OPERATING MANUAL

PSP 601A-6

SECTION 17

POWER PLANT

TABLE OF CONTENTS
Page

1. GENERAL 1

2. ENGINE FUEL SYSTEM 1

A. Firewall Fuel Shutoff Valve 2
B. Fuel Pressure Sensor 2
C. Engine Fuel Pump 2
D. Fuel Heater ( A i r c r a f t 5001 t o 5134) 2
E. Heat Exchanger ( A i r c r a f t 5135 and subsequent) 2
F. Fuel Temperature Sensor 2
G. Fuel Filter 2
H. Fuel Control Unit (FCU) 3
I. Fuel Flow Transmitter 3
J. Oil Cooler 3
K. Fuel-Row Distributor and Injectors (Aircraft 5001 to 5134) 3
L. Fuel Manifold (Aircraft 5135 and subsequent) 3
M. Fuel Injectors (Aircraft 5135 and subsequent) 3
N. Ecological Drain System (Aircraft 5001 to 5134) 3
3. AUTOMATIC PERFORMANCE RESERVE (APR) SYSTEM 4
4. ENGINE OIL SYSTEM 4
A. Oil Replenishment System 4
B. Oil Storage Tank 5
C. Oil Temperature Sensor 5
D. Oil Circulation 5
E. Oil Filter 5
F. Oil Cooler 5
G. Oil Pressure Sensor and Low O i l Pressure Switch 5
5. ENGINE CONTROLS 6
6. THRUST REVERSER 6

A. Operation 6
B. Safety Features 7
(1) Throttle Retarder System 7
(2) Throttle Lockout System 7
(3) Auto Slow System 7
(4) Emergency Stow System 8
(5) Safety relay 8

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Page

7. ENGINE INSTRUMENTS 8
A. Signal Data Converter (SDC) 8
B. Engine Instruments 8
8. EN6INE BLEED AIR 8
A. Tenth Stage Bleed Air 9
B. Fourteenth Stage Bleed Air 9
C. Bleed Air Leak Detection and Warning System 9
9. ENGINE STARTING AND IGNITION SYSTEMS 10
A. Ground Starting 10
B. In-Right Starts 10
C. Continuous Ignition 11
10. ENGINE VIBRATION MONITORING SYSTEM 11
LIST OF ILLUSTRATIONS

Figure Title Page

Number

1 Power Plant - Schematic 12

2 Engine Fuel System - Schematic (2 Sheets) 13
3 Fuel Control Panel - Engine Fuel System Monitoring 14A
4 APR and Engine Speed Control Panel 15
5 Engine Oil System - Schematic 16
6 Oil Temperature and Pressure Indicators 17
7 Throttle Quadrant and Thrust Reverser Controls and Indicators 18
8 Thrust Reverser Stowed and Deployed Positions 19
9 Engine Instruments and Control Panel 20
10 Tenth Stage Engine Bleed Air - Schematic 21
11 Bleed Air Control Panel 22
12 Fourteenth Stage Engine Bleed Air - Schematic 23

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Figure
Number Title Page
13 Bleed Air Leak Warning and Testing 24
14 Engine Start and Ignition Controls 25
15 Engine Vibration Monitor Panel 26

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SECTION 17
POWER PLANT
. GENERAL (Figure 1)
The aircraft is powered by two General Electric CF34 turbofan engines. The
engine is a dual-rotor, front-fan configuration with a bypass ratio of:
6.2:1 (aircraft 5001 to 5134)
6.26:1 (aircraft 5135 and subsequent).
The low pressure (or N J rotor consists of a single-stage fan driven by a
four-stage low-pressure turbine. A high-pressure (or N 2 ) rotor consists of a
fourteen-stage axial-flow compressor driven by a two-stage turbine. For a
two-engine operation under standard sea-level conditions, the engine is rated
at a take-off thrust of 8,729 pounds. An automatic performance reserve (APR)
system increases the standard take-off thrust rating to 9,220 pounds if an
engine failure occurs.
The engine airflow passes through the fan assembly and is divided into two
airflow systems. The main airflow, bypass air, is routed around the core
cowls and exhausts through the thrust reverser assembly, over the tailpipe
fairing. The remaining airflow passes through the engine core consisting of
the compressor, a combustion chamber, the high-pressure turbine and the
low-pressure turbine. The hot gas is then exhausted through an exhaust
nozzle.
The compressor has a variable geometry system that varies the position of the
compressor inlet guide vanes and the first five stages of the stator vanes.
The system operates throughout the operating range of the engine to improve
compressor efficiency and prevent stalling and surging.
An accessory gearbox, driven by the N2 rotor, drives the engine lubrication
pumps and fuel pump as well as an aircraft hydraulic pump and ac generator.
The engine starter drives the N 2 rotor through this accessory gear box.
Bleed air is taken from the 10th and 14th stages of the compressor for air
conditioning/pressurization, engine crossbleed starting, anti-icing and
thrust reverser operation.
. ENGINE FUEL SYSTEM (Figures 2 and 3)
Each engine has a self-contained fuel system for the controlled distribution
of fuel to the combustion chamber. Secondary functions of the system are
control of the compressor variable geometry system, cooling of engine oil,
and motive fuel supply to the aircraft fuel system ejector pumps (refer to
Section 12).
Sensors are installed at suitable locations in the system to provide the
required inputs to the flight compartment controls and indicators.
On aircraft 5001 to 5134,
the principal components that make up the engine fuel system are described in
a fuel flow sequence, starting at the firewall fuel shutoff valve through to
the combustion chamber and the ecological drain system.
On aircraft 5135 and subsequent,
the principal components that make up the engine fuel system are described in
a fuel flow sequence* starting at the firewall fuel shutoff valve through to
the combustion chamber.
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A. Firewall Fuel Shutoff Valve

