Ctc-103 Line & Base Maintenance

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LINE & BASE MAINTENANCE
CFM56-7B
Jan 1999
CTC-103
CFM56-7B TRAINING MANUAL
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CFM56-7B
LINE MAINTENANCE TRAINING COURSE
Document: CFM7LM3
Revised: Jan. 1999
Published by CFMI
CFMI Customer Training Center CFMI Customer Training Services

Snecma (RXEF) GE Aircraft Engines
Direction de lAprs-Vente Civile Customer Technical Education Center
MELUN-MONTEREAU 123 Merchant Street
Arodrome de Villaroche B.P. 1936 Mail Drop Y2
77019 - MELUN-MONTEREAU Cedex Cincinnati, Ohio 45246
FRANCE USA
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CFMI PROPRIETARY INFORMATION
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THIS PAGE INTENTIONALLY LEFT BLANK
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This publication is for TRAINING PURPOSES ONLY. This information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult the
pertinent Maintenance Publication.
This product is considered CFMI Aircraft Engines technical data information and therefore is exported under U.S. Government
Export License Regulations. It is issued to the user under specific conditions that; the contained data, or it's product may not
be resold, diverted, transferred, transshipped, reexported, or used in any other country without prior written approval of the
U.S. Government.
Proprietary Information Notice

The information contained in this document is disclosed in confidence. It is the property of CFMI and shall not be used (except
for evaluation), disclosed to others, or reproduced without the expressed written consent of CFMI. If consent is given for
reproduction in whole or in part, this notice shall appear on any such reproduction, in whole or in part. The foregoing is subject
to any rights the U.S. Government may have acquired as such information.
Copyright 1999 CFM International
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Section Topic Revision Page Numbers
Intro Table of Contents ................................................................................ Jan 99 ................................ 1-12
Intro Abbreviations and Acronyms ............................................................... Jan 99 ................................ 7-12
1. Objectives ............................................................................................ Jan 99 .............................. 13-24
2. Powerplant General ............................................................................. Jan 99 .............................. 25-46
3. Engine Exhaust .................................................................................... Jan 99 .............................. 47-72
4. Engine General .................................................................................... Jan 99 .............................. 73-92
5. Fuel and Control System ..................................................................... Jan 99 ............................ 93-204
6. Air System ........................................................................................... Jan 99 .......................... 205-244
7. Oil System ........................................................................................... Jan 99 .......................... 245-268
8. Ignition System .................................................................................... Jan 99 .......................... 269-288
9. Start System ........................................................................................ Jan 99 .......................... 289-310
10. Engine Indicating System .................................................................... Jan 99 .......................... 311-362
11. Maintenance Documents ..................................................................... Jan 99 .......................... 363-378
12. Engine Fault Isolation .......................................................................... Jan 99 .......................... 379-400
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ABBREVIATIONS & ACRONYMS
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A CDS Common Display System
AC Alternating Current CDU Control Display Unit
A/C Aircraft CFMI CFM International
ACARS Aircraft Communication Addressing and CIP Compressor Inlet Pressure
Reporting System CIT Compressor Inlet Temperature
ADEPT Airline Data Engine Performance Trend cm.g Centimeter Grams
ADIRU Air Data and Inertial Reference Unit CONT Continuous
AGB Accessory Gearbox CSD Constant Speed Drive
ALF Aft Looking Forward CSI Cycles Since Installation
ALTN Alternate CTEC Customer Technical Education Center
AOG Aircraft On Ground CW Clockwise
A/P Airplane
APU Auxiliary Power Unit D
ARINC Aeronautical Radio Incorporated DAC Double Annular Combustor
ASM Autothrottle Servomotor DEU Display Electronics Unit
ATA Air Transport Association DOD Domestic Object Damage
A/T Autothrottle DMD Demand
AVM Airborne Vibration Monitoring DMS Debris Monitoring System
B E
BITE Built In Test Equipment EAU Engine Accessory Unit
BSI Borescope Inspection EBU Engine Buildup Unit
BSV Burner Staging Valve (SAC) ECS Environmental Control System
BSV Burner Selection Valve (DAC) ECU Electronic Control Unit (or EEC)
EE Electronic Equipment
C EEC Electronic Engine Control (or ECU)
C Celsius/Centigrade ( degrees) EGT Exhaust Gas Temperature (T49.5)
CCDL Cross Channel Data Link EHSV Electro-Hydraulic Servo Valve
CCW Counter Clockwise ESN Engine Serial Number
CDP Compressor Discharge Pressure (Ps3)
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F HPC High Pressure Compressor
F Fahrenheit ( Degrees) HPCR High Pressure Compressor Rotor
F/I Flight Idle HPT High Pressure Turbine
FAA Federal Aviation Administration HPTCC High Pressure Turbine Clearance Control
FADEC Full Authority Digital Electronic Control HPTCCV HPT Clearance Control Valve
FAR Federal Aviation Regulation HPTN High Pressure Turbine Nozzle
FF Fuel Flow HPTR High Pressure Turbine Rotor
FFCCV Fan Frame Compressor Case Vertical HPSOV High Pressure Shut-off Valve
FDAU Flight Data Acquisition Unit Hz Hertz
FIM Fault Isolation Manual
FIT Fan Inlet Temperature I
FLA Forward Looking Aft I/O Input/Output
FMCS Flight Management Computer System IAS Indicated Air Speed
FMV Fuel Metering Valve ID Inside Diameter
FN Net Thrust IDG Integrated Drive Generator
FOD Foreign Object Damage IFSD In-flight Shutdown
FQIS Fuel Quantity Indicating System IGB Inlet Gearbox
IGN Ignition
G IGV Inlet Guide Vane
g.in gram inches in. inches
G/I Ground Idle IPB Illustrated Parts Breakdown
GEAE General Electric Aircraft Engines IPC Illustrated Parts Catalog
GEM Ground-based Engine Monitoring ips Inches Per Second
GPH Gallons Per Hour
GPM Gallons Per Minute K
GRD Ground K Kelvin (Degrees)
GSE Ground Support Equipment KIAS Indicated Air Speed in Knots
KV Kilovolts
H KPH Kilos Per Hour
HMU Hydromechanical Unit
HP High Pressure
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L N
L Left N1 Actual Fan Speed
L/E Leading Edge N1* Desired Fan Speed
lbs. Pounds, Weight N1K Corrected Fan Speed
LCD Liquid Crystal Display N2 Actual Core Speed
L/H Left Hand N2* Desired Core Speed
LP Low Pressure N2K Corrected Core Speed
LPC Low Pressure Compressor N/C Normally Closed
LPT Low Pressure Turbine N/O Normally Open
LPTACC LPT Active Clearance Control NVM Non Volatile Memory
LPTN Low Pressure Turbine Nozzle
LPTR Low Pressure Turbine Rotor O
LRU Line Replaceable Unit OAT Outside Air Temperature
LVDT Linear Variable Differential Transformer OD Outside Diameter
OGV Outlet Guide Vane
M OSG Overspeed Governor
ma Milliamperes (Current) OVBD Overboard
MCD Magnetic Chip Detector
MCL Maximum Climb P
MCR Maximum Cruise Pb Bypass Pressure
MCT Maximum Continuous Pc Regulated Servo Pressure
mils D.A. Mils Double Amplitude Pcr Case Regulated Pressure
mm Millimeters Pf Heated Servo Pressure
Mo Mach Number PN Part Number
MPA Maximum Power Assurance Po Pressure Ambient
MPH Mile Per Hour PPH Pounds Per Hour
mV Millivolts PRSOV Pressure Regulating Shutoff Valve
mVDC Millivolts Direct Current Ps Pump Supply Pressure
Ps12 Fan Inlet Static Air Pressure
Ps13 Fan Outlet Static Air Pressure
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P T
Ps3 Compressor Discharge Pressure TAI Thermal Anti Ice
psi Pounds Per Square Inch TBV Transient Bleed Valve
psia Pounds Per Square Inch Absolute T/E Trailing Edge
psid Pounds Per Square Inch Differential T/O Takeoff
PT Pressure Total T/R Thrust Reverser
PT25 HPC Total Inlet Air Pressure T12 Fan Inlet Total Air Temperature
T25 HPC Air Inlet Temperature
Q T49.5 Exhaust Gas Temperature
QAD Quick Attach Detach TAI Thermal Anti-Ice
QEC Quick Engine Change TAT Total Air Temperature
Qty. Quantity TBC Thermal Barrier Coating
TBO Time Between Overhaul
R TCCV Turbine Clearance Control Valve
R/H Right Hand TGB Transfer Gearbox
RPM Revolutions Per Minute TLA Thrust Lever Angle
RTO Refuse Takeoff TM Torque Motor
RVDT Rotary Variable Differential Transducer TR Thrust Reverser
TR Transformer Rectifier
S TRA Thrust Resolver Angle
SAC Single Annular combustor TRF Turbine Rear Frame
SAV Starter Air Valve TSI Time Since Installation
sfc Specific Fuel Consumption
SLS Sea Level Standard
SLSD Sea Level Standard Day
SN Serial Number
SNECMA Societe dEtude et de Construction de
Moteurs dAviation
STP Standard Temperature and Pressure
SW Switch
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V
V ac Volts Alternating Current
VBV Variable Bleed Valve
V dc Volts Direct Current
VIB Vibration
VSV Variable Stator Vane
W
Wf Weight of Fuel or Fuel Flow
WOW Weight on Wheels
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OBJECTIVES
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POWERPLANT GENERAL
Given an objective exercise, the student will identify:

.... the engine supplies power for these three systems the CFM56-7 engine. (1.A.a)
.... the safety zones for an installed CFM56-7 engine. (1.A.a)
Given an engine configuration exercise, the student will identify:

.... the engine cowling for an installed CFM56-7 engine. (1.A.a)

.... the CFM56-7 engine drain system (1.A.c)

.... selected components of the CFM56-7 engine drain system (1.A.c)
Given an objective exercise, the student will select the purpose of:
.... the CFM56-7 engine drain system (1.B.c)
Given an engine configuration exercise, the student will select the purpose of:
.... selected components within the CFM56-7 engine drain system (1.B.c)
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ENGINE EXHAUST

.... the exhaust sub-systems of the CFM56-7 engine. (3.A.a)
.... the turbine exhaust system components of the CFM56-7 engine. (3.A.a)
.... the eight thrust reverser components of the CFM56-7 engine. (3.A.a)
.... the thrust reverser control valve of the CFM56-7 engine. (3.A.a)
.... the thrust reverser opening actuator of the CFM56-7 engine. (3.A.a)
.... the thrust reverser sync lock of the CFM56-7 engine. (3.A.a)
.... the primary, secondary, airflows of the CFM56-7 engine. (3.B.a)
.... the thrust reverser control valve of the CFM56-7 engine. (3.B.a)
.... the thrust reverser opening actuator of the CFM56-7 engine. (3.B.a)
.... the thrust reverser sync lock of the CFM56-7 engine. (3.B.a)
Given an objective exercise, the student will match the operation with:
.... the thrust reverser hydraulic actuators used on the CFM56-7 engine. (3.C.a)

.... the turbine exhaust system components of the CFM56-7 engine. (3.A.a)
.... the eight thrust reverser components of the CFM56-7 engine. (3.A.a)
.... the thrust reverser opening actuator of the CFM56-7 engine. (3.A.a)
.... the thrust reverser sync lock of the CFM56-7 engine. (3.A.a)
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ENGINE GENERAL

.... the ratings and applications of the CFM56-7 engine. (1.A.a)
.... the engine bearings and sumps of the CFM56-7 engine (1.A.a)
.... the engine flanges of the CFM56-7 engine. (1.A.a)
.... selected aerodynamic stations of the CFM56-7 engine (3.A.a)
.... the primary, secondary, and parasitic airflows of the CFM56-7 engine. (3.A.a)
.... the engine bearings and sumps of the CFM56-7 engine (1.B.a)
.... the engine flanges of the CFM56-7 engine. (1.B.a)
.... the primary, secondary, and parasitic airflows of the CFM56-7 engine. (3.B.a)
.... the primary, secondary, and parasitic airflows used on the CFM56-7 engine. (3.C.a)

.... the Engine Data Plate. (1.A.a)
.... the major modules of the CFM56-7 engine. (1.A.b)
.... selected assemblies of the major modules of the CFM56-7 engine. (1.A.c)
.... the borescope ports of a CFM56-7 engine (1.A.a)
.... selected line replaceable units of assemblies of the major modules of the CFM56-7 engine. (3.A.d)
.... the Engine Data Plate. (1.B.a)
.... selected assemblies of the major modules of the CFM56-7 engine. (1.B.c)
.... the borescope ports of a CFM56-7 engine (1.B.a)
.... selected line replaceable units of assemblies of the major modules of the CFM56-7 engine. (3.B.d)
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FUEL AND CONTROL

.... the CFM56-7 Fuel and Control System (1.A.a)
.... the subsystems of the CFM56-7 Fuel and Control System (1.A.b & 1.A.c)

.... selected components of the CFM56-7 Fuel and Control System (1.A.c)
.... selected components of the CFM56-7 Engine Indicating System (1.A.c)
.... the CFM56-7 Fuel and Control System (1.B.a)
.... the subsystems of the CFM56-7 Fuel and Control System (1.B.b & 1.B.c)
.... selected components of the Fuel and Control System (1.B.c)
.... selected components of the CFM56-7 Engine Indicating System (1.B.c)
.... the subsystems of the CFM56-7 Fuel and Control System (2.C.b & 2.C.c)
.... selected components of the CFM56-7 Fuel and Control System (2.C.c)
.... selected components of the CFM56-7 Engine Indicating System (2.C.c)
Given an objective exercise, the student will match the functional description with:
.... selected components of the CFM56-7 Fuel and Control System (3.D.c)
.... selected components of the CFM56-7 Engine Indicating System (3.D.c)
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AIR SYSTEM

.... the CFM56-7 Air system (1.A.a)
.... the subsystems of the CFM56-7 Air system (1.A.a)

