEC P2TO EEC CHANNEL “B" 12 TO EEC ‘CHANNEL "A" PLUS ANTI-ICING POWER TO PROBE T2 AIRFLOW DISCHARGE P2 INLET PORT . T2 INLET PORT a a eS ‘c2s228,19950210 P2/T2 PROBE FOR TRAINING PURPOSES ONLY 70 Aig toe Cet 7-19CONTROLLING INTERFACING COMPONENTS. EXHAUST GAS PRESSURE PROBES (P4.95) Purpose: © ‘The exhaust gas pressure probes supply EEC channels A and B with station 4.95 exhaust gas pressure input. Location: © ‘The exhaust gas pressure probes are in the turbine ex- haust case at the 2:30, 4:30, 7:30 and 10:00 positions. Description and Operation: © ‘The probes are manifolded to measure average pressure in the exhaust gaspath. © Bach probe is a line replaceable unit. FOR TRAINING PURPOSES ONLY 70 Aig 1998. EGT THERMOCOUPLE PROBES (T4.95) Purpose: © The exhaust gas temperature (EGT) thermocouple probes supply EEC channels A and B with station 4.95 exhaust gas temperature input. Location: © The exhaust gas temperature thermocouple probes are mounted in the exhaust gas pressure probes. Description and Operation: © ‘The probes supply temperature signals to the EEC by a wiring harness. © Each probe is a line replaceable unit, 7-20EXHAUST GAS PRESSURE - P4.95 EXHAUST GAS TEMPERATURE - T4.95 crzaz30.19951218, EXHAUST GAS PROBES oO ia aS z 5 iG) 3 2CONTROLLING INTERFACING COMPONENTS EEC SPEED TRANSDUCER Purpose: © ‘The EEC speed transducer supplies EEC channels A and B with the N1 signal. Location: © ‘The EEC speed transducer is on the rear of the intermedi- ate case at the 4:30 position. Description and Operation: © ‘The EEC speed transducer is a dual coil, magnetic trans- ducer used to: = Sense the frequency at which the 60 teeth on the LPC/LPT coupling pass by them. © ‘The EEC speed transducer extends into the No. 1, 1.5and 2 bearing compartment. © ‘The tip of the EEC speed transducer is spring-loaded into a bracket. FOR TRAINING PURPOSES ONLY (70 hig 108 A single electrical connector on the unit gives analog N1 signals to EEC channels A and B. A T2.5 signal is also sent from the connector. ‘A single pressure connection on the unit gives a P2.5 sig- nal to the EEC. A classified spacer sets the correct transducer clearance. ‘The EEC speed transducer is a line replaceable unit. 7-22C Oo PACKINGS CLASSIFIED SPACER h AANDB CHANNEL N1 AND 72.5 CONNECTOR erzsz31.19960210 EEC SPEED TRANSDUCER (N1)/P2.5/T2.5 PROBE FOR TRAINING PURPOSES ONLY 70. hog 108 aedCONTROLLING INTERFACING COMPONENTS PERMANENT MAGNET ALTERNATOR, Purpose: © ‘The Permanent Magnet Alternator (PMA) supplies an N2 signal to EEC channels A and B after initially energizing each channel. Location: © ‘The PMA isinstalled on the middle front of the main gear- ‘box. Description and Operation: © ‘The PMA isa dedicated, dual-channel alternator which is rotor-driven by the main gearbox. © ‘The PMA has a rotor, a fan air cooled stator, and electrical connectors for each EEC channel. The PMAis used tosup- ply the energized EEC with an N2 speed signal to BEC channels A and B. © The PMA isa line replaceable unit. FOR TRAINING PURPOSES ONLY 70 hag 1908A \ <4 ome ee we \

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