This valve isolates the engine fuel system from the engine feed line
(refer to Sections 9 and 12).
B. Fuel Pressure Sensor
This sensor, connected to a warning light in the flight compartment,
allows monitoring of fuel pressure from associated ejector and electric
fuel pumps in the aircraft fuel system,
C. Engine Fuel Pump
The engine-driven fuel pump contains a low-pressure section and a
high-pressure section. The low-pressure section supplies fuel through
the fuel heater to the fuel filter, and back to the high-pressure section
of the pump.
The high-pressure section is divided into two elements, designated the
primary element and the secondary element. The primary element pumps
fuel from the fuel filter to the fuel control unit and the secondary
I element supplies high-pressure fuel to the aircraft tanks for motive
I flow.
I D. Fuel Heater (Aircraft 5001 to 5134)
The fuel heater is an air-to-liquid heat exchanger which uses hot
compressor bleed air to heat the fuel. The fuel temperature is
maintained above 5*C, by a thermal sensor and an air modulating valve, to
prevent icing in the fuel filter. A fuel bypass valve allows fuel to
bypass the fuel heater should i t become clogged.
| E. Heat Exchanger (Aircraft 5135 and subsequent)
I Fuel is heated by the liquid to liquid (oil to fuel) heat exchanger.
I F. Fuel Temperature Sensor
This sensor, connected to an indicator in the flight compartment, allows
monitoring of the fuel temperature and the fuel heater operation.
| 6. Fuel Filter
The fuel filter, located downstream of the fuel heater, contains a
disposable filter element. A bypass valve allows the fuel to bypass the
filter element should it become clogged. A differential pressure switch
connected to a warning light in the flight compartment warns of an
impending bypass condition. Should a bypass occur, a red button on the
housing rises to indicate the condition.

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J H. Fuel Control Unit (FCU)

The FCU i s a hydro-mechanical/electrical device consisting of two
sections: a fuel metering section and a computer section.
The flight compartment throttle lever movement i s transmitted to the FCU
which in turn controls engine speed in one of the following two modes:
- At relatively low power settings, the FCU hydro-mechanically meters the
fuel to the injectors to control engine N2 speed. In this mode,
matched movement of the throttle levers produces matched N2 speeds, but
Ni speeds and thrust may be mismatched between the engines.
- At take-off, climb and cruise power settings, the engine is Ni speed
controlled. In this mode, the FCU electrically responds to Ni speed
references. (Electrical power for operation in this mode is supplied
by an Ni driven alternator, completely independent of the aircraft
electrical system). Matched movement of the throttle levers produces
matched Ni speeds, hence matched thrust between the engines. This
engine speed control can be selected on or off by a switch in the
flight compartment. If selected off, the engine speed control reverts
to the N2 mode described above for all engine speeds.
The FCU also meters pressurized fuel from the engine-driven fuel pump to
the two actuators for the compressor variable geometry system. The
actuators move the compressor inlet guide vanes, and the affected stator
vanes open as engine speed increases and close as speed decreases.
j I. Fuel Flow Transmitter
This transmitter sends fuel flow information to be displayed on the
associated fuel flow indicator in the flight compartment.
I J. Oil Cooler
The oil cooler heats the fuel before the fuel enters the combustion
chamber while cooling the engine o i l . (Refer to paragraph 4.F.)
I K. Fuel-Flow Distributor and Injectors (Aircraft 5001 to 5134)
The fuel-flow distributor precisely meters the fuel to the injectors.
The injectors inject fuel into the combustion chamber. At shutdown, the
distributor drains fuel to an ecological drain system.
J L. Fuel Manifold (Aircraft 5135 and subsequent)
Metered fuel leaves the FCU, thru fuel flow transmitter and enters fuel
I manifold. The manifold consists of 2 separate halves, which form one
J continuous ring which encircles the combustion chamber frames.
M. Fuel Injectors (Aircraft 5135 and subsequent)
Integral with the continuous ring are 18 fuel injector hoses which
connect to 18 fuel injectors. Each injector has 2 independent fuel flow
passages, a primary and a secondary. The primary introduces fuel into
I the combuster at lower power settings (start-up-idle) the secondary
introduces fuel at higher power settings, resulting in 2 cones of fuel.
I N. Ecological Drain System (Aircraft 5001 to 5134)
This system prevents the fuel collected by the shut-down fuel drain
system from being discharged to the atmosphere. The ecological drain
tank collects this fuel which is then routed to an aspirator in the
engine fuel feed line to be consumed during the subsequent engine
operation.
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3. AUTOMATIC PERFORMANCE RESERVE (APR) SYSTEM (Figures 2 and 4)

The APR system monitors engine thrust levels at high power settings and
automatically commands an increase in thrust on both engines if a
predetermined thrust loss is detected on one of them. To arm the system,
both engine speed control switches must be selected to ON and the APR switch
selected to ARM.
With the system armed and the engines operating in the Ni speed control mode,
an Ni drop to 5000 rpm (approximately 67.5% Ni) on either engine causes the
APR controller to command an N2 speed increase of 167 rpm (approximately 2%
Ni) on both engines. The engine s t i l l operating at the normal take-off Nx
has its Ni increased by approximately 2% while the engine affected by the Ni
drop reverts to N2 speed control mode, hence not responding to the Ni speed
increase command.
NOTE: The APR system does not affect or override the throttle lever inputs
to the FCU. Therefore, it is possible to advance the throttles and
obtain power settings higher than the normal (non-APR) take-off
thrust. Should this condition be followed by a power loss on one of
the engines, the other engine would respond to the APR command and
further increase Ni above its previously set higher power setting,
with the likely result of i t s inter-turbine temperature (ITT) limits
being exceeded.
Two system tests, a static and a dynamic system test, ensure system
serviceability before take-off- The static test is performed with the
engines running at idle, using a selector switch in the flight compartment.
The dynamic test is conducted automatically by the APR controller, with the
system armed and when the engines are accelerated through 83.5% Ni for
take-off. The dynamic system test cannot be repeated unless the
weight-on-wheels status changes or the system is selected off and re-armed.