.... selected subsystem components of the CFM56-7 Air system (1.A.c)
Given an objective exercise, the student will state the purpose of:
.... the CFM56-7 Air system (1.B.a)
.... the subsystems of the CFM56-7 Air system (1.B.c)
Given an engine configuration exercise, the student will state the purpose of:
.... selected subsystem components within the CFM56-7 Air system (1.B.c)
.... the subsystems of the CFM56-7 Air system (2.C.c)
.... selected system components of the CFM56-7 Air System (2.C.c)
.... selected system components of the CFM56-7 Air System (3.D.c)
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IGNITION SYSTEM

.... the CFM56-7 ignition system (1.A.a)
.... aircraft controls/interfaces associated with the ignition system of the CFM56-7 engine. (1.A.a)

.... selected components of the CFM56-7 ignition system (1.A.a)
.... the CFM56-7 ignition system (1.B.a)
.... selected components of the CFM56-7 ignition system (1.B.a)
.... the CFM56-7 ignition system (2.C.a)
.... selected system components of the CFM56-7 ignition system (2.C.a)
.... selected system components of the CFM56-7 ignition system (3.D.a)
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START SYSTEM
Given an Objective Exercise, the student will identify:

.... the CFM56-7 Start system (1.A.a)
.... aircraft controls associated with starting the CFM56-7 engine. (2.A.b)
Given an Engine Configuration Exercise, the student will identify:

.... selected components of the CFM56-7 start system (1.A.a)
Given an Objective Exercise, the student will select the purpose of:
.... the CFM56-7 Start system (1.B.a)
Given an Engine Configuration Exercise, the student will select the purpose of:
.... selected components within the CFM56-7 start system (1.B.a)
Given an Objective Exercise, the student will match the operation with:
.... the CFM56-7 Start system (2.C.a)
.... selected system components of the CFM56-7 start system (2.C.a)
Given an Objective Exercise, the student will match the functional description with:
.... selected system components of the CFM56-7 start system (3.D.a)
Given an Objective Exercise, the student will select key maintenance practices associated with:
.... start system servicing for the CFM56-7 engine (2.E.a)
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OIL SYSTEM

.... the CFM56-7 Oil system (1.A.a)
.... servicing requirements associated with the CFM56-7 Oil System (2.A.b)
Given an Engine Configuration Exercise, the student will identify:

.... selected components of the CFM56-7 Oil system (1.A.b)
.... the CFM56-7 Oil system (1.B.a)
.... servicing requirements associated with the CFM56-7 Oil System (2.B.b)
Given an Engine Configuration Exercise, the student will select the purpose of:
.... selected components within the CFM56-7 Oil system (1.B.b)
.... selected system components of the CFM56-7 Oil System (2.C.b)
.... selected system components of the CFM56-7 Oil System (3.D.b)
Given an Objective Exercise, the student will select key maintenance practices associated with:
.... Oil System servicing for the CFM56-7 engine (2.E.b)
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ENGINE INDICATING

.... the CFM56-7 engine indicating system (1.A.a)
Given a Configuration Study Exercise, the student will identify:

.... selected components of the CFM56-7 engine indicating system (1.A.c)
.... the CFM56-7 engine indicating system (1.B.a)
Given a Configuration Study Exercise, the student will select the purpose of:
.... selected components within the CFM56-7 engine indicating system (1.B.c)
.... the CFM56-7 engine indicating system (2.C.a)
.... selected system components of the CFM56-7 engine indicating system (2.C.c)
.... selected system components of the CFM56-7 engine indicating system (3.D.c)
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MAINTENANCE DOCUMENTS

.... the maintenance documents used for line maintenance. (1.A.a)
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ENGINE FAULT ISOLATION

.... the system interfaces used in engine fault isolation (1.A.a.)
.... selected menu pages for engine fault isolation (1.A.a)
.... the system interfaces used in engine fault isolation (1.B.a)
.... selected menu pages for engine fault isolation (1.B.a)
Given an Objective Exercise, the student will select the operation of:
.... the system interfaces used in engine fault isolation (2.C.a)
.... selected menu pages for engine fault isolation (2.C.a)
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POWERPLANT GENERAL
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CFMI PROPRIETARY INFORMATION POWERPLANT GENERAL
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POWERPLANT - INTRODUCTION Acronyms and Abbreviations
BSV burner staging valve
Identification (1A.a) C celsius
Two CFM56-7B engines supply thrust for the airplane. cm centimeters
The engines also supply power for these systems: ft feet
HMU hydromechanical unit
- Electric HPTACC high pressure turbine active clearance
- Hydraulic control
- Pneumatic. IDG integrated drive generator
in inches
The CFM56-7B is a high bypass ratio, dual rotor, turbo kg kilograms
fan engine. lbs pounds
m meters
Power Plant RPM revolutions per minute
The power plant has these parts: TBV transient bleed valve
VBV variable bleed valve
- Engine mounts VSV variable stator vanes
- Engine cowling
- Wire harnesses
- Engine vents and drains.
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wymt-54-00-0001 (fa)
71-00-00-000 POWERPLANT - INTRODUCTION

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ENGINE COWLING
Identification (1.A.a)
The engine cowling consists of the following:
- Inlet cowl.
- Fan cowl.
- Thrust reverser.
The inlet cowl attaches to the front flange of the engine

fan and contains the T12 access/pressure relief door.
The fan cowls are attached to the fan cowl support beam
through three hinges and contains the following items:
- Integrated drive generator (IDG) access door (left
fan cowl).
- Chip detector/pressure relief door (left fan cowl).
- Vortex control device (right fan cowl).
- Oil tank access door (right fan cowl).
The EEC ram air inlet allows cooling air to the EEC.
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IDG ACCESS DOOR
CHIP DETECTOR ACCESS/

PRESSURE RELIEF DOOR
VORTEX
CONTROL T12 ACCESS/
INLET FAN THRUST DEVICE PRESSURE EEC RAM
COWL COWL REVERSER RELIEF DOOR AIR INLET
OIL TANK ACCESS DOOR
71-11-00-000 ENGINE COWLING

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POWERPLANT GENERAL
Jan 99
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ENGINE HAZARDS Exhaust Velocity
Exhaust velocity is very high for long distances behind
Identification (1.A.a) the engine. This can cause damage to personnel and
equipment.
General
The four engine safety hazard areas during engine Engine Noise
operation associated with the CFM56-7 are as follows: Engine noise can cause temporary and permanent loss
- Inlet Suction of your ability to hear. You must wear ear protection
- Engine Heat when near an engine in operation.
- Exhaust Velocity
- Engine Noise. Engine Entry/Exit Corridor
Engine entry corridors are between the inlet hazard
It is dangerous to work around engines. Use the entry/ areas and the exhaust hazard areas. You should go near
exit corridor when the engine is in operation. Also, stay an engine in operation only when:
out of the inlet and exhaust areas when the engine is in
operation. - The engine is at idle
- You can speak with people in the flight
Inlet Suction compartment.
Engine inlet suction, can pull people and large objects
into the engine. At idle power, the inlet hazard area is a For additional safety, wear a safety harness when the
13 ft (4.0 m) radius around the inlet. engine is in operation.
WARNING: If the wind is over 25 knots, increase the inlet Training Information Point
hazard area by 20%. Usually, when the engine is in operation, the anti-collision
lights are on.
Exhaust Heat
The engine exhaust is very hot for long distances behind
the engine. This can cause damage to personnel and
equipment.
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ANTICOLLISION LIGHT INLET HAZARD AREA

(TOP OF FUSELAGE)
ANTICOLLISION LIGHT 13 FT. (4.0 M)
(TOP OF FUSELAGE)
5 FT. (1.5 M) 4 FT. (1.2 M)
45o
ENTRY/EXIT
CORRIDOR
ENTRY/EXIT
CORRIDOR
HEAT AND EXHAUST

VELOCITY HAZARD AREAS
71-00-00-002
ENGINE HAZARDS
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ENGINE DRAINS
Identification (1.A.c)
The engine drain system consists of lines collecting and
carrying waste fluids overboard from various points along
the engine, from accessories, and from pylon drain
cavities. All of the drain lines migrate to the 6:00 o'clock
position of the engine where they are sent directly
overboard.
The drain system is divided into three outputs:

- the starter air discharge duct.
- the right fan cowl hole.
- the left fan cowl holes.
Purpose (1.B.c)
The purpose of the engine drain system is to carry oil,
fuel, hydraulic fluid, water, and vapor overboard through
provisions in the nacelle structure and prevent contact
with hot engine areas.
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DRAIN HOLE SCUPPER FOR THE DRAIN

MAST, SERVICE DISCONNECT (STRUT)
DRAIN HOLE SCUPPER FOR
DRAIN, HMU PAD DRAIN AND MAIN FUEL/OIL
THE FUEL PUMP PAD DRAIN
LEFT FAN HEAT EXCHANGER PAD DRAIN
COWL PANEL
STARTER AIR
DISCHARGE DUCT
DRAIN HOLE SCUPPER FOR DRAIN HOLE SCUPPER FOR

THE HYDRAULIC PUMP THE OIL TANK SCUPPER
AND IDG DRAIN
FWD RIGHT FAN

COWL PANEL
FIG601.TIF
ENGINE DRAINS
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ENGINE DRAINS
The starter air discharge duct drains the following:
- Service disconnect (strut).
- Main fuel/oil heat exchanger.
- Hydromechanical Unit (HMU).
- Burner Staging Valve (BSV) for the single annular
combustor (SAC) system.
- Burner Selection Valve (BSV) for the dual annular
combustor (DAC) system.
- High Pressure Turbine Active Clearance Control
valve (HPTACC).
- Variable Stator Vane (VSV) actuators.
- Variable Bleed Valve (VBV) actuators.
- Transient Bleed Valve (TBV).
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RIGHT VBV DRAIN
FORWARD SUMP DRAIN
SERVICE DISCONNECT
(STRUT) DRAIN
BSV/LPTACC VALVE DRAIN

RIGHT
LEFT VSV
HMU PAD VSV DRAIN HPTACC VALVE DRAIN
DRAIN DRAIN
MAIN FUEL/OIL HEAT TBV

LEFT
EXCHANGER PAD DRAIN DRAIN
VBV
DRAIN
71-00-00-005
ENGINE DRAINS
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ENGINE DRAINS - LEFT HAND COWL DRAINS
The left fan cowl holes drain the following fluids
- Fuel pump.
- Integrated drive generator (IDG).
- Hydraulic pump.
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AGB
FWD
IDG PAD FUEL PUMP
HYDRAULIC
DRAIN PAD DRAIN
PAD DRAIN
71-00-00-005
LEFT FAN COWL DRAINS
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ENGINE DRAINS - RIGHT FAN COWL DRAINS
The right fan cowl hole drains fluid from the oil tank
scupper.
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OIL
SCUPPER
DRAIN
FWD
71-00-00-005
RIGHT FAN COWL DRAINS
EFFECTIVITY Page 39
B737-600, -700, -800, -900, -BBJ/ALL 71-71-00 Jan 99
EFG
POWERPLANT - FAN COWL
General
There are two fan cowl panels for each engine. Each fan
cowl panel attaches to the strut with three hinges.
Each fan cowl panel has two fan cowl hold open rods,
forward and aft.
Fan Cowl Panel Latches

Three fan cowl latches secure the left and right fan cowl
panels together.
Fan Cowl Panel Hold Open Rods

One end of the hold open rod attaches to the fan cowl
panel. When the cowl is closed, the other end attaches to
a receiver on the fan cowl. When the cowl is open, the
other end attaches to a receiver on the engine. Each hold
open rod is telescopic.
Each hold open rod has a collar that locks the hold open
rod in place. A yellow lock indication shows when the
hold open rod is in the locked position.
EFFECTIVITY Page 40
B737-600, -700, -800, -900, -BBJ/ALL 71-11-00 Jan 99
EFG HINGE (3)
COLLAR
UNLOCK INDICATION
RECEIVER
(ON ENGINE)
FAN COWL PANEL
LATCH KEEPER (3) HOLD OPEN ROD
(TYPICAL)
FAN COWL PANEL LATCH (3)
71-11-00-001
POWERPLANT - FAN COWL
EFFECTIVITY Page 41
B737-600, -700, -800, -900, -BBJ/ALL 71-11-00 Jan 99
EFG
POWERPLANT - ELECTRICAL HARNESSES
General
The engine electrical harnesses connect at the fan cowl
support beam.
The electrical harnesses that connect on the right side of

the fan cowl support beam come from these
components:
- Electronic engine control
- N1 speed sensor
- Oil tank (oil quantity transmitter)
- Inlet cowl thermal anti-ice valve
- Ignition exciters
- Turbine rear frame vibration sensor
- Bleed air regulator
- Ground wing thermal anti-ice solenoid valve
- Overheat/fire detector loop A and B.
The electrical harnesses that connect on the left side of

the fan cowl support beam come from these
components:
- Start valve
- N2 speed sensor
- Integrated drive generator (IDG)
- Hydraulic system engine-driven pump
- Hydromechanical unit (HMU).
EFFECTIVITY Page 42
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Jan 99
EFG
yyloc-rba-f75-0003 yyloc-lbf-f75-0003-b
ELECTRICAL HARNESS
(TYPICAL)
wym t-f71-00-0005 wymt-f71-00-0004
RIGHT FAN COWL SUPPORT BEAM LEFT FAN COWL SUPPORT BEAM
71-00-00-004 POWERPLANT - ELECTRICAL HARNESSES

EFFECTIVITY Page 43
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Jan 99
EFG
POWERPLANT - ENGINE MOUNTS
General
There is a forward and aft engine mount. Each engine
mount attaches the engine to the strut. The forward
engine mount attaches to the fan frame. The aft engine
mount attaches to the turbine frame.
NOTE: A safety feature to retain the nut on some of the

engine mount bolts, must be pushed in to remove the
nut. If not the bolt safety feature may be damaged.
EFFECTIVITY Page 44
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Jan 99
cfm international CFM56-7B TRAINING MANUAL
STRUT WING
yypb-f71-00-0013-g(m)
wymt-54-00-0001 (fa)
FORWARD ENGINE MOUNT
wymt-f71-21-0001(fa)
FAN FRAME
TURBINE
FRAME
yypb-f71-00-0010-a(m )
AFT ENGINE MOUNT
71-00-00-003 POWERPLANT - ENGINE MOUNTS