4. ENGINE OIL SYSTEM (Figures 5 and 6)

Each engine is lubricated and cooled by its own self-contained oil system.
In addition to an engine-mounted oil storage tank, an oil replenishment
system located in the rear equipment bay is also provided.
Sensors are installed at suitable locations in the system to provide inputs
to the oil temperature and pressure indicators in the flight compartment.
Impending oil filter blockage is also monitored.
The principal components that make up the engine oil system are described in
a flow sequence, starting at the oil replenishment system through to the oil
return to the oil storage tank.

A. Oil Replenishment System

This system is used to add oil to the oil storage tanks on both engines.
It consists of a replenishment tank, an electric pump, an OIL LEVEL
CONTROL panel and a selector valve.
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The OIL LEVEL CONTROL panel indicates if the storage tanks are full and
also tests the replenishment system. The selector valve is manually
selected to the desired left or right storage tank. The electric pump
transfers oil from the replenishment tank to the selected storage tank.

The replenishment tank is gravity-filled. Its tank-mounted sight gauge

indicates oil level.

B. Oil Storage Tank

Each storage tank oil level can be determined by a dips tic mounted in the
filler cap. The tank can be directly gravity filled or remotely filled
using the replenishment system.

C. Oil Temperature Sensor

This sensor, located i n the storage tank and connected to an indicator in

the f l i g h t compartment, allows monitoring of engine oil temperature
including the oil cooler operation.

D. Oil Circulation

Oil flows from the storage tank to the lube pump. The pressurized o i l is
then directed through the f i l t e r , the cooler and then to the various engine
components requiring lubrication and cooling. Oil is returned to the
storage tank by scavenge pumps.

E. Oil F i l t e r

The o i l f i l t e r consists of a f i l t e r element, a d i f f e r e n t i a l pressure switch

connected to an o i l pressure impending bypass indicator, and a bypass
valve. The impending bypass indicator, located in the rear equipment bay,
warns of an impending blockage of the f i l t e r element. Should the f i l t e r
become clogged, the bypass valve would open to allow unfiltered o i l to
maintain engine lubrication.

F. Oil Cooler

The o i l cooler is an o i l - t o - f u e l heat exchanger which uses fuel as a

cooling medium for the engine o i l .

G* Oil Pressure Sensor and Low Oil Pressure Switch

The pressure sensor and the low pressure switch, connected to their
indicator and warning light respectively i n the f l i g h t compartment, provide
independent indications of engine o i l pressure. Both c i r c u i t s sense the
d i f f e r e n t i a l o i l pressure between the lube pump discharge and the scavenge
pump suction.

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ENGINE CONTROLS ( F i g u r e 7)

Each t h r o t t l e lever with i t s hinged thrust reverse (TR) lever is connected t o

i t s engine fuel control unit (FCU) through a single f l e x i b l e cable extending
from the throttle quadrant in the f l i g h t compartment to the t h r o t t l e control
gearbox on the engine.

This system transfers a l l t h r o t t l e and thrust reverse lever movement to the

engine to command forward or reverse thrust as well as fuel shutoff. This
system also mechanically provides a t a c t i l e feedback to the t h r o t t l e and thrust
reverse levers when the FCU is kept a t , or should be returned t o , idle by the
t h r o t t l e retarder system.

Individual t h r o t t l e lever release latches prevent inadvertent selection of fuel

SHUT OFF or fuel-on (IDLE) and individual thrust reverse lever release latches
prevent inadvertent operation of thrust reverse levers. Mechanical interlocks
w i t h i n the t h r o t t l e quadrant also prevent a thrust reverse lever from being
operated unless i t s t h r o t t l e lever is a t IDLE, or prevent a t h r o t t l e lever from
being advanced above IDLE when i t s thrust reverse lever is pulled up from the
forward idle position.

A t h r o t t l e lever f r i c t i o n adjustment control is also provided.

THRUST REVERSER (Figures 7 and 8)

Each engine is equipped with a thrust reverser to assist in a i r c r a f t braking

a f t e r landing. When the thrust reverser is deployed, a translating cowl moves
rearward on tracks driven by a pneumatic actuator and uncovers forward facing
cascade vanes. Blocker doors, operated by interconnected linkages, move inward
to block the fan a i r exhaust duct and redirect the fan exhaust a i r through the
cascade vanes. The system is powered by 14th stage bleed a i r .

A. Operation

Each thrust reverser is armed for operation by i t s associated REVERSE

THRUST switch/light. With the t h r o t t l e lever at IDLE and either a
weight-on-wheels signal or a 16-knot wheel spin-up signal, raising the
thrust reverse lever to the deploy position i n i t i a t e s the following
deployment sequence:

- Wing and engine anti-icing shutoff valves, i f open, are closed to

conserve 14th stage bleed air for the reverser operation.

- 14th stage bleed a i r unlocks the reverser from i t s stowed position and
powers a pneumatic drive unit (PDU) which deploys the reverser.

• As the reverser is f u l l y deployed, i t is locked i n position by the PDU,

and the thrust reverse lever is mechanically released by a t h r o t t l e
retarder system and is e l e c t r i c a l l y released by a t h r o t t l e solenoid, so
that thrust settings up to maximum reverse thrust can be selected.

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Moving the thrust reverse lever back t o the deploy p o s i t i o n t h r o t t l e s the

engine down to reverse i d l e - Continued movement o f the lever t o the f u l l y
down p o s i t i o n stows and locks the reverser, i n the reverse sequence to the
deployment described above.

As the reverser i s f u l l y stowed and locked i n p o s i t i o n by the PDU, the

t h r o t t l e retarder system mechanically releases the t h r o t t l e lever so that
forward thrust s e t t i n g above IDLE can be selected a g a i n . Wing and engine
a n t i - i c i n g is also r e s t o r e d t o normal c o n t r o l s .

After the above sequence t o stow and lock the reverser i s complete, the
reverser can be disarmed by i t s associated REVERSE THRUST s w i t c h / l i g h t .

B. Safety Features

Each reverser i s protected by the safety features described below.

(1) Throttle Retarder System

The t h r o t t l e r e t a r d e r system is a mechanical system connected to the

t h r u s t reverser and the engine FCU control l i n k a g e . I f the engine i s
t h r o t t l e d above i d l e and there i s an i n a d v e r t e n t t h r u s t reverser
deployment, the t h r o t t l e retarder system r e t u r n s the FCU t o i d l e , and,
through the i n t e r l i n k cable, p u l l s the t h r o t t l e l e v e r t o IDLE. This
system also operates during normal operation of the reverser, as
described i n paragraph 6.A. above.

(2) T h r o t t l e Lockout System

The throttle lockout system prevents movement above IDLE of a

previously retarded throttle lever if the aircraft is airborne and the
thrust reverser moves from the fully stowed position. Under such
conditions, initial movement of the thrust reverser energizes a
throttle lockout solenoid which locks the throttle linkage at the FCU
and prevents throttle lever movement beyond IDLE. If the reverser is
returned to the stowed position, the throttle lockout solenoid is
de-energized and freedom of movement is returned to the throttle lever.

(3) Auto Stow System

I n the case of an uncommanded movement of the reverser from the stowed

p o s i t i o n , a microswitch commands the PDU t o r e t u r n the reverser to the
stowed p o s i t i o n .

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(4) Emergency Stow System

If the REVERSER UNLOCKED light is on and the auto stow system fails to
stow the reverser, the appropriate THRUST REVERSER EMERG STOW
switch/light can be pressed to ensure positive operation of the sys^--
to the stowed position.

(5) Safety Relay

Actuation of the thrust reverse lever with the aircraft not on the
ground causes the REVERSE THRUST UNSAFE TO ARM light to come on.

ENGINE INSTRUMENTS (Figure 9)

Engine instruments monitor Nl %rpm, inter-turbine temperature (ITT), N2 %rpm,
fuel flow, oil temperature and oil pressure.
A. Signal Data Converter (SDC)
The SDC controls the power supply and provides automatic dimming to the
engine indicator systems.. Two power supplies are divided within the SDC
into dual lamp-processing and signal-processing power supplies.
B. Engine Instruments
Each instrument provides a vertical analog display of the relevant engine
variable using a series of miniature incandescent lamps inside the
indicator, which provide the light source for the vertical row of coloured
light segments.
Digital displays on the Nl, ITT, N2 and FUEL FLOW indicators provide more
accurate indications when compared with the readings on the vertical scales.

ENGINE BLEED AIR

Engine bleed air consists of two systems, each with its own source. One source
is at the 10th stage and the other is at the 14th stage of the compressor of
each engine. Each system contains distribution ducting, shutoff valves,
isolator valves and check valves. Both systems are protected by a bleed air
leak detection system. The flight compartment BLEED AIR and ANTI-ICE control
panels provide the necessary controls and indicators.

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Tenth Stage Bleed A i r (Figures 10 and 11)

The 10th stage bleed a i r system can be supplied from the l e f t and r i g h t
engines or from the APU, or from a ground a i r supply u n i t through an
external connection on the lower l e f t side of the rear fuselage. The 10th
stage system supplies bleed a i r to the f o l l o w i n g systems:

Air conditioning/pressurization

Cabin p r e s s u r i z a t i o n control

Footwarmer/demister and emergency pressurization

Engine s t a r t i n g

A bleed a i r i s o l a t o r valve is normally closed to separate the l e f t and

r i g h t d i s t r i b u t i o n d u c t i n g . This i s o l a t o r valve is a u t o m a t i c a l l y opened by
the engine s t a r t system t o ensure a i r supply to both engines regardless of
the a i r source. I t can also be selected open when r e q u i r e d , i . e . , t o
supply both ACUs from a s i n g l e engine bleed source.

A l e f t and r i g h t pressure indicator receives signals from two sensors, ont

on each side o f the i s o l a t o r valve, for continuous monitoring. For
operation of LH and RH footwarmer/demister valves and l e f t and r i g h t ACU
valves, r e f e r t o Section 2 .

Fourteenth Stage Bleed A i r (Figures 11 and 12)

The 14th stage bleed a i r system is supplied only by the l e f t and r i g h t

engines. The 14th stage system supplies bleed a i r t o the f o l l o w i n g systems:

Wing a n t i - i c i n g

Engine a n t i - i c i n g

Thrust reverser
The operation o f engine and wing a n t i - i c i n g valves ( i n c l u d i n g the i s o l a t o r
valve) i s c o n t r o l l e d by the ANTI-ICE control panel ( r e f e r t o Section 14).