EFFECTIVITY Page 45
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Jan 99
EFG
THIS PAGE LEFT INTENTIONALLY BLANK
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 71-00-00 Page 46
Jan 99
EFG
ENGINE EXHAUST
EFFECTIVITY Page 47
B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION ENGINE EXHAUST
EFG
ENGINE EXHAUST SYSTEM - INTRODUCTION
Purpose
The engine exhaust system controls the direction of the P panel
engine exhaust gases. prox proximity
REF reference
The engine exhaust system has these sub-systems: RLY relay
- Turbine exhaust RTO rejected take off
- Thrust reverser (T/R). S seconds
seq sequence
Abbreviations and Acronyms SL sync lock
stby standby
A/T autothrottle SW switch
CDS common display system sync synchronizing
CDU control display unit sys system
DCV directional control valve T/R thrust reverser
DEU display electronics unit
EAU engine accessory unit
EEC electronic engine control
ELEC electrical
ENG engine
FCC flight control computer
GND ground
HIV hydraulic isolation valve
INBD inboard
ind indication
ISV isolation valve
LVDT linear variable differential transformer
EFFECTIVITY Page 48
B737-600, -700, -800, -900, -BBJ/ALL 78-00-00 Jan 99
EFG
wymt-54-00-0001 (fa)
ENGINE EXHAUST
SYSTEM
TURBINE EXHAUST THRUST REVERSER

SYSTEM SYSTEM
78-00-00.000
ENGINE EXHAUST SYSTEM - INTRODUCTION
EFFECTIVITY Page 49
B737-600, -700, -800, -900, -BBJ/ALL 78-00-00 Jan 99
EFG
ENGINE EXHAUST SYSTEM - GENERAL DESCRIPTION
General
The engine exhaust system controls the direction of the Each T/R has a left and right half. Each half has a
turbine exhaust gases and the fan air exhaust gases. translating sleeve which moves aft (deploy position) for
reverse thrust. The two sleeves work independently from
Turbine Exhaust System each other. Fan air exhaust goes out radially and forward
The turbine exhaust system supplies an exit for the when the translating sleeves are in the deploy position.
engine exhaust gases. This exit increases the velocity of
the exhaust gases. This increases engine thrust. Four hinges attach each T/R half to the strut. You must
The major components of the turbine exhaust system are deactivate the thrust reverser before you open a T/R half.
the exhaust nozzle and the exhaust plug. Latches are at the bottom of the two halves. The latches
. keep the two halves together.
Thrust Reverser System
The thrust reverser (T/R) system changes the direction of
the fan air exhaust to help create reverse thrust. The
flight crew uses reverse thrust to slow the airplane after
landing or during a rejected takeoff (RTO). The turbine
exhaust airflow direction does not change during reverse
thrust. The T/R system has a electro-hydraulic control
system and an indicating system.
The T/R system has two thrust reversers. T/R 1 is the
thrust reverser for engine 1 (left). T/R 2 is the thrust
reverser for engine 2 (right).
EFFECTIVITY Page 50
B737-600, -700, -800, -900, -BBJ/ALL 78-00-00 Jan 99
EFG
T/R 2
T/R 1
wymt-25-62-0005 (m)
LEFT TRANSLATING
SLEEVE LEFT TRANSLATING
STRUT (REF) FAN AIR SLEEVE
FAN COWL EXHAUST
(REF)
INLET INLET
EXHA
AIR EXHAUST AIR AIR
AIR
EXHAUST EXHAU
EXHAUST PLUG EXHAUST PLUG
NOZZLE NOZZLE
T/R STOW POSITION T/R DEPLOY POSITION
78-00-00.002
ENGINE EXHAUST SYSTEM - GENERAL DESCRIPTION
EFFECTIVITY Page 51
B737-600, -700, -800, -900, -BBJ/ALL 78-00-00 Jan 99
EFG
TURBINE EXHAUST SYSTEM - GENERAL DESCRIPTION
General
The turbine exhaust system uses a nozzle and a plug to
control the direction of the turbine exhaust gases.
Components
These are the turbine exhaust system components:
- Plug
- Nozzle.
Physical Description
The exhaust nozzle controls the outer edge of the turbine
exhaust flow. The nozzle attaches to the engine turbine
frame.
The exhaust plug controls the inner edge of the turbine

exhaust flow. The plug attaches to the engine turbine
frame.
The plug and the nozzle are made of nickel alloy.
EFFECTIVITY Page 52
B737-600, -700, -800, -900, -BBJ/ALL 78-11-00 Jan 99
EFG
FAN AIR
EXHAUST EXHAUS
NOZZLE
TURB
EXHA
TURB
EXHA
EXHAUST
wymt-f72-00-0004 (m) PLUG
FAN AIR
EXHAUST
wymt-f78-00-0001 (m)
ENGINE AIRFLOW
ENGINE AIRFLOW
78-11-00.001
TURBINE EXHAUST SYSTEM - GENERAL DESCRIPTION
EFFECTIVITY Page 53
B737-600, -700, -800, -900, -BBJ/ALL 78-11-00
ENGINE EXHAUST
Jan 99
EFG
THRUST REVERSER - COMPONENT LOCATION
General
Each thrust reverser has two halves. These are some of
the thrust reverser components on each half:
- Translating sleeve
- Krueger flap deflector (inboard halves only)
- Blocker doors
- Blocker door drag links
- Opening actuator
- Tension latches
- Fire seals
- Access doors
EFFECTIVITY Page 54
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG
KRUEGER FLAP
DEFLECTOR
BLOCKER DOOR
OPENING
ACTUATOR
ACCESS DOOR (6)
BLOCKER DOOR
DRAG LINK
T/R DEACTIVATION POINTS

(FOR FLIGHT DISPATCH)
FIRE SEALS THRUST REVERSER

OPENING ACTUATOR
TRANSLATING
SLEEVE
TENSION LATCHES FWD

wymt-f78-31-0027 (m )
(ON BOTTOM)
THRUST REVERSER
78-31-00.002 THRUST REVERSER - COMPONENT LOCATION

EFFECTIVITY Page 55
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG
THRUST REVERSER CONTROL SYSTEM - CONTROL
VALVE
Purpose
The T/R control valve modules control hydraulic power WARNING:
to the T/R hydraulic actuators. Each module also has a Before you remove the lock pin from the T/R control
handle that lets you deactivate the T/R for maintenance. valve module for the thrust reverser, make sure the
thrust reverser sleeves are in the correct position. if the
Location thrust reverser sleeves are in the stowed position, the
The T/R control valve modules are in the main gear reverse thrust lever must be fully forward. if the thrust
wheel on the keel beam. The T/R 1 control valve module reverser sleeves are in the deployed position, the
is on the left side. The T/R 2 control valve module is on reverse thrust lever must not be in the stowed position. if
the right side. the position of the reverse thrust lever does not agree
with the position of the thrust reverser sleeves, the thrust
You use the manual isolation valve handle to prevent reverser sleeves could move when the hydraulic system
accidental operation of T/Rs when persons or equipment is activated. this could cause injury to persons and
are near the T/R. You put in a lock pin to keep the damage to equipment.
handle in the shutoff position.
The T/R deactivation for maintenance is different than
the T/R deactivation for airplane dispatch. Be sure to
follow the airplane maintenance manual (AMM)
procedures.
EFFECTIVITY Page 56
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
EFG
wyloc-lbf-00-0003
KEEL BEAM
(REF)
T/R 1 CONTR
MODULE
MANUAL ISO
VALVE HAND
FWD
OUTBD
MAIN GEAR WHEEL WELL 1 wymt-f78-34-0010
1 T/R 2 CONTROL VALVE MODULE (LEFT SIDE)

ACCESS IS ALMOST THE SAME
78-34-00.009
THRUST REVERSER CONTROL SYSTEM - CONTROL VALVE
EFFECTIVITY Page 57
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
EFG
THRUST REVERSER - TENSION LATCHES
Purpose
The tension latches hold the T/R halves together.
General
There are six tension latches for each T/R. Numbers identify
each latch. Latch number one is the latch most forward.
Latch number six is the latch most aft. All latches are
interchangeable.
Location
All tension latches are at the bottom of the T/R halves.
The latch handles and mechanisms are on the left T/R
half. The latch keeper pins are on the right T/R half.
Always open the latches in order from aft (No. 6) to

forward (No. 1).
Always close the latches in order from forward (No. 1) to

aft (No. 6).
EFFECTIVITY Page 58
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG
LATCH KEE
wymt-f78-31-0001 (m) PIN (RIGHT
LAT
HOO
wymt-54-00-0001 (fa)
LEFT T/R RIGH

LATCH
HANDLE
TENSION TENSION LATCH

TENSION LATCH NO. 4 (TYPICAL)
LATCH
NO. 3
TENSION
LATCHES
NO. 5, NO. 6
TENSION
LATCHES
NO. 1, NO. 2
FWD
wymt-f78-31-0002
THRUST REVERSER, BOTTOM VIEW
78-31-00.010
THRUST REVERSER - TENSION LATCHES
EFFECTIVITY Page 59
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG
THRUST REVERSER OPENING ACTUATOR Operation
Purpose There are two procedures to open the T/Rs. The pump
Use the T/R opening actuator to open the T/R cowl (half). procedure is the best. You use the manual procedure
Each engine has two T/R opening actuators. Each only if no pump is available. You usually use a hand
actuator opens its cowl to approximately 45 from the pump to operate the T/R opening actuator. As the rod
closed position. extends, the T/R cowl opens and the lock collar moves
Location into the lock position. You can see and hear the lock
Each T/R opening actuator is on the forward face of its T/ collar move to the lock position. The red band confirms
R cowl. The upper end of the T/R opening actuator the lock collar position. With the manual procedure, you
attaches to the T/R cowl. The lower end attaches to the lift and move the cowl up until the actuator lock goes into
engine fan frame extension ring. You open the fan cowls the lock position. The leading edge flaps can extend and
to get access to the T/R opening actuators. damage the T/R cowls (halves) when they are in the
Physical Description open (maintenance) position. An actuator lock is usually
The T/R opening actuator has these components: put around the T/R opening actuators rod after the T/R
- Hydraulic piston housing cowl is open. The actuator lock is a safety device and
- Rod backs up the lock collar if it fails. Two quick release pins
- Lock collar mechanism hold the actuator lock around the T/R opening actuator
- Inlet fitting rod.
- Internal snubber assembly.
The rod extends approximately 12 inches (30.5 cm). The You use a hold open fitting (special tool) to keep the T/R
inlet fitting permits you to connect a hand pump halves open during an engine change. This fitting holds
necessary to operate the actuator. the T/R halves at approximately 45 degrees open. The
Functional Description outboard T/R halves can open more than 45 degrees. A
Fluid from the hand pump causes the T/R opening hold open rod can keep these T/R halves open at 55
actuator rod to extend and open the T/R cowl. As the degrees. Refer to the AMM for procedures.
actuator approaches the full extend position, the lock make sure you do the deactivation procedure for the
collar goes into the lock position. A red band on the rod thrust reverser. if the thrust reverser is not locked, it can
shows when the collar in the lock position. accidentally operate and cause injury to persons and
Fluid goes from the opening actuator back to the damage to equipment. If the adjacent fan cowl panel is
handpump when you close the T/R cowl. not fully open, you can damage it when you open the
reverser half.
EFFECTIVITY Page 60
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG yyloc-lbf-f75-0003-b wym t-f78-31-0022
LEFT T/R
COWL (H
T/R OPENING
ACTUATOR R
LOCK C
whmt-71-11-0004 (m)
INLE
QUICK FITT
RELEASE
PIN (2)
wym t-f78-31-0011 (m)
FWD T/R OPENING ACTUATOR
ACTUATOR LOCK
CONTROL
VALVE
whmt-71-11-0008
OPEN T/R COWL
1
1 FWD LOOKING AFT,

NO FAN COWLS HAND PUMP
78-31-00.007
THRUST REVERSER OPENING ACTUATOR
EFFECTIVITY Page 61
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG
THRUST REVERSER CONTROL SYSTEM - SYNC LOCK
Purpose
The sync lock has two purposes: actuators can operate.
- Locks the sync shafts to prevent operation of the The sync lock solenoid de-energizes 18 seconds after a
hydraulic actuators when there is no T/R deploy stow command. This ensures that the translating sleeve
signal. has sufficient time go to the stow position.
- A manual drive for the hydraulic actuators.
Refer to the T/R control system functional description
Location pages of this section for more information about the
A sync lock attaches to the head end of the lower electrical operation of the sync locks.
hydraulic actuator on each T/R half.
The manual drive portion of the sync lock engages
Physical Description internal mechanisms to turn the sync shafts.
The sync lock is a mechanical lock which requires The sync lock unlocks when its solenoid energizes.
electrical power to operate during normal T/R operation. However, you manually unlock the sync lock when you
The sync lock has one electrical connector. The manual push a square drive tool into the manual drive connector.
drive is on the bottom. You use the manual drive to The square drive tool pushes in a small pin which is
disengage the lock mechanism. Electrical power is not inside the drive connector. The sync lock unlocks when
always necessary when you use the manual drive. this pin is in.
Functional Description You must energize the sync lock if you use a wrench on
Without electrical power, the sync lock is in the lock the manual drive. A wrench does not push the pin at the
position, and the sync shafts can not turn. The T/R drive connector.
hydraulic actuators can not operate.
Always follow the procedures in the airplane
During a T/R deploy operation, the internal solenoid maintenance manual (AMM) when you use the sync lock
energizes and the sync lock clutch disengages (unlocks). as a manual drive unit.
The sync shafts are free to turn and the hydraulic
EFFECTIVITY Page 62
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
EFG
wymt-f78-31-0027 (m)
SYNC S
LOWER (INSIDE
HYDRAULIC
ACTUATOR
SYNC LOCK
ELECTRICAL
CONNECTOR
SYNC LOCK
FWD
LEFT T/R HALF
MANUAL DRIVE
wymt-f78-34-
T/R TORQUE BOX
FWD
SYNC LOCK INSTALLATION
78-34-00.007
THRUST REVERSER CONTROL SYSTEM - SYNC LOCK
EFFECTIVITY Page 63
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
EFG
THRUST REVERSER - HYDRAULIC ACTUATORS -
FUNCTIONAL DESCRIPTION
General Location
There are two types of T/R hydraulic actuators: The locking actuators are near the top of each T/R half.
- Locking The two non-locking actuators are below the locking
- Non-locking. actuators. All actuators attach to the torque box at the
forward end and to the translating sleeve at the aft end.
Each T/R half has one locking actuator and two non- You open the fan cowl and move the translating sleeve
locking actuators. The locking actuators have a feedback aft to get access to the hydraulic actuators.
mechanism and a manual unlock lever.
The feedback mechanism operates the linear variable

differential transformer (LVDT). The LVDT supplies
translating sleeve position data to the indicating system.
Refer to 78-36, T/R INDICATING, for more information.