Bleed A i r Leak Detection and Warning System (Figure 13)

Six temperature sensors ( f i r e - w i r e type) are attached t o the bleed a i r

ducts and are connected t o two bleed a i r leak detection c o n t r o l u n i t s .
Dual d e t e c t i o n loops are provided for the l e f t and r i g h t sections o f the
10th stage bleed a i r system, and single loops are provided f o r the 14th
stage bleed a i r system, the fuselage pylons and the a n t i - i c i n g ducts
running through the fuselage and wings. I f a leak occurs, the hot bleed
a i r escaping i s detected by the temperature sensors and i n i t i a t e s a warning
signal.

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The warning signal is picked up by its leak detection control unit and
transmitted to the flight compartment via a centrally located flashing DUCT
FAIL warning light as well as an appropriate individual DUCT FAIL warning
light on the control panel for the system affected by the leak.
The individual DUCT FAIL warning light identifies the defective duct whicn
can then be depressurized and isolated using the BLEED AIR control panel.
A bleed air leak annunciator panel, behind the copilot's seat, also
provides for fault isolation through eight latching magnetic indicators.
With the exception of the indicators on the bleed air leak annunciator
panel, all of the warning indicators go out when their associated
temperature sensors have cooled sufficiently. Warnings and testing of the
bleed air leak detection system are summarized in Figure 13.

9. ENGINE STARTING AND IGNITION SYSTEMS (Figure 14)

The engine starting and ignition systems consist of a pneumatically driven air
turbine starter, ignition-exciter boxes and igniter plugs for each engine. The
systems are controlled by individual switch/lights in the flight compartment.
The starter transmits starting torque to the N2 rotor through the accessory
gearbox. An automatic centrifugal shutoff switch opens at a preset rpm to
protect the starter against overspeed. The 10th stage bleed air system
supplies the starter through a starter valve.
Each engine has two ignition systems, A and B, each system connected to i t s
igniter plug in the combustion chamber. The systems are powered by 115-volt ac
power.
A. Ground Starting
The APU, an external ground air source or an operating engine can be used
to supply the 10th stage bleed air system for engine starting.
An IGN A and/or IGN B switch/light arm(s) the associated igniter plugs on
both engines. With the 10th stage bleed air system pressurized, pressing a
START switch/light initiates the starting sequence on the associated
engine. Refer to Figure 14 for description of the starting sequence.
B. In-Flight Starts
An IN FLIGHT START switch/light provides a separate power supply and fires
both igniter plugs (A and B) on the selected engine without any other
switch/light having to be operated- However, i f the windmilling rpm is
less than 131 N2, starter assist using the START switch/light is required.

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C. Continuous I g n i t i o n

A CONT IGN s w i t c h / l i g h t provides continuous i g n i t i o n t o both engines

through the pre-selected A and/or B i g n i t e r plugs. F i r i n g o f the i g n i t e r
plugs i s continuous u n t i l the CONT IGN s w i t c h / l i g h t i s pressed o u t .

10. ENGINE VIBRATION MONITORING SYSTEM (Figure 15)

The engine v i b r a t i o n monitoring (EVM) system provides a continuous i n d i c a t i o n

o f the v i b r a t i o n level of each engine. The main components o f the system
include a transducer mounted on the compressor casing of each engine, a signal
conditioner and an i n d i c a t o r panel i n the f l i g h t compartment.

Each transducer generates an e l e c t r i c a l signal proportional t o the i n t e n s i t y o f

engine v i b r a t i o n . The signal conditioner converts these signals i n t o values
readable on the EVM i n d i c a t o r .

An alarm c i r c u i t causes an amber caution l i g h t on the EVM i n d i c a t o r panel t o

come on i f the v i b r a t i o n level of e i t h e r engine exceeds 1.7 MILS f o r a period
greater than 3 seconds. This 3-second delay prevents spurious warnings caused
by high t r a n s i e n t engine v i b r a t i o n s .

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Figure 1 Page 12
Apr 02/87
 OPERATING MANUAL
PSP 601A-6

ECOLOGICAL
DRAIN
TANK

FIREWALL!
SHUTOFF
(VALVE

BLEED
AIR f AIRCRAFT
FUEL W
SYSTEM

4- 1 1 Hftl I j

TO RIGHT
ENGINE
^F WBT

F™5H LEGEND
• I• I• MOTIVE FUEL SUPPLY
e=FECTIVnY: A C 6001TO 613* i l l l l l l l f l t l METERED PRESSURIZED FUEL
LEFT ENGINE ILLUSTRATED * * * * * * ECOLOGICAL DRAIN LINE
ftT] DIFFERENTIAL PRESSURE SWITCH

Engine Fuel System - Schematic SECTION 17

Figure 2 (Sheet 1) Page 13
Apr 10/95
 OPERATING MANUAL
PSP 6 0 1 A - 6

1 j MAI«=OU)~H

LEGEND
U l L U H V U V ; A/C619S AND SUBS • ( • I B MOTIVE FUEL SUPPLY
millttllir METBIED PRESSURIZED FUEL
LEFT ENGINE ILLUSTRATED
fp"] OfFFERBCTIAL PRESSURE SWITCH

Engine Fuel System - Schematic SECTION 17

Figure 2 (Sheet 2) Page 14
Apr 10/95
 OPERATING MANUAL
PSP 6 0 1 A - 6

FUELTEMPERATURE INDICATOR

Shows temperature at left and righttoefheater outlets.