The manual unlock lever lets you manually unlock the
locking actuator. The manual unlock lever is also a target
for the T/R sleeve lock sensor. Refer to 78-34 for more
information about this sensor.
EFFECTIVITY Page 64
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG
THRUST REVERSER - HYDRAULIC ACTUATORS -
FUNCTIONAL DESCRIPTION
Physical Description Pressure Ports

All of the hydraulic actuators have these parts and The T/R control valve controls the hydraulic power to the
connections: actuators. Hydraulic fluid goes to the extend and retract
- Extend (deploy) pressure port pressure ports of each actuator during a deploy operation.
- Retract (stow) pressure port Hydraulic power unlocks the locking actuator so it can
- Gimbal assembly operate. All actuators extend and move the translating
- Sync shaft and tubing connections. sleeve aft.
The locking actuators also have these components: The T/R control valve sends hydraulic fluid to the retract
- Manual unlock lever pressure ports of each actuator during a stow operation.
- Position feedback mechanism With hydraulic pressure at these ports, the actuators retract
- Internal lock mechanism. and move the translating sleeve forward. The hydraulic fluid
at the extend port returns through the hydraulic control valve
Hydraulic pressure at the extend port unlocks the locking module to the hydraulic reservoir.
actuator during normal T/R operation. You can use the
manual unlock lever to unlock the actuator for a manual
translation of a sleeve.
EFFECTIVITY Page 65
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG
THRUST REVERSER - HYDRAULIC ACTUATORS
- FUNCTIONAL DESCRIPTION
Gimbal Assembly
A gimbal assembly attaches the head end of each
hydraulic actuator to the aft side of the torque box.
You must move the translating sleeves aft to get
access to the gimbal assembly.
Sync Shaft and Tubing Connections

The sync shafts connect the drive mechanisms of the
actuators together. The shafts are inside of the deploy
hydraulic tubing which connects to the extend
pressure port. The sync shaft connection is at the
pressure port.
All non-locking type actuators are interchangeable. All
locking type actuators are interchangeable.
Do not permit the actuator rod end to turn or be turned

when you handle the actuator. damage to the internal
feedback mechanism can occur.
EFFECTIVITY Page 66
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG wymt-f78-34-0002-a
wym t-f78-31-0027 (m)
LVDT
CONNECTOR
POSITION
FEEDBACK
MECHANISM
T/R SLEEVE
FWD LOCK SENSOR
(REF)
LEFT T/R HALF FWD
wymt-f78-31-0034 (fa) LOCKING ACTUATOR INSTALLATION
yymm-f78-31-0001-fa(m)
wymt-f78-31-0033
TORQUE
CASCADE BOX (REF)
(REF)
ACTUATOR
GIMBAL
ASSEMBLY
FWD FWD
RIGHT TRANSLATING SLEEVE ACTUATOR ATTACHMENT (TYP)
78-31-00.019 THRUST REVERSER - HYDRAULIC ACTUATORS - FUNCTIONAL DESCRIPTION

EFFECTIVITY Page 67
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00
ENGINE EXHAUST
Jan 99
EFG
THRUST REVERSER SLEEVE LOCK PROXIMITY
SENSOR
Purpose
The thrust reverser sleeve lock proximity sensor supplies The sensor is a proximity type sensor. The actuators
a hydraulic actuator lock/unlock signal to the engine manual unlock lever is the target for the sensor. The
accessory unit (EAU). sensors output changes when target is close (near).
The EAU uses this signal for these functions:
- Normal T/R stow control Functional Description
- Auto-restow control The EAU supplies excitation to the sensor. The EAU
- Fault logic and fault indication sees a large change in the sensors output when the
- Fault isolation. target is close (near).
Refer to the functional description in this section for more The manual unlock lever (target) moves close to the
information about how the EAU uses this input. sensor when the hydraulic actuator unlocks during a T/R
Refer to chapter 78-36 for more information about T/R deploy operation. The lever stays in this position until the
fault indication. sleeve comes back to the stow position and the hydraulic
actuator locks.
Location
The sensor is on the head end of the T/R locking
actuator. You open the fan cowl to get access to the
sensor. Each T/ R locking hydraulic actuator has a
sleeve lock proximity sensor. Therefore, there is one
sensor for each T/R translating sleeve.
General
Each sensor has two output levels. One level for the lock
position, the other level for the unlock position.
EFFECTIVITY Page 68
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
EFG
LOCKING HYDRAULI
ACTUATOR
FWD T/R TORQ

T/R SLEEVE BOX (REF)
LEFT T/R HALF LOCK PROXIMITY
SENSOR
MANUAL UNLOCK LEVER

(T/R SLEEVE PROXIMITY
SENSOR TARGET)
T/R SLEEVE STOW

PROXIMITY SENSOR
AND TARGET (REF)
FORWARD, UPPER TORQUE BOX FWD wymt-f78-34
78-34-00.006
THRUST REVERSER SLEEVE LOCK PROXIMITY SENSOR
EFFECTIVITY Page 69
B737-600, -700, -800, -900, -BBJ/ALL 78-34-00 Jan 99
EFG
THRUST REVERSER - DEACTIVATION FOR FLIGHT
DISPATCH
General
Each T/R translating sleeve has two deactivation points.
You install two pins at these points to deactivate the T/R
for airplane dispatch.
Each translating sleeve has two holes at the
deactivation points. Rubber plugs are usually in these
holes. You remove these plugs before you install the
pins. The pins are usually in the fly away kit.
The pins mechanically connect the translating sleeve
structure to the stable cascade support ring. This
prevents the movement of the T/R sleeve.
Be sure to follow the thrust reverser deactivation for
flight dispatch procedure found in the airplane
maintenance manual (AMM).
EFFECTIVITY Page 70
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG
UPPER T/R
DEACTIVATION
POINT
FWD
wym t-f78-31-0009 (m)
LOWER T/R
DEACTIVATION
POINT
T/R DEACTIVATION PIN
LEFT T/R HALF TRANSLATING
SLEEVE
OUTER SKIN DEACTIVATION TRANSLATING
PIN SLEEVE OUTER
SKIN
wym t-f78-31-0004
T/R TORQUE CASCADE TRANSL

BOX STRUCTURE SEGMENT SLEEVE
STRUCT
CASCADE
SEGMENT
wymt-f78-31-0003
CASCADE SEGMENT
SUPPORT RING
T/R DEACTIVATION PIN INSTALLATION (TYP)
78-31-00.200
THRUST REVERSER - DEACTIVATION FOR FLIGHT DISPATCH
EFFECTIVITY Page 71
B737-600, -700, -800, -900, -BBJ/ALL 78-31-00 Jan 99
EFG
EFFECTIVITY Page 72
B737-600, -700, -800, -900, -BBJ/ALL 71-71-00 Jan 99
EFG
ENGINE GENERAL
EFFECTIVITY Page 73
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
CFMI PROPRIETARY INFORMATION ENGINE GENERAL
EFG
RATINGS AND APPLICATIONS
The following chart shows the ratings and applications of
the CFM56-7 engine for the Boeing 737-600/700/800/
900/ COMBI/ BBJ and C40A airplanes.
Bump options available for three highest thrust ratings

available for airplane models:
- 22B1
- 24B1
- 27B1
A B1 is added to the end of the model number for the

bump option application.
BUMP allows a thrust advantage for the airplane with

high density altitude takeoff situations.
EFFECTIVITY Page 74
B737-600, -700, -800, -900, -BBJ/ALL 72-00-00 Jan 99
EFG
737- 600 737- 700 737- 800
CFM56-7B18 CFM56-7B20 CFM56-7B22 CFM56-7B20 CFM56-7B22 CFM56-7B24 CFM56-7B24 CFM56-7B26 CFM56-7B27

BASIC OPTION OPTION-B1 BASIC OPTION OPTION-B1 BASIC OPTION OPTION-B1
19,500 20,600 22,700 20,600 22,700 24,200 24,200 26,300 27,300
737- 900 C40A 737- BBJ OR COMBI
CFM56-7B24 CFM56-7B26 CFM56-7B27 CFM56-7B24 CFM56-7B26

BASIC OPTION OPTION-B1 BASIC BASIC
24,200 26,300 27,300 24,200 26,300
B737_600.TIF
B737_700.TIF
B737_800.TIF ENGINE RATINGS AND APPLICATIONS
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ENGINE DATA PLATE
The stainless steel engine data plate is painted with black
enamel and located on the right hand fan case aft of the oil
tank. The plate consists of the following data:
- Regulatory agency data.
- Engine manufacture data.
- Engine performance data.
Purpose (1.B.a)
The engine data plate serves as a single source to record
engine type, model, type certification, production codes,
serial number, thrust ratings, and manufacturer.
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EFG
71-00-00-001.TIF
ENGINE DATA PLATE
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EFG
ENGINE INTRODUCTION
The CFM56-7B engine is a high bypass, dual rotor, axial
flow turbofan engine.
Purpose (1.B.a)
The engines supply thrust to the aircraft, and supply
power to the following aircraft systems:
- Electrical
- Hydraulic
- Pneumatic
Abbreviations and Acronyms

AGB accessory gearbox
HDS horizontal drive shaft
HPC high pressure compressor
HPT high pressure turbine
IDG integrated drive generator
IGB inlet gear box
LPC low pressure compressor
LPT low pressure turbine
RDS radial drive shaft
TGB transfer gear box
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_7325M1.TIF
ENGINE INTRODUCTION
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ENGINE BEARINGS AND SUMPS
There are two sumps for the engine, they are the:
- forward sump
- aft sump
Five main bearings (two ball and three roller) are

contained within the forward sump (bearings 1B, 2R,
3B&R) and aft sump (bearings 4R and 5R).
Purpose (1.B.a)
The bearings provide support for the N1 and N2 shafts.
Ball bearings absorb axial and radial loads from the
shafts. Roller bearings absorb only radial loads.
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EFG
FAN FRAME
AFT TURBINE
SUMP FRAME
N2 SHAFT
FORWARD
SUMP N1 SHAFT
NO. 1 NO. 2 NO. 3 NO. 3 NO. 4 NO. 5

BALL ROLLER BALL ROLLER ROLLER ROLLER
BEARING BEARING BEARING BEARING BEARING BEARING
MAIN ENGINE BEARINGS AND SUMPS

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ENGINE GENERAL DESCRIPTION
Identification (1.A.a) Fan and Booster

The CFM56-7 engine is of a modular design that consists The fan and booster is a four-stage compressor.
of three major modules. The engine major modules are The fan increases the speed of the air. A splitter fairing
as follows: divides the air into these two air flows:
- Fan major module. - Primary
- Core major module. - Secondary.
- LPT major module.
The primary air flow goes into the core of the engine. The
General booster increases the pressure of this air and sends it to
The CFM56-7 is a high bypass, dual rotor, axial flow the HPC.
turbofan engine. The engine fan diameter is 61 inches The secondary air flow goes in the fan duct. It supplies
(1.55 meters). The bare engine weight is 5257 pounds approximately 80 percent of the thrust during take-off.
(2385 kilograms).
High Pressure Compressor (HPC)
The engine has these sections: The HPC is a nine-stage compressor. It increases the
- Fan and booster or (low pressure compressor LPC) pressure of the air from the LPC and sends it to the
- High pressure compressor (HPC) combustor. The HPC also supplies bleed air for the
- Combustor aircraft pneumatic system and the engine air system.
- High pressure turbine (HPT)
- Low pressure turbine (LPT) Combustor
- Accessory drive. The combustor mixes air from the compressors and fuel
from the fuel nozzles. This mixture of air and fuel burns in
The fan and booster rotor and the LPT rotor are on the the combustion chamber to make hot gases. The hot
same low pressure shaft (N1). gases go to the HPT.
Refer to the chapter 73-00 for more information on the
The HPC rotor and the HPT rotor are on the same high fuel nozzles and the engine fuel and control.
pressure shaft (N2).
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EFG 42.1 IN.
66.1 IN.
35.8 IN.
FAN AND BOOSTER HIGH PRESSURE COMBUSTOR HIGH PRESSURE LOW PRESSURE
COMPRESSOR TURBINE TURBINE
46.3 IN.
FAN
SECONDARY AIR FLOW DUCT
PRIMARY AIR FLOW
N1 SHAFT
SPLITTER FAIRING
RADIAL N2 SHAFT
DRIVE FUEL
SHAFT NOZZLES
(20)
INLET GEARBOX
TRANSFER
ACCESSORY GEARBOX
GEARBOX HORIZONTAL DRIVE SHAFT
637618M1.TIF
ENGINE - GENERAL DESCRIPTION
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ENGINE GENERAL DESCRIPTION
High Pressure Turbine (HPT)

The HPT is a single-stage turbine. It changes the energy
of the hot gases into a mechanical energy. The HPT
uses this mechanical energy to turn the HPC rotor and
the accessory drive.
Low Pressure Turbine (LPT)

The LPT is a four-stage turbine. It changes the energy of
the hot gases into a mechanical energy. The LPT uses
this mechanical energy to turn the fan and booster rotor.
Accessory Drive
The accessory drive has these components:
- Inlet gear box (IGB)
- Radial drive shaft (RDS)
- Transfer gear box (TGB)
- Horizontal drive shaft (HDS)
- Accessory gear box (AGB).
The N2 shaft turns the AGB through these shafts and

gearboxes:
- IGB
- RDS
- TGB
- HDS.
The AGB holds and operates the airplane accessories
and the engine accessories. They are described later in
this section.
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EFG
FAN AND BOOSTER HIGH PRESSURE COMBUSTOR HIGH PRESSURE LOW PRESSURE
COMPRESSOR TURBINE TURBINE
FAN
SECONDARY AIR FLOW DUCT
PRIMARY AIR FLOW
N1 SHAFT
SPLITTER FAIRING
N2 SHAFT
RADIAL
DRIVE FUEL
SHAFT NOZZLES
(20)
INLET GEARBOX
TRANSFER
ACCESSORY GEARBOX
GEARBOX HORIZONTAL DRIVE SHAFT
637618M1.TIF
ENGINE - GENERAL DESCRIPTION
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ACCESSORY GEARBOX (AGB) MODULE
Purpose (1.B.a)
Identification (1.A.a) The AGB sends torque from the N2 rotor, through the IGB
The accessory gearbox (AGB) module is on the left hand and the TGB gears, to turn the engine and aircraft
side of the engine, on the fan inlet case accessories.
The following line replaceable units and/or service ports

are associated with the AGB module and located on the
front face of the AGB:
- Magnetic seals.
- Sealol seals.
- EEC Alternator (ref. Fuel System).
- Engine air starter (ref. Start System).
- Hand crank pad.
- Hydraulic pump (ref. Hydraulic System).
- Integrated drive generator (ref. IDG System).
The hand crank pad is used to turn the N2 rotor during

borescope inspection.
The following line replaceable units and/or service ports

are associated with the AGB module and located on the
rear face of the AGB:
- Magnetic seals.
- Sealol seals.
- HMU.
- Fuel pump.
- Lubrication pump.
- Main oil/fuel heat exchanger.
- Servo fuel heater.
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ACCESSORY GEARBOX
ACCESSORY GEARBOX MAIN OIL/FUEL
HEAT EXCHANGER
(SERVO FUEL
EEC ALTERNATOR HEATER
HAND CRANKING PAD NOT SHOWN)
N2 SPEED SENSOR HMU
ENGINE AIR
STARTER
FUEL
PUMP
FUEL PUMP
INTEGRATED DRIVE
FWD FWD
GENERATOR (IDG) LUBE UNIT
SCAVENGE
HYDRAULIC PUMP OIL FILTER
72-00-00-060.TIF
ACCESSORY GEARBOX (AGB) MODULE
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ENGINE - FAN BLADES AND SPINNERS Balance Weight Screws
You balance an engine with the 36 balance weight
Front and Rear Spinners screws. You install the balance weight screws on the rear
The front and rear spinners are aerodynamic fairings spinner.
which direct engine inlet airflow.
Offset Holes
Fan Blades A dimple or a machined mark, shows the number 1 fan
There are 24 wide-chord, titanium fan blades. A spacer blade position on the spinner cones, fan disk and the fan
under each fan blade holds it in the correct radial retaining flange.
position. You remove the spacer to make it easier to
remove the fan blade. The platforms between the blades The offset holes let you install the spinners and the
make the airflow smooth. The retainer ring holds the locking retainer in only one correct angular position.
spacers and have a fan blade retention purpose. The Spherical indents show the offset holes. There are offset
retainer flange holds the platforms and centers the rear bolt holes or threads on these components:
spinner. - Front spinner
- Rear spinner
You read this information engraved under the root of the - Retainer flange
fan blade: - Fan disk.
- Part number
- Serial number You must remove the front spinner to remove the rear
- Momentum weight. spinner. You remove the rear spinner, the retainer flange
and the retainer ring to get access to the fan blades. You
When you remove or replace fan blades, record the must remove the adjacent platforms and the spacer to
position and the serial number of the blades. That lets remove a fan blade.
you do these tasks:
- Install the blades you removed in the same position
to keep the engine in balance
- Calculate the spare blades position and the
momentum weight correction when you replace
blades.
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EFG
FAN BOOSTER
FAN BLADE
SPACER
FAN BLADE
PLATFORM
FAN RETAINING
FLANGE
SPINNER
REAR CONE
FAN DISK
RETAINING RING
SPINNER
FRONT CONE
_7030M2.TIF
ENGINE - FAN BLADES AND SPINNERS
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ENGINE AERODYNAMIC STATIONS
General
There are probes or sensors at these 7 aerodynamic
stations on the CFM56-7B.
- Station 0 (ambient air)
- Station 12 (fan inlet)
- Station 25 (high pressure compressor inlet temp.)
- Station 30 (high pressure compressor discharge)
- Station 49.5 (stage 2 low pressure turbine nozzle).
If the engine has the optional health monitoring kit, more

probes are at these aerodinamic stations:
- Station 13 (fan discharge)
- Station 25 (high pressure compressor inlet).
- Station 50 (low pressure turbine discharge).
Refer to chapter 73-00 engine fuel and control, and refer

to chapter 77-00 engine indicating for more information
on the probes and sensors.
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EFG
STA STA STA STA STA STA STA
0 12 13 25 30 49.5 50
1 1 1
1 WITH OPTIONAL HEALTH

MONITORING KIT
72-00-00-040 ENGINE AERODYNAMIC STATIONS

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FUEL AND CONTROL
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CFMI PROPRIETARY INFORMATION FUEL AND CONTROL
EFG
ENGINE FUEL AND CONTROL SYSTEM HPSOV high pressure shutoff valve
HMU hydromechanical unit
Identification (1.A.a) HPTACC high pressure turbine active clearance
The fuel and control system consists of three control
subsystems: IDG integrated drive generator
- Distribution. J junction
- Control. LPT low pressure turbine
- Indication. LPTACC low pressure turbine active clearance
control
Purpose (1.B.a) LRU line replaceable unit
The engine fuel and control system supplies fuel for all LVDT linear variable differential transducer
engine thrust and control operations M manifold
N1 low pressure compressor rotor speed
Abbreviations And Acronyms N2 high pressure compressor rotor speed
ADIRU air data inertial reference unit P pressure
AGB accessory gearbox PDL portable data loader
ASM autothrottle servo-motor PT total pressure
A/T autothrottle RVDT rotary variable differential transducer
BITE built in test equipment SAC single annular combustor
BSV burner staging valve (SAC) T temperature
BSV burner selection valve (DAC) TAT total air temperature
CDS common display system TBV transient bleed valve
CDU control display unit TGB transfer gearbox
CCDL cross channel data link T/L thrust lever
DEU display electronics unit TLA thrust lever angle
FIM fault isolation manual TLR thrust lever angle resolver
FF fuel flow T/R thrust reverser
EEC electronic engine control TRA thrust resolver angle
EHSV electrohydraulic servo valve VBV variable bleed valve
fwd forward VSV variable stator vane
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ENGINE FUEL AND

CONTROL SYSTEM
FUEL DISTRIBUTION FUEL CONTROL FUEL INDICATING
B737-
FUEL AND CONTROL
700.TIF
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EFG Electronic Engine Control (EEC)
ENGINE FUEL AND CONTROL - GENERAL The EEC is the primary control component for the engine
DESCRIPTION fuel and control system. Two channels in the EEC use
input data and calculate the engine fuel and control
General outputs to operate the engine.
The engine fuel and control system determines the quantity of
fuel needed to make the commanded thrust. The engine fuel Engine Fuel And Control System To Engine
and control system then meters the fuel and injects it into the
Connection
combustor. The engine fuel and control system also sends
the needed fuel to the engine air system so the engine
The electronic engine control (EEC) connects to these
operation is both efficient and stable. See the engine air engine systems and components:
system chapter for more information. (AMM PART I 75) - Identification plug
- Hydromechanical unit (HMU)
Airplane Fuel System - Engine air control system
The airplane fuel system supplies pressurized fuel from the - Engine sensors
center or main tank. The fuel goes form the tank through a - Fuel control
boost pump and a spar valve before the fuel goes to the - EEC alternator
engine See the fuel system chapter for more info on the - Ignition system.
airplane fuel system. (AMM PART I 28)
Identification Plug
Engine Strut The EEC uses the identification plug for thrust rating and
The engine strut has grounds that give the airplane model to
other engine information.
the EEC. The EEC uses this information to determine the
maximum certified thrust for the airplane. This is different
from the rated thrust. The maximum certified thrust is the Hydromechanical Unit (HMU)
thrust the engines will produce if the thrust levers are put The HMU supplies metered fuel for combustion and
against the forward stops. servo fuel pressure for engine systems operation. The
HMU uses electrical input commands from the EEC for
Thrust Reverser fuel supply operation. The HMU also receives commands
The EEC monitors thrust reverser sleeve position. It also from the airplane start lever and fire handle switch to
controls the thrust reverser interlocks for engine reverse control some fuel flow operations.
thrust operation.
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ENGINE FUEL AND CONTROL - GENERAL - Autothrottle computer
DESCRIPTION - Thrust lever angle
- Thrust reverser sleeve position.
Engine Air Control
The EEC controls engine air flow for thrust and turbine ARINC 429 Components
clearance control systems. The engine fuel and control system connects through the
ARINC 429 bus to these components:
Engine Sensors - Common display system and display electronics
The EEC uses input data from the various engine units (CDS/DEUs)
sensors to calculate the engine fuel and control outputs - Autothrottle computer.
for engine operation.
Isle Control Stand
Fuel Control The EEC uses the thrust lever resolvers (TLRs) on the isle
The EEC sends commands to the HMU to control the stand to get thrust resolver angle (TRA). This data is used to
fuel metering valve. This supplies the correct amount of find the commanded engine thrust. The EEC also sends TRA
fuel for combustion in the engine. to the autothrottle computer.
The start levers and fire handle send signals directly to the
Electronic Engine Control Alternator HPSOV in the HMU. This allows the flight crew to shut down
The EEC alternator is the usual electrical power supply the engine in normal or emergency situations. The EEC does
not control the closing of the HPSOV. See the engine
for the EEC.
controls chapter for more information on the engine controls
Ignition system in the isle stand.
The EEC controls the ac power supplies, from the (AMM PART I 76)
airplane, to operate the left and right ignition systems on
the engine. CDS/DEUs
The EEC connects with these airplane systems and
Fuel And Control System To Airplane Connection components through the two DEUs of the CDS:
The engine fuel and control system connects to these - Engine and fuel indication
airplane systems and components: - Start lever on or start command
- Common display system/display electronic units - Air data inertial reference unit (ADIRU) 1 and 2
(CDS/DEUs) - Flight management computer (FMC) and control
- Start lever stop command display units (CDUs)
- Engine fire switches - Flight data acquisition unit (FDAU)
- AC transfer bus 1 or 2
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ENGINE FUEL AND CONTROL - GENERAL
DESCRIPTION
Engine Fire Switches
The EEC sends input data from many of the engine When pulled up, engine fire switches send a close
sensors to the DEUs. The DEUs send this data to the command to the HPSOV. This stops metered fuel flow for
display units (DUs) of the CDS. This becomes engine combustion.
display data. In IDLE, the start levers send an on or
start command to the EEC. The EEC operates the AC Transfer Bus 1 or 2
engine ignition system; and causes the HPSOV to The EEC uses the airplane transfer buses for power
open. when it does not receive power from the EEC alternator.
The ADIRU sends total pressure and temperature data Autothrottle (A/T)
to the EEC. The EEC uses the input data to calculate The autothrottle computer receives thrust lever angle
engine thrust. (TLA) and other engine data from the EEC. The
autothrottle computer uses this data to control thrust lever
The FMC supplies a connection between the CDU and position.
the DEUs and the EEC. The FMC also supplies some
data for use by the EEC. The CDU shows EEC Thrust Resolvers
maintenance data, and sends commands to the EEC to The EEC uses thrust resolver angle data to control
do system BITE tests. The FDAU collects engine engine thrust.
parameter data. It sends this data to the flight data
recorder (FDR). These are digital signals. Thrust Reverser System
The EEC gets thrust reverser translating sleeve position from
Start Lever Stop Command a linear variable differential transformer (LVDT). This data is
used to limit engine thrust while the thrust reverser translating
In CUTOFF, the start levers send a close command to
sleeves are moving. The EEC also commands the engine to
the high pressure shutoff valve (HPSOV). idle if it senses a thrust reverser sleeve has deployed part way
in flight. The EEC sends thrust reverser position indication on
the display units (DUs).
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ENGINE AIR
FUEL CONTROL HMU CONTROL
IDENTIFICATION
PLUG
ENGINE FIRE
SWITCHES
ENGINE AND FUEL
INDICATING
ELECTRONIC START
TRA RESOLVERS ENGINE LEVERS
CONTROL
(EEC)
ENGINE SENSORS
THRUST
REVERSER
IGNITION
OIL
INDICATING
EEC ALTERNATOR CDS/DEU

A/C TRANSFER BUS
1 OR 2
AUTO-
FDAU FMC ADIRU THROTTLE
COMPUTER
73-00-00.002
ENGINE FUEL AND CONTROL - GENERAL DESCRIPTION
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ENGINE FUEL AND CONTROL - GENERAL through the DEUs. The start levers also send ignition
DESCRIPTION power to the EEC. The EEC operates the engine ignition
system and causes the HPSOV in the HMU to open.
ENG VALVE CLOSED Light
The ENG VALVE CLOSED light gives the position of the The EEC operates the engine ignition system and
HPSOV. The ENG VALVE CLOSED light comes on causes the HPSOV in the HMU to open. See the ignition
bright when the HPSOV is in transit or is not in the chapter for more information. (AMM PART I 74)
commanded position. This light is on dim when the
HPSOV is closed and is commanded closed. The ENG The ADIRU sends total and static air pressure and total
VALVE CLOSED light is off when the HPSOV is open air temperature data to the EEC. The EEC uses this
and commanded open. data to control engine thrust.
Display Electronics Units (DEUs) The FMC supplies a connection between the CDU and
The EEC gets and receives data from these airplane the DEUs. The FMC also supplies target thrust to the
systems and components through the two DEUs: EEC. The CDU shows EEC maintenance data, and
- Engine and fuel indication sends commands to the EEC to do system BITE tests.
- Start lever IDLE or CUTOFF command
- Air data inertial reference unit (ADIRU) 1 and 2 The FDAU collects engine parameter data. It sends this
- Flight management computer (FMC) and data to the flight data recorder (FDR).
control
display units (CDUs) Engine Control Light and EEC Switches
- Flight data acquisition unit (FDAU) The EEC sends a signal to the engine control light on the
overhead aft p5 panel through the DEUs for some faults
The EEC sends input data from many of the engine detected by the EEC. If this light is on the airplane
sensors to the DEUs. The DEUs sends some of this cannot dispatch. The EEC sends a signal directly to the
data to the display units (Dus). This becomes engine EEC ALTN light on the overhead aft p5 panel if the EEC
parameters that show on the primary and secondary is in soft or hard alternate modes. When the EEC switch
engine displays. is selected to the off position, the EEC goes to the hard
alternate mode. If the ENGINE CONTROL or ALTN light
In IDLE, the starts levers send a start signal to the EEC is on, the MASTER CAUTION lights also come on.
EFFECTIVITY Page 100

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ENGINE FUEL AND CONTROL - GENERAL DESCRIPTION

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ENGINE FUEL DISTRIBUTION - INTRODUCTION
Purpose (1.B.c)
The engine fuel distribution system supplies fuel to the
engine for combustion and servo system operation. The
airplane fuel system supplies fuel to the engine fuel
distribution system.
These are the functions of the engine fuel distribution

system:
- Pressurization
- Filtration
- Fuel injection
- Heat exchange.