A!C 6001 TO 5134:

Nofnw opefflDHQ rai r e to acre
CwbcmryrangeftraDoer} -2CrCto5*C
and 6CTCto70*C

>VC 5136 AND 8UB8:

No*nrfop*rata^ range (ferem) 4*Cto120*C

Ceitfomry range fj^iiow) -66~Cto4*C

FUEL C O N T R O L
PUSH ON/OFF 1
RTANK VALVE CLOSED UGHTS
PUMP EJCTRS White light comes on whenever associated firewall fuel ahutoff
valve is closed.

FILTER BYPASS WARNING UGHTS

d
Amber light comes on when fuel pressure drop is detected
across associated main fuel fitter.

NOTES

1 Refer to FUEL for details of aircraft fuel

system control and rnonrtoring.
LOW PRESSURE WARNING UGHTS
2 On A/C 5135 and SUBS, the fuel
Amber warning light comes on to indicate low pressure at
LOW PRESS lights wiH be on
associated engine fuel inlet port.
until the pumps are selected ON.

CENTRE INSTRUMENT PANEL

Fuel Control Panel -

Engine Fuel System Monitoring SECTION 17
Figure 3 Page 14A
Apr 10/95
 OPBUTMG MANUAL
PSP 601A-6

THIS PAGE INTENTIONALLY LEFT BUNK

SECTION 17
Page 14B
Apr 10/95
 ctiat/encjer
OPERATING MANUAL
PSP 601A-6

READY LIGHT
Green light comes on to confirm system
readiness after system is initially armed. APR LIGHTS
When APR operates, light goes out when
L ON or R ON light comes on. Amber light comes on when:
- APR selector switch is off prior to take-off.
- APR self-monitoring circuits detect fault in APR
or engine fuel control system.

L ON/R ON LIGHTS
Green lights come on to
indicate left or right engine is
responding to APR command E N G . SPEED
following a power loss. CONTROL
ON ON
READY ] I
APR
TEST
li I

APR SELECTOR SWITCH

Three-position toggle switch:
ARM - Arms system if both ENG SPEED
CONTROLS switches are on, both
engines are in N l speed control mode
and APR light is out.
OFF - De-activates system.
Green light comes on during ENGINE SPEED CONTROL SWITCHES
TEST/RESET - Initiates static test of static and dynamic tests of the
system (refer to NORMAL system (refer t o NORMAL Two-position toggle switches.
PROCEDURES). Resets system after a PROCEDURES).
fault is cleared. ON - Engine speed control i s m N l mode
when NT rpm exceeds nominal 79.1 %.
OFF - Engine speed control is in N2
mode regardless of N l r p m .

C E N T R E I N S T R U M E N T PANEL

APR and Engine Speed Control Panel SECTION 17

Figure 4 Page 15
Apr 02/87
 OPERATING MANUAL
PSP 601A-6

BYPASS VALVE

LD DIFFERENTIAL PRESSURE
SENSOR OR SWITCH

Engine Oil System - Schematic SECTION 17

Figure 5 Page 16
Apr 02/87
 OPERATING MANUAL
PSP 601A-6

OIL PRESSURE INDICATOR

Vertical scale indicator displays ofl pressure of each engine.
Colouredfightsegments of vertical scales come on
to indicate thefollowingrange.

NZ 5001 TO 5134:
Low pressure warning Ene (red) 25 psi
Normal operating range (green) 25 to 95 psi
Cautionary pressure range (yellow) 95 to 100 psi
High pressure warning line (red) 100 psi

A/C 5135 AND SUBS:

Low pressure warning fine (red) 25 psi

Normal operating range (green) 25 to 115 psi
Cautionary pressure range (yellow) 115 to 130 psi
High pressure warning line (red) 130 psi

OIL
TEMP

—»1t0 —
1—140 — 0
|«» «» jd j
IOMI mmm
\mmm ^m
— 120 —
«^» «a»
!«•• SMS
j 1
q 1
«•» mm IJ 1
— 100«-» •i I
!•»
»••• GO
^»
sea
••• OBi
J 1
aa» 0 -aaa
aaaB
-70 I B * "1 1
R

OIL TEMPERATURE aMDICATOft

Vertical scale M o t o r dspisyt oil LOW OIL PRESSURE LIGHTS
Coloured fight segments of vertical come on to indicate the Red warning lights coma on whan oil pressure of
associated angina drops below 2B i . 3 pax.
Normal operaUiy lenye tarean) -20°Cto140°C
^M6onajYranga (yaaow) 140°Cto180°C
Warningfine(red)
ieo°c

ENGINE INSTRUMENT PANEL

Oil Temperature and Pressure Indicators SECTION 1 7

Figure 6 p a g e 17
Apr 10/95
 OPERATING MANUAL
PS? 601A-6
THRUST REVERSER
THRUST REVERSER EMERG STOW
SWITCH/LIGHTS EMERG STOW
When pressed, power is applied directly to
arming and stow solenoid valves to initiate REVERSER REVERSER
stowage of reverser.
UNLOCKED! UNLOCKED
Amber REVERSE UNLOCKED light comes on
whenever reverser moves from fully stowed
position and remains on until reverser is returned REVERSE REVERSE
to fully stowed position. THRUST THRUST
Green REVERSE THRUST light comes on when
reverser reaches fully deployed position and goes
out immediately when reverser moves from PUSH LEFT PUSH RIGHT
deployed position.