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wymt-54-00-0001 (fa)
ENGINE FUEL AND CONTROL SYSTEM
ENGINE FUEL DISTRIBUTION - INTRODUCTION

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EFG
FUEL DISTRIBUTION - GENERAL DESCRIPTION
The distribution system consists of the following From the fuel/oil heat exchanger the fuel goes back to
components: the fuel pump assembly. Fuel goes through the high
- Fuel pump. pressure stage element. This high pressure fuel goes to
- Integrated Drive Generator fuel/oil heat exchanger. the hydromechanical unit (HMU). The HMU supplies
- Fuel/oil heat exchanger (see Oil System). metered fuel for combustion. The HMU also supplies
- Servo fuel heater. high pressure fuel through the servo fuel heater to
- Hydromechanical unit (see Control). operate different engine servo systems.
- Fuel flow transmitter (see Indicating)
- Fuel nozzle filter. Metered fuel goes through the fuel flow transmitter. The
- Burner staging valve. fuel flow transmitter measures the amount of fuel the
- Fuel Manifold. engine uses for thrust.
- Fuel Nozzles.
From the fuel flow transmitter, metered fuel goes through
General Description a fuel nozzle filter. The filter is to protect the fuel nozzles
The engine fuel pump assembly receives fuel from the from contamination.
airplane fuel system.
Fuel goes from the filter to the unstaged fuel nozzles and
The fuel pump assembly cleans and increases the to the burner staging valve (BSV). When the BSV
pressure of the fuel that goes to the hydromechanical opens, fuel goes to the staged fuel nozzles.
unit (HMU). The fuel pump assembly supplies fuel to the
servo and metering sections of the HMU. The fuel pump The unstaged and staged fuel nozzles supply atomized
always supplies more fuel to the HMU than the HMU can fuel to the engine combustion chamber.
use. The fuel that the HMU does not use, bypass fuel,
goes back to the outlet of the integrated drive generator
(IDG) oil cooler. The IDG oil cooler and the fuel/oil heat
exchanger heat the fuel before it goes to the HMU.

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FUEL DISTRIBUTION - GENERAL DESCRIPTION

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EFG
FUEL DISTRIBUTION - COMPONENT LOCATION
Identification (1.A.c.) The IDG cooler attaches to the fan frame at the 7:00
These are the fuel distribution system components: position.
- Fuel nozzle filter
- Fuel pump assembly The BSV is in the core section of the engine. It is at the
- Fuel filter 6:00 position on the high pressure compressor case.
- Servo fuel heater
- IDG oil cooler The fuel manifold goes from the inline fuel filter, down the
- Burner staging valve (BSV) left side of the fan case to the 6:00 fan support strut. The
- Fuel manifolds manifold then goes along the high pressure compressor
- Fuel nozzles case at the 6:00 position. The manifold attaches around
- Fuel/oil heat exchanger (see Oil System). the combustion chamber case.
- Hydromechanical unit (see Control).
- Fuel flow transmitter (see Indicating) There are 20 fuel nozzles in the combustion case
assembly.
Component Locations
The fuel nozzle filter is near the top of the engine fan
case at the 10:00 position.
The fuel pump assembly attaches to the aft face of the

accessory gearbox (AGB) on the left side of the engine
fan case. The servo fuel heater is located above the fuel
pump and HMU.
The fuel filter is a part of the fuel pump assembly.

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
wyloc-l-f77-0001
wymt-f74-00-0001(fa)(m)
FUEL MANIFOLD
INLINE
FUEL FUEL FILTER
NOZZLE FILTER (REFERENCE)
FWD
wymt-f73-11-0009
FUEL NOZZLE
(TYPICAL)
wymt-f73-11-0006
wymt-f73-11-0007
wymt-f73-11-0004
FUEL FILTER
BSV
FUEL PUMP ASSEMBLY
SERVO FUEL HEATER IDG OIL COOLER
LEFT SIDE OF ENGINE
73-11-00-005 FUEL DISTRIBUTION - COMPONENT LOCATION

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
FUEL DISTRIBUTION - FUEL PUMP ASSEMBLY Functional Description (3.D.c)
Identification (1.A.c) Fuel Pump Assembly

The fuel pump is a shaft driven assembly that houses Inside the fuel pump assembly are a low pressure stage
two pressure elements and two filters. (LP) and a high pressure stage (HP) element.
The elements increase fuel pressure to operate the
The fuel pump is attached to the aft face of the accessory servo systems and to supply fuel to the fuel nozzles.
gearbox (AGB) on the left side of the engine fan case The engine accessory gearbox (AGB) turns a drive shaft
with a quick attach detach (QAD) ring. An integral fuel to operate the fuel pump assembly. The fuel pump
filter is also part of the assembly. assembly attaches to the aft side of the AGB. A quick
attach detach (QAD) ring attaches the pump to the AGB.
Purpose (1.B.c) Fuel Filter
Supplies clean pressurized fuel for servo operation and A fuel filter assembly is part of the fuel pump assembly.
combustion. A bypass valve is part of the filter assembly. If
contamination starts to clog the filter, a FILTER BYPASS
Operation (2.C.c) light on the P5-2 fuel control module comes on. If the
The fuel pump assembly supplies pressurized fuel for filter fully clogs, the bypass valve opens. With the bypass
engine operation. The fuel pump assembly has two valve open, fuel does not go through the filter before it
pressure pumps and a replaceable fuel filter. The fuel goes to the high pressure element.
pump assembly cleans servo fuel through the wash filter
and increases fuel pressure for servo operation and is Inside of the fuel filter assembly is a servo wash filter.
used for combustion. The fuel goes through a heat The servo wash filter cleans the fuel that goes to the
exchanger and an oil cooler. These heat components servo section of the hydromechanical unit (HMU). There
cool the oil and heat the fuel. is a bypass valve for this filter. If contamination clogs the
wash filter, the bypass valve opens. Fuel that goes
through the bypass valve to the HMU servo section does
not go through the servo wash filter. There is no
indication to show if the bypass valve opens.
Refer to section 73-31 for more information on fuel
indicating.

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
AIRPLANE FUEL
SUPPLY LINE
FILTER ATTACH FLANGE
FUEL/OIL
BY PASS
HEAT EXCHANGER
ATTACH FLANGE
P5-2 PANEL
QAD FLANGE
DRIVE SHAFT
FUEL FILTER
ELEMENT
FWD
FUEL
FILTER
FUEL FILTER
DRAIN PLUG
FWD
73-11-00-006M1.TIF FUEL DISTRIBUTION - FUEL PUMP ASSEMBLY

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
FUEL DISTRIBUTION - IDG FUEL/OIL COOLER
The integrated drive generator (IDG) fuel/oil heat
exchanger is of a tubular type construction and consists
of the housing, removable core and core access cover.
The IDG fuel/oil heat exchanger is attached to the fan

case at the 7 o'clock position.
Purpose (1.B.c)
The main purpose of the IDG fuel/oil heat exchanger is to
cool the IDG oil.
Operation (2.C.c)
The IDG fuel/oil heat exchanger uses the process of
convection to transfer heat from the hot oil to the fuel.
Functional Description (3.D.c)

The IDG fuel/oil cooler is placed in series with an air/oil
cooler as part of the IDG cooling system (24-10-00). If
the IDG fuel/oil heat exchanger becomes clogged a high
pressure fuel bypass valve opens to allow fuel to go
around the IDG fuel/oil cooler.

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
ENGINE FAN CASE
OIL OUT
OIL IN
IDG FUEL/OIL COOLER

FWD
73-11-00-007.TIF FUEL DISTRIBUTION - IDG FUEL/OIL COOLER

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00
FUEL AND CONTROL
Jan 99
EFG
FUEL DISTRIBUTION - IDG FUEL/OIL COOLER - The generator drive and standby power module gives
GENERAL DESCRIPTION indication and control of the AC generator drive system.
The amber DRIVE light comes on when the IDG oil
Identification (1.A.c) pressure is less than the minimum operating limit.
There are two IDGs on the airplane with two oil coolers: You use the generator drive switch to manually operate
- IDG fuel/oil cooler the disconnect mechanism of the IDG. The IDG stops
- IDG air/oil cooler. turning after the disconnect. You can reconnect the IDG
on the ground only while then engine is not turning. The
Purpose (1.B.c) IDG also has an automatic thermal disconnect which
The fuel /oil coolers cool the IDG oil. The generator drive occurs when the oil temperature gets too hot.
makes the normal source of AC power in flight. There are
two IDGs on the airplane. Each supplies 115/200v ac, IDG Oil System
400 Hz power. Each IDG can supply up to 90 KVA. Pumps inside the IDG move the oil through the IDG and
out through two external coolers.
General Description
The engine accessory gearbox turns the IDG. Because The air/oil cooler first uses engine fan air to decrease the
engine speed changes, the gearbox speed also changes. temperature of the IDG oil. The air/oil cooler has an
The IDG takes the variable input speed and changes it internal oil bypass which opens if the cooler becomes
into a constant speed (24,000 rpm) for its internal AC clogged. The oil leaves the air/oil cooler and goes to the
generator. The IDG uses a combination of internal fuel/oil heat exchanger. This cooler uses fuel to decrease
mechanical and hydraulic components to supply the the temperature of the IDG oil.
constant speed to the generator.
The IDG uses oil for these purposes: The oil returns to the IDG from the air/oil cooler.
- Hydromechanical The high pressure fuel bypass valve opens if the fuel/oil
- Lubrication heat exchanger becomes clogged.
- Cooling.
The IDG has an oil cooling system. The cooling system The amber DRIVE light comes on if the IDG oil pressure
has two external cooling components: decreases below the minimum operating limit. The GCU
- Air/oil cooler receives a low oil pressure input from the IDG to control
- Fuel/oil heat exchanger. this light.

B737-600, -700, -800, -900, -BBJ/ALL 24-10-00 Jan 99
EFG
wymt-24-00-001 (m)
STANDBY
1 PWR OFF 2
a
DRIVE DRIVE
a STANDBY POWER a
DISCONNECT DISCONNECT
BAT OFF AUTO

GCU
r r
GENERATOR DRIVE AND STANDBY POWER

MODULE (P5-5) yyp-233a3205-1 ( m to 50%)
TO AC
TRAN
BUS
OIL OUT LCT GCB
wymt-24-00-0013
IDG
OIL IN
wym t-24-11-0001 (m ) HIGH

ENGINE PRESSURE
FAN BYPASS
AIR VALVE
FUEL/OILCOOLER
FUEL/OIL
AIR/OIL COOLER HEAT EXCHANGER
24-10-00.002 FUEL DISTRIBUTION - IDG FUEL/OIL COOLER - GENERAL DESCRIPTION

B737-600, -700, -800, -900, -BBJ/ALL 24-10-00 Jan 99
EFG
FUEL DISTRIBUTION - IDG AIR/OIL COOLER
The integrated drive generator (IDG) air/oil cooler is of a
tubular type construction.
The air/oil cooler is in the aft lower inside section of the

engine fan case at the 6:30 position. You open the left
fan cowl and the left thrust reverser half to get access to
the air/ oil cooler.
Purpose (1.B.c)
The main purpose of the IDG air/oil cooler is to cool the
IDG oil.
Operation (2.C.c)
The IDG air/oil cooler uses the process of convection to
transfer heat from the hot oil to the airflow that passes
through the air/oil cooler.

The air/oil cooler is placed in series with an fuel/oil cooler
as part of the IDG cooling system (24-10-00). If the air/oil
cooler becomes clogged a high pressure oil bypass valve
opens to bypass the oil back to the IDG.

B737-600, -700, -800, -900, -BBJ/ALL 24-10-00 Jan 99
EFG
AIR/OIL COOLER
wymt-g70-00-0002
FWD
wym t-24-11-0001
ENGINE FAN CASE

(6:30 POSITION)
24-10-00.030 FUEL DISTRIBUTION - IDG AIR/OIL COOLER

B737-600, -700, -800, -900, -BBJ/ALL 24-10-00 Jan 99
EFG
FUEL DISTRIBUTION - SERVO FUEL HEATER
Identification (1.A.b) Operation (2.C.b)

The servo fuel heater consists of a housing with a heat The servo fuel heater is a heat exchanger using the
exchanger core inside and a cover. engine scavenge oil as its heat source. The hot
scavenge oil first goes through the servo fuel heater and
The core assembly is removable. It consists of a number then to the main oil/fuel heat exchanger. Within the
of aluminum alloy dimple U-shaped tubes, inserted servo fuel heater, fuel from the fuel pump wash filter is
through a series of drilled baffle plates. The tubes are heated by the scavenge oil and then goes to the HMU
mechanically bonded to a tube plate which is profiled to servos. Inside the main oil/fuel heat exchanger, fuel
the housing and end cover flanges. The core/housing from the fuel pump LP stage cools the scavenge oil.
assembly is designed to direct oil in four radial flow Then the fuel goes to the inlet of the fuel filter and the
passes over the fuel-filled "U" tubes. cooled oil returns to the tank.
Purpose (1.B.b)
The servo fuel heater raises the temperature of the fuel
to eliminate ice in the fuel before entering the control
servos, inside the HMU.
Location (2.A.b)
The servo fuel heater is mounted on the aft side of the
main oil/fuel heat exchanger.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL
73-11-00 Page 116
Jan 99
EFG
MAIN OIL/FUEL
HEAT EXCHANGER
FUEL-IN FUEL-OUT
FUEL TO
FUEL FILTER
FUEL
OIL BYPASS BYPASS
COVER VALVE
VALVE
FUEL FROM
FUEL PUMP
LP STAGE
OIL-IN OIL-OUT
FUEL TO HMU
SERVOS
HOUSING
FUEL FROM
FUEL PUMP
WASH FILTER
ATTACHING FLANGE
TO MAIN OIL/FUEL SERVO FUEL HEATER
TUBE BUNDLE
HEAT EXCHANGER OIL-IN
OIL-OUT
TO TANK
FUEL DISTRIBUTION - SERVO FUEL HEATER

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
HYDROMECHANICAL (HMU) - Overboard drain line.
Identification (1.A.c) Six electrohydraulic servo valves (EHSV) operate the

The hydromechanical unit (HMU) consists of electrical following servo systems:
and fuel connections that connect to the electronic - Fuel metering valve (FMV).
engine control (EEC), airplane control systems, and - Transient Bleed valve ((TBV).
engine servo systems. - Low pressure turbine active clearance control
(LPTACC) valve.
Electrical connections are as follows: - High pressure turbine active clearance control
- EEC channel A. (HPTACC) valve.
- EEC channel B. - Variable stator vanes (VSV)
- High pressure shutoff valve (HPSOV) solenoid. - Variable bleed valves (VBV)
- HPSOV indication for ENGINE VALVE CLOSED.
One internal solenoid in the HMU operates the burner
Raised letters identify the fuel connections as follows: staging valve (BSV).
- Burner staging valve (BSV).
- Variable bleed valve (VBV) OPEN line. Purpose (1.B.c)
- VBV CLOSED line. Supplies fuel for engine servo system operation and
- Variable stator vane (VSV) ROD line. combustion. Receives fuel metering signals and servo
- VSV HEAD line. command signals from the EEC and airplane.
- Pressure case regulated (PCR) line.
- Low pressure turbine active clearance control
(LPTACC) valve line.
- High pressure turbine active clearance control
(HPTACC) valve line.
- Transient bleed valve (TBV) line.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
LPTACC
HPTACC
TBV
VSV HEAD
VSV ROD
AIRFRAME
SHUTOFF
VALVE
SOLENOID
(HPSOV)
AIRFRAME SHUTOFF INDICATOR

SWITCH CONNECTOR (HPSOV)
VBV CLOSE
VBV OPEN
CHANNEL B
RAISED LETTERS
CHANNEL A HMU (EXAMPLE)
BSV
PCR
OVERBOARD FWD
DRAIN LINE
73-21-00-015.TIF
HYDROMECHANICAL UNIT
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
EFG
FUEL INDICATING - FUEL FLOW TRANSMITTER Functional Description (3.D.c)
The electronic engine control (EEC) uses internal fuel
Identification (1.A.b) metering valve (FMV) resolvers to determine fuel flow for
The fuel flow transmitter consists of a housing, swirl control of metered fuel supply. If the EEC cannot read
generator, and start/stop magnets and coils. Mounted on FMV resolver postion, it will use a modeled N1and
the fan case at the 10 o'clock position. calculate the position allowing continued engine
operation.
Purpose (1.B.b)
The fuel flow transmitter measures the quantity of fuel The FMV resolver position can also give the EEC fuel
that goes to the manifold and fuel nozzles. flow data that can be used for indication display if the fuel
flow transmitter is inoperative.
Operation (2.C.b)
The start magnet is in the plane of a start coil mounted in When the EEC cannot find any fuel flow data, or the fuel
the housing. Each revolution of the rotor produces a flow data is not correct, the fuel used stays at the last
start signal pulse. The second magnet attached to the calculated value.
rotor is a stop magnet. The stop magnet passes under a
signal blade that is attached to a turbine. The stop
magnet produces a stop pulse through a signal blade to
a stop coil, also mounted to the housing.
As fuel flows from the HMU through the fuel flow

transmitter, start and stop signals are created. The
signals are sent to channels A and B of the EEC and
onto the DEUs. The difference between the signals is
processed by the DEUs and converted to fuel weight.
The weight value is then displayed by the CDS in the
flight deck.

B737-600, -700, -800, -900, -BBJ/ALL 73-30-00
FUEL AND CONTROL
Jan 99
EFG
ELECTRICAL
CONNECTOR
TO THE EEC
FUEL FLOW
TRANSMITTER TO FUEL NOZZLE
FILTER, FUEL
MANIFOLD, AND
NOZZLES
HMU
73-30-00-003.TIF FUEL INDICATING - FUEL FLOW TRANSMITTER

B737-600, -700, -800, -900, -BBJ/ALL 73-30-00 Jan 99
EFG
FUEL DISTRIBUTION - FUEL NOZZLE FILTER
The fuel nozzle filter is near the top of the engine fan
case at 10 o'clock and attaches to the fuel flow
transmitter outlet.
Purpose (1.B.c)
The fuel nozzle filter collects contamination from the fuel
pump before it can go to the fuel nozzle supply manifold.
Inside the fuel nozzle filter, a bypass valve can open and
allows the filter to still supply fuel to the fuel nozzles, if
the filter becomes clogged.

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
FROM FUEL FLOW
TRANSMITTER
FUEL NOZZLE FILTER
TO FUEL NOZZLE
SUPPLY MANIFOLD
73-11-00-008.TIF FUEL DISTRIBUTION - FUEL NOZZLE FILTER

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
FUEL DISTRIBUTION - BURNER STAGING VALVE
A bracket mounted, normally open, solenoid activated
poppet valve assembly with two separate linear variable
differential transducers (LVDT) for position feedback to
the electronic engine control (EEC).
Located in the core section of the engine at the 6 o'clock

position on the high pressure compressor case.
Purpose (1.B.c)
There are ten unstaged and ten staged nozzles in the
combustion chamber. The burner staging valve (BSV)
controls fuel flow to the ten staged nozzles.
Operation (2.C.c)
When closed, the BSV prevents fuel flow to the stage
nozzles. With the staged nozzles closed, a stronger flow
of fuel goes to the unstaged nozzles. This stronger flow
creates a larger fuel spray out of the unstaged nozzles
which in turn makes a stronger flame pattern in the
combustion chamber. This stronger flame pattern helps
provide a better flameout margin, to prevent a loss of
engine power at lower speeds due to a possible flame
out.
At higher speeds, the BSV opens and lets fuel flow to the
staged nozzles.

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
FWD
ENGINE BOTTOM VIEW
CHANNEL A
CHANNEL B
FWD
73-11-00-009.TIF
B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
The HMU then sends servo fuel pressure to

close the BSV. The closed BSV stops metered fuel flow
to the 10 staged fuel nozzles. Metered fuel goes only to
the unstaged nozzles in the combustion chamber. In this
condition, each of the 10 unstaged fuel nozzles supply
more fuel to the combustor. The higher flow of fuel in
each nozzle causes a stronger spray pattern. The
stronger spray pattern helps prevent engine flame out.
At higher fuel/air ratios, the EEC deenergizes the BSV
and all 20 fuel nozzles operate.

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
73 -11-00-010.TIF FUEL DISTRIBUTION - BURNER STAGING VALVE

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
FUEL DISTRIBUTION - FUEL MANIFOLD
Identification (1.A.c) Functional Description (3.D.c)

The fuel manifold is composed of two halves with each The fuel nozzle shrouds enclose b-nut connection on the
manifold half incorporates 10 fuel nozzle connections. fuel manifold to the fuel nozzle and prevent leaks onto
One manifold is unstaged and the other manifold staged. the combustion chamber case if the b-nut connection
The complete fuel manifold supplies fuel to 20 fuel leaks.
nozzles. Each fuel nozzle has a shroud over the
connection of the fuel manifold to the fuel nozzle.
The fuel manifold goes from the fuel nozzle filter, down
the left side of the fan case to the 6 o'clock fan support
strut. The manifold then goes along the high pressure
compressor case at the 6 o'clock position. The manifold
attaches around the combustion chamber.
Purpose (1.B.c)
The fuel manifold supplies fuel to the fuel nozzles.
Operation (2.C.c)
The unstaged fuel manifold has continuous flow from the
hydromechanical unit (HMU) to the unstaged manifold.
The unstaged manifold supplies fuel to the ten unstaged
fuel nozzles.
The staged manifold supplies fuel to the ten staged fuel

nozzles from the HMU through the burner staging valve.

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
STAGED FUEL
STAGED FUEL MANIFOLD
NOZZLE (TYPICAL)
UNSTAGED FUEL
MANIFOLD
FUEL NOZZLE
SHROUD (TYPICAL) UNSTAGED FUEL
NOZZLE (TYPICAL)
FWD
FWD
73-11-00-011M1.TIF
FUEL DISTRIBUTION - FUEL MANIFOLD
B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
FUEL DISTRIBUTION - FUEL NOZZLES
Consists of 16 standard and 4 wider spray pattern dual
flow nozzles. Four silver color coded nozzles have a
higher primary fuel flow and a wider spray pattern, than
the other sixteen blue color coded nozzles. Each nozzle
is inserted into the combustion chamber and bolted with
three bolts to combustion case. The silver band nozzles
are placed adjacent to the igniters. Each nozzle is color
banded to aid in correct identification and location.
Purpose (1.B.c)
The fuel nozzles introduce a fine mist of fuel into the
combustion chamber. The silver banded nozzles are
designed to help improve engine operation during start
and adverse weather conditions.
Operation (2.C.c)
All the fuel nozzles have a primary and secondary fuel
flow. The primary fuel flow occurs at approximately 15
psig and the secondary flow occurs at 125 psig.

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
SHROUD ATTACH FITTING
FWD MANIFOLD CONNECTION
FUEL INLET
COLOR CODE BAND

FWD
FUEL NOZZLE TIP
73-11-001M2.TIF
FUEL DISTRIBUTION - FUEL NOZZLE
B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
FUEL DISTRIBUTION

Fuel from the aircraft tanks enters the low pressure stage of The high pressure shutoff valve (HPSOV) stops the
the two stage fuel pump and exits from the pump to the metered fuel flow when it closes. The control signal to
integrated drive generator (IDG) fuel/oil cooler and then to operate the HPSOV usually comes from the start lever.
the fuel/oil heat exchanger. The fuel/oil heat exchanger The fire handle switch, or the EEC can override the start
sends the fuel back to the fuel pump through the fuel filter. lever control to close the HPSOV.
The cleaned fuel enters the high pressure stage of the fuel
pump. The high pressure stage increases the fuel pressure
and delivers the fuel in two directions. Fuel that is used for
servo system operation goes through a wash filter, next a
servo fuel heater, then the hydromechanical unit (HMU).
The remaining fuel enters the HMU to be used by the fuel
metering system for combustion.
Fuel that does not get used by the HMU (bypass fuel) is
sent back to the IDG fuel/oil cooler
Based on the electronic engine control (EEC) control, servo

fuel is used to control the engine servo systems. Metered
fuel goes from the HMU through the fuel flow transmitter
and in-line filter to the burner staging valve (BSV) and onto
the fuel manifold and fuel nozzles.

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
ENGINE FUEL CONTROL - FUNCTIONAL DESCRIPTION

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
ENGINE CONTROL - INTRODUCTION
General
The fuel control system controls fuel flow for engine
operation. There are two fuel control system subsystems:
- Metered fuel control
- Servo fuel control.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
wymt-54-00-0001 (fa)
ENGINE FUEL AND CONTROL SYSTEM
73-21-00.001 ENGINE CONTROL - INTRODUCTION

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
ENGINE CONTROL - GENERAL DESCRIPTION
Electronic Engine Control

The electronic engine control (EEC) is the primary control
component of the engine fuel and control system. The
EEC receives data from engine sensors. The EEC
controls most engine operations.
Control Display System / Display Electronic Unit 1 or 2

The EEC receives control and sensor data from many
airplane systems. The EEC transmits engine system data
to the airplane. All of this data goes through the control
display system display electronic units (CDS/DEUs) 1 or
2.
Autothrottle Computer
The autothrottle computer receives data from the EEC.
The autothrottle computer uses this data to calculate
thrust lever angles (TLA). The autothrottle computer can
operate the thrust levers.
See chapter 22-30 for more information on the
autothrottle computer.
Flight Compartment
Some controls in the flight compartment supply control
data directly to some components on the engine.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
wyloc-fd3-41-0001 (fa)
FLIGHT COMPARTMENT
AUTOTHROTTLE
CDS/DEU 1 OR 2 COMPUTER
yypb-f71-loc-0001
wymt-f72-00-0003(fa)
ENGINE
EEC
73-21-00.002
ENGINE CONTROL - GENERAL DESCRIPTION
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
EFG
ENGINE CONTROL - INTERFACES
Electronic Engine Control Interfaces

The EEC is a two channel computer with a active control
channel and a standby channel. The automatic selection
of the active channel, A or B, controls engine operation.
The two channels are independent, but communicate by
a cross channel data link (CCDL) during engine
operation. The EEC software control logic gives engine
operation control commands from signal inputs.
(See Table on engine sensor interfaces.)
The EEC electrical power usually comes from the EEC

alternator. The EEC uses the airplane electrical power
when the EEC alternator is not available.
Electronic Engine Control - Command Inputs

The EEC receives command signals from these flight
compartment control components:
- Engine start levers
- Engine start switches
- TLA resolvers