GLARESHIELD

THRUST REVSISE (TR) LEVERS GO-AROUND SWITCHES

With throttle levels at IDLE, putting Momentarily push button switches.
onTR levels deploy levsisers if These switches are associated with THROTTLE LEVERS
following conditions met: go-around mode of flight director
Control forward thrust and acts a
system.
- REVERSE THRUST switch/lights fuel shutoffs. Remain locked at IDLE
have armed reversers. position during thrust reverser
operation.
• Aircraft on ground or wheel spin-
up exceeds 16 knots.
Throttle solenoids prevent TR lever
movernem beyond deploy (or reverse
idle) position until reverser
assemblies fully deployed.
Once reversers fully deployed, TR
levers regulate reverse thrust from
reverse idle to maximum reverse
power.
Reverser operation shuts off 14th THROTTLE LEVER RELEASE LATCHES
stage bleed air to engine and wing
Lift to advance throttle levers from SHUTOFF to
IDLE positions or retard throttle levers from IDLE
Returning TR levers to forward IDLE to SHUTOFF positions.
(fully down) stow reversers. Once
reversers stowed, throttle levers can
be moved forward to increase thrust.
NOTE Reverser deployment do not
prevent throttle levers from being
selected to SHUTOFF.

THRUST REVERSE LEVER

RELEASE LATCHES
Lift to release TR levers from
forward IDLE stops.

THROTTLE SETTINGS
^ 3
THROTTLE LEVER FRICTION ADJUSTMENT
SHUTOFF - Shuts off fuel to engine Adjusts friction on throttle levers only. Rotate
at the FCU. Located at rear throttle control clockwise to increase friction.

IDLE - Lowest forward thrust CENTRE PEDESTAL

setting. Located at idle throttle lever
stop.
MAX POWER - Highest forward
thrust setting. Located at forward
throttle lever stop.

REVERSE THRUST
SWITCH/UGHTS
When pressed in, arms thrust
reverser system and puts on amber
FtEVERSE THRUST 3\
ARMED light.
LEFT RIGHT ( j
When pressed out, providing thrust
reverser stowed* disarms thrust | UNSAFE 1 1 UNSAFE 1
reverser system and puts out amber j TO ARM j j TO ARM j
ARMED tight.
ARMED j ARMED
Amber UNSAFE TO ARM light
comes on if:
- electrical fault exists in reverser 1 PUSH TOARM

deploy is selected or deploy CENTRE PEDESTAL

switch fault occurs during flight.

Throttle Quadrant and Thrust Reverser Controls SECTION 17

and Indicators Page 18
Figure 7 Apr 02/87
 canatiair
ctiauenejer
OPERATING MANUAL
PSP 601A-6

STOWED POSITION
CASCADE
VANES

FAN AIR

BLOCKER DOORS

TRANSLATING COWL

TORQUE BOX

DEPLOYED POSITION

Thrust Reverser Stowed and Deployed Positions S E C T I O N 17

Figure 8 Page 19
Apr 02/87
 OPERATING MANUAL
PSP 601A-6

Engine Instruments and Control Panel SECTION 17

Figure 9 Page 20
Apr 10/95
 OPERATING MANUAL
PSP 601A-6

A TO CABIN PRESSURIZATiON
? CONTROL SYSTEM
| JET PUMP
GROUND AIR
SUPPLY

LEFT ENGINE RIGHT ENGINE

10TH STAGE 10TH STAGE
BLEEDS BLEEDS

ENGINE
START
SYSTai

CLOSE

LEGEND
BLEED AIR

ELECTRICAL SIGNAL

SHUTOFF VALVE
EFFECTIVITY REGULAT1NG/SHUTOFF VALVE
H A/C 5001 TO 6134
CHECK VALVE

Tenth Stage Engine Bleed Air - Schematic SECTION 17

Figure 10 Page 21
Apr 10/95
 OPERATING M A N U A L
PSP 6 0 1 A - 6

10TH AND 14TH STAGE SWITCH/UGHTS

I in, associated blood air shtitoff valve opens and
vriata BLEED CLOSED tight goes out Whan pressed out valve
tand light comas on.

BLEED AIR ISOL S W I T C H / U G H T

BLEED AIR PRESSURE GAUGE
Whan prassad in, bleed air isolator vafrve
opens. When prassad o u t valve closes. Indicates pressure in left and right
sections of 10TH stage bleed »r system.
Green OPEN light comes on whenever
bleed air aoiator valve is open.

EFFECTMTY: A/C 5135* SUBS

OVERHEAD PANEL

Bleed Air Control Panel SECTION 17

Figure 11 Page 22
Apr 10/95
 OPERATING MANUAL
PSP 6 0 1 A - 6

TOWING TOWING
ANTMCING ANTMCING

TO ENGINE TO ENGINE
ANTI-ICING ANTI-ICING

TO THRUST TO THRUST
REVERSER REVERSER

LEFM4TH RIGHT 14TH

STAGE STAGE
BJGINE ENGINE
BLSD BLEED

[ CLOSE THRUST CLOSE

REVERSERS
IN
OPERATION

CLOSE CLOSE
RH ENG
-** U-+ RRE
PUSH

O
LEGEND
BLEED AIR
ELECTRICAL SIGNAL

SHUTOFF VALVE
REGULATING/SHUTOFF VALVE

CHECK VALVE

Fourteenth Stage Engine Bleed Air - Schematic SECTION 17

Figure 12 Page 23
Apr 10/95
 OPERATING MANUAL
PSP 601A-6

DUCT MON SWTTCH

Three-portion DUCT MON toggJe switch tests serviceability of each of the
detector loops A and B on the left and right 10th stage manifold sections.
LOOP A - Duct fail warning occurs if loop A of either section is damaged.
LOOP B - Duct fail warning occurs if loop B of either section is damaged.
BOTH - In-flight switch position. Both detection loops are in operation on left
and right sections.

DUCT FAIL LIGHTS (4)

Red light comes on if the bleed leak

temperature sensors detect a failure in the associated
duct segment.
Light goes out when the failed duct is isolated and
temperature sensor cools.
OVERHEAD PANEL

, 14 STAGE ,
-, * RIGHT LEFT '

o F U S
o
• RIGHT LEFT

o -WING*
o
(RIGHT
O -10 STAGE
'RIGHT

o
WING ANTI-ICE DUCT FAIL LIGHT
I N D RESET SYSTEM TEST
Red DUCT FAIL light comes on if
bleed air leak is detected in wing left
and right anti-icing ducts running
along fuselage.
O BLEED A I R LEAK
O
OVERHEAD PANEL

BLEED AIR LEAK ANNUNCIATOR PANEL

Panel indicate* s have two positions: a black set
position when no fault exists and a white reset
position visible when there is a bleed leak in the
associated ducting.
Reset positions VB magneocaUy latched to remain on
after associated temperature sensor has cooled or
electrical power is removed from aircraft. Pressing
8LEED AIR IND RESET button returns positions to set.
LEAK DETECT BLSD AIR LEAX DETECT SWITCH/LIGHT
Pressing SYSTfcM TEST switch tests system by
Red DUCT FAIL light flashes if a bleed air leak is grounding detection circuit to simulate bleed air leak.
detected by any of the detection elements. Afi the DUCT FAIL lights come on and ail eight
DUCT indicatots on panel show white if leak detection
PUSH TO TEST-- When pressed, system is tested by system is serviceable.
FAIL grounding detection circuit to simulate bleed air leak.
Flashing DUCT FAIL light on swttch/tight and steady
DUCT FAIL lights on bleed air and arm-ice panels
PUSH TO TEST come on if leak detection system is serviceable.

CENTRE INSTRUMENT PANEL

Bleed Air Leak Warning and Testing SECTION 17

Figure 13 Page 24
Apr 02/87
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OPERATING MANUAL
PSP 601A-6

CONT IGN SWITCH/LIGHT

When pressed in. green CONT IGN light comes on and
continuous ignition is supplied to both engines through
IGN A and/or IGN B switch/tight(s). When pressed out.
CONT IGN light goes out and continuous ignition is turned
IGNITION SWITCH/LIGHTS off.
When pressed in, arms associated igniter plug of both
engines for start and continuous igntion operation.
When pressed out, disarms associated igniter plug of both
engines for start and continuous ignition operation.
Green IGN A (or SGN B) light comes on immediate
associated switch/light pressed.
White ON lightfs) comets) on when associated igniter
plugs on one or both of the engines are in operation.

START SWITCH/UGHTS
Momentarily pressing switch/light causes green START
light to come on and initiates engine start sequence:
- opens Of not previously opened) left and right bleed air
shutoff valves and isolator valve.
- opens associated starter valve.
- fires pre selected A and/or B igniter plugis) on
associated engine, ignition white ON tightts) cornels)
on.
When engine reaches 55° N2, the starter automatic shutoff
switch:
- closes (unless selected open by associated control
switch) left and right bleed air shutoff valves and
isolator valve.
doses associated starter valve.
- turns off pre selected A and/or B igniter plugis) of
1 engine, ignition white ON bghtls) goies) out. IN FUGHT START SWITCH/UGHTS
When pressed in, fires both igniter plugs on associated
engine and green IN FUGHT START light and white ON
STOP SWITCH/LIGHTS light come on.
Momentarily pressing switch/light stops engine start ^A/hen pressed out, turns off both associated igniter plugs,
green IN FUGHT START light and white ON light.
Amber STOP light comes on GO seconds after START
switch is pressed if engine has failed to start.

OVERHEAD PANEL

Engine Start and Ignition Controls SECTION 17

Figure 14 Page 25
Apr 02/87
 OPERATING MANUAL
PSP 601A-6

ENGINE
VIBRATION
wxm

OEEN

EFFECTTVTTY: A/C 5001 TO €104

ENGINE VIBRATION CAUTION UGHT

Amber HIGH VIS fight indicates that vibration leva* of one or both
of the engines hat exceeded 2.7 MILS (FAN) cr
1.7 IfiLS (CORE) *x3eeoond».

P i w i n j HIGH VIB indicator switch provides functional test of

sidicatof and signal conditioner. Indicator VMU show L and R
reading of &S ± OJg MILS and, if switch is HI ssssrt for 3 1
HIGH VIB fight comas on.

ENGINE VIBRATION INDICATOR

Provides continuous mdteetion of left and fight engine vibration
J by transducers mounted on engine

NOTE
Press to test function not verify operation of engine mounted
transducers or cable Operation of these
must be checked by indicator reading after

B7ECTMTY: A/C 5105 AND SUBS

I H B I G HI V © AND RH B I G W VIB SVVITCH/UGHTS

AinberoBfB) aghtl
Off 1.7 MILS. Amber fan
•Ontl
12.7MBJB.
PieesliHjCOriEFANI
lnoloatDrwMarKiwLandRreoclngof3^ta2MUJS
and.lfaeAchlspteeeedsySsecondsCOREFAN
Ight comas on. PILOTS SIDE PANEL

Engine Vibration Monitor Panel SECTION 17

Figure 15 Page 26
Apr 10/95
UTHO CANADA