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG ENGINE SENSOR INTERFACES
COMPONENT TYPE INPUT TYPE INPUT SIGNAL USE
N1 SPEED SENSOR ANALOG N1 CONTROL, MONITORING AND N1 INDICATION
LPTACC LOGIC
N2 SPEED SENSOR ANALOG N2 CONTROL, MONITORING, N2 INDICATION,
TBV LOGIC AND HPTACC LOGIC
T3 TEMPERATURE SENSOR ANALOG TBV, HPTACC AND BSV LOGIC
T12 TEMPERATURE SENSOR ANALOG THRUST MANAGEMENT
PT25 TEMPERATURE SENSOR ANALOG FUEL METERING LOGIC AND HPTACC LOGIC
PT25 PRESSURE SENSOR AIR AND HPC INLET PRESSURE (OPTIONAL) P25
(HEALTH MONITORING SENSOR) HEALTH MONITORING
P3 TEMPERATURE SENSOR AIR HPC DISCHARGE PRESSURE
FOR FUEL METERING LOGIC
PT PRESSURE TOTAL ARINC 429 THRUST MANAGEMENT, FMV LOGIC FROM
ADIRU AND LPTACC LOGIC
PO PRESSURE AT EEC STATIC AIR FUEL METERING LOGIC, LPTACC LOGIC AND
HPTACC LOGIC
HPTACC SENSOR ANALOG HPTACC LOGIC
EGT (T49.5) SENSOR ANALOG EGT INDICATION, START LOGIC AND

LPTACC LOGIC
T5 TEMPERATURE SENSOR ANALOG (OPTIONAL) HEALTH MONITORING
PS13 TEMPERATURE SENSOR AIR (OPTIONAL) HEALTH MONITORING

73-21-00.003 TABLE - ENGINE SENSOR INTERFACES
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
ENGINE CONTROL - INTERFACES
Electronic Engine Control - Airplane Interfaces Electronic Engine Control - Engine Interfaces
The EEC interfaces with these airplane components: The EEC interfaces with these engine systems and
- Thrust reverser (T/R) linear variable differential components:
transformer (LVDT) position sensors - Turbine clearance control
- Thrust reverser (T/R) lever interlock solenoids - Thrust lever angle (TLA) resolvers
- Common display system/display electronics units - Engine airflow control
(CDS/DEU) - Temperature (T3) sensor
- Flight management computer (FMC) - Exhaust gas temperature (EGT)
- Air data inertial reference unit (ADIRU) - Fan inlet temperature (T12)
- Airplane electrical bus - Compressor inlet pressure and temperature (PT25)
- Start levers - High pressure turbine active clearance control
- Bleed air computer (HPTACC) sensor
- Autothrottle computer - Hydromechanical unit (HMU)
- Flight data acquisition unit (FDAU). - Burner staging valve (BSV)
- High pressure compressor discharge air (P3)
- EEC alternator
- Identification plug
- N1 speed sensor
- N2 speed sensor.

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
HYDROMECHANICAL
N1 SPEED UNIT
SENSOR
BSV POSITION
N2 SPEED
SENSOR TURBINE
CLEARANCE
SYSTEM
T3
SENSOR ENGINE
AIRFLOW
SYSTEM
THRUST REVERSER
INTERLOCK
SOLENOIDS
AUTOTHROTTLE
COMPUTER
THRUST REVERSER
POSITION LVDT
CDS/DEU 1 OR 2
START
LEVERS
IDENTIFICATION
PLUG
HPTCC SENSOR TLA RESOLVER
T12 SENSOR
START SWITCH
PT25 SENSOR
TRANSFERT BUS
PS3 SENSOR 1 OR 2
EGT/ T49.5 EEC ALTERNATOR

EEC
73-21-00.003 ENGINE CONTROL - INTERFACES

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
FUEL CONTROL COMPONENTS - RIGHT SIDE
Control system components located on the right side of
the engine consists of the following:
- T49.5 (EGT)Sensors (ATA 77-11-00)
- Electronic Engine Control (EEC)
- P0 Sensor (part of EEC)
- P3 Sensor (part of EEC)
- T12 Sensor
- Identification (ID) Plug
- High Pressure Turbine Active Clearance Control
(HPTACC) Sensor.
Control Stand - Fuel Control Components

These components of the engine fuel and control system
are in the airplane flight compartment:
- Thrust lever angle resolvers
- Autothrottle clutch pack.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Page 142
Jan 99
wyloc-r-f77-0001
wymt-f73-21-0005
yym m-f73-21-0002-fa
yymm-f77-21-0001-fa(m)
EGT WIRING HARNESS

(TYPICAL) EEC
T12 SENSOR
INLET COWL
AUTOTHROTTLE
CLUTCH PACK
wymt-f73-21-0001 ENGINE - RIGHT SIDE THRUST LEVER FWD
ANGLE RESOLVERS
yymm-f73-21-0001
wymt-22-31-0001
HPTACC SENSOR IDENTIFICATION PLUG FLIGHT COMPARTMENT CONTROL STAND
73-21-00-005
FUEL CONTROL COMPONENTS - RIGHT SIDE
EFFECTIVITY Page 49
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
FUEL CONTROL COMPONENTS - CONTROL STAND Start Levers
There are two start levers, one for each engine. You use
Identification (1.A.c) the engine start lever during an engine start. You also
These components of the engine fuel and control system use it to shutdown the engine. The start levers operate
are in the airplane flight compartment: switches which supply signals to different aircraft and
- Thrust lever resolvers engine systems and components.
- Autothrottle clutch pack.
Reverse Thrust Interlock Solenoids
The engine control system supplies manual and There are two reverse thrust interlock solenoids, one for
automatic control inputs to operate the engine. The each engine. Each reverse thrust interlock solenoid limits
engine control system has these components: the range of motion of a reverse thrust lever. You can
- Thrust levers (forward and reverse) make the thrust reverser deploy, but you can not
- Engine start levers and switches increase the reverse thrust until the thrust reverser
- Thrust lever interlock solenoids. sleeves are near the full deployed position. The EEC
operates the solenoids. The thrust lever interlock
Thrust Levers solenoids are in the autothrottle assembly. You must
You use the thrust levers to supply the manual inputs to remove the autothrottle assembly to access the thrust
the engine control system. There are four levers, two for lever interlock solenoids.
each engine. For each engine, there is a forward thrust
lever and a reverse thrust lever. The reverse thrust lever See chapter 78 for more information on the thrust
is on the forward thrust lever. reverser.
For each engine, the thrust levers supply a thrust See chapter 22 for more information on the autothrottle
command signal to the electronic engine control (EEC) system.
through a resolver. Each thrust lever assembly connects
mechanically to a resolver through an adjustable rod.
An interlock latch prevents the operation of the forward
thrust lever and the reverse thrust lever at the same time.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Page 144
Jan 99
EFG
REVERSE FORWARD
THRUST LEVER THRUST LEVER
INTERLOCK
LATCH
START LEVER
SWITCH
ASSEMBLY
wymt-22-31-0001
ROD
THRUST LEVER
INTERLOCK SOLENOID
THRUST LEVER
RESOLVERS AND
RESOLVERS
AUTOTHROTTLE
CLUTCH PACK
wymt-f76-00-0003-a
73-21-00-005M1.TIF
FUEL CONTROL COMPONENTS - CONTROL STAND
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
FUEL CONTROL COMPONENTS - LEFT SIDE
Control system components located on the left side of
the engine consists of the following:
- Electronic engine control (EEC) Alternator
- Hydromechanical Unit (HMU)
- PT25 Sensor
- T3 Sensor
- N1 Speed Sensor (ATA 77-11-00)
- N2 Speed Sensor (ATA 77-11-00)
- PS3 or CDP air pressure line (not shown)
- EGT sensors or T49.5 (not shown)
Purpose (1.B.c)
Control the fuel metering valve for correct fuel flow to the
combustion chamber and control engine airflow for thrust
and turbine clearance.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
T3 SENSOR
EEC ALTERNATOR
PT2.5 SENSOR
FWD
FWD
HMU
73-21-00-004M1.TIF
73-21-00-008M1.TIF FUEL CONTROL COMPONENTS - LEFT SIDE
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
ELECTRONIC ENGINE CONTROL (EEC)
Fire switches.
Thrust resolvers.
Thrust reverser.
The electronic engine control or EEC is an aluminum
Transfer bus.
encased dual channel computer mounted with four shock
mounts to the 2 o'clock position of the fan case. It
Purpose (1.B.c)
consists of multiple pneumatic and electrical connections.
The EEC receives information to calculate command
A ram air inlet supplies cooling air flow from outside the
logic signals from channel A and channel B, and then
cowl inlet at the 1 o'clock position.
sends the control signals to operate the engine.
The EEC connects to the following engine/aircraft
Operation (2.C.c)
components and systems:
Each channel (A or B) can control the engine operation.
- Engine connections
One channel is active, while the other is on standby. The
Identification plug.
EEC can switch to either channel through the cross
Hydromechanical unit (HMU).
channel data link (CCDL). Control signal commands go
Engine air control system.
through electrical connectors to the engine control
Engine sensors.
systems.
Fuel control system.
EEC alternator.
EEC Reprogramming
Ignition system.
Each EEC can be reprogrammed with a Portable data
loader (PDL). A PDL cable connects to the EEC at J1,
- Aircraft connections.
J2, and P11. The EEC and PDL then are powered up,
Common display system (CDS).
next the current software is uploaded into the EEC. The
Display electronics units (DEUs).
PDL displays LOAD COMPLETE or TRANSFER FAIL.
Autothrottle computer.
To reverify software configuration, check the CDU
Flight management computer (FMC).
maintenance pages.
Start lever.
Engine and fuel indicating.
Air data inertial reference unit (ADIRU).
Flight data acquisition unit (FDAU).

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
EFG
EEC COOLING AIR
FROM INLET DUCT
J1
J7
FWD J3
J5
J4
J6
J2
J8
FWD
SHOCK
MOUNT (4)
J9 PS3 P0 J10 P11
73-21-00-011.TIF
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
EFG
IDENTIFICATION (ID) PLUG
- Thrust rating
Identification (1.A.c) - Bump option for the -7B22 B1, -7B24 B1, -7B27 B1
The identification (ID) plug is a dual, stacked plug, - Engine condition monitoring (optional).
connected to the P11 connector on the bottom of the - Engine combustor configuration (SAC or DAC).
electronic engine control (EEC). The ID plug is attached
to the fan case at the 2:30 position by a lanyard and Note: The debris monitoring system (DMS) activates
remains with the engine, not the electronic engine control automatically when installed as an option in the
(EEC). lubrication unit and connected into the wiring
harness. The information on chip detection is done
Purpose (1.B.c) through the CDU.
Supplies configuration data codes to the EEC as follows:
- Engine family and model. Operation (2.C.c)
- N1 trim modifier adjusts for different thrust ratings for The EEC reads the plug each time it is powered.
a given RPM. After 15,500 ft. altitude or mach .45
the trim is inhibited. This provides the best EGT Functional description (3.D.c)
margin at takeoff. The engine serial number is contained in the NVM of the
0 = no trim adjustment EEC and is accessed through the CDU. It will be
1 = .4% downtrim of N1 necessary to change the engine serial number if an
2 = .8% downtrim of N1 engine change occurs. Changing the serial number can
3 = 1.1% downtrim of N1 be accomplished through the control display unit (CDU).
4 = 1.5% downtrim of N1

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
EEC RAM AIR DUCT FOR
COOLING
ELECTRICAL
CONNECTION
TO EEC
FWD
P11
ATTACHES TO
THE ENGINE
73-21-00-012.TIF
IDENTIFICATION PLUG
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
EFG
ELECTRONIC ENGINE CONTROL ALTERNATOR
The electronic engine control (EEC) alternator consists of
a stator, rotor, housing and two electrical connectors for
connection to the EEC. It is mounted on the top forward
side of the accessory gearbox (AGB).
Purpose (1.B.c)
Primary electrical power source for the electronic engine
control (EEC) with alternate power from the alternating
current (AC) transfer buses.
Operation (2.C.c)
At engine start the EEC receives power from the aircraft
transfer bus to operate. When N2 speed reaches 12 to
15 percent the EEC alternator starts to operate. A logic
circuit monitors EEC alternator speed. When the EEC
alternator reads the correct alternator speed the transfer
relay energizes disconnecting the transfer bus power
supply and connecting the alternator power supply.

If one winding fails the other winding will continue to send
power to the EEC. If both windings fail, the receipt of
power is switched back to the aircraft transfer bus.
These failures will activate a fault message that will show
on the CDU engine maintenance pages.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
MANUAL DRIVESHAFT
DRIVE ADAPTER
ROTOR
HOUSING AND STATOR

ELECTRICAL
CONNECTIONS
CHANNEL A
ROTOR RETAINING NUT
CHANNEL B
73-21-00-013.TIF
ELECTRONIC ENGINE CONTROL ALTERNATOR
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
EEC ELECTRICAL POWER SUPPLY Operation (2.C.c)
- FUNCTIONAL DESCRIPTION At engine start, the EEC receives transfer bus 1 power to
operate. The EEC alternator starts to operate when
Purpose (1.B.c) engine N2 speed is between 12 and 15 percent. The
The EEC alternators are the primary ac power supply for EEC alternator speed logic sensor monitors electrically,
EEC operation. The airplane ac transfer buses can also the speed of the EEC alternator. When the sensor reads
supply power to the EEC. correct alternator speed at one or both channels, it
energizes the transfer relays. The transfer relays
Functional Description (3.D.c) disconnect the transfer bus 1 power supply. The EEC
Two relays in the EEC let the transfer bus supply ac now operates by power from the alternator.
power to the EEC. One relay supplies power to channel
A, the other relay supplies power to channel B. If one set of alternator windings fail, the other set of
windings will supply power to one channel in the EEC.
The engine 1 alternate power relay is in the airplane The other EEC channel will receive power from the
electrical junction box J22. There are two contacts on this airplane transfer bus through one of the EEC transfer
relay, one for channel A, the other for channel B. When relays.
energized, the alternate power relay supplies airplane
transfer bus power to the EEC through the two internal If both sets of alternator windings fail, then both EEC
EEC relays. Operation of one of these components will channels receive power from transfer bus 1 through both
energize the alternate power relay: EEC transfer relays.
- Engine start lever set to idle
- Engine start switch set to ground (GRD) NOTE: If one or both of the EEC transfer relays fail
- Engine start switch set to continuous (CONT) so that the EEC receives only transfer bus power, it
- Control display unit (CDU) set to engine will activate a fault message. This message will
maintenance pages. show on the CDU engine maintenance pages.
The engine 2 alternate power relay is in the airplane

electrical junction box J24.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
115V AC
TRANSFER
BUS 1
ALT PWR CH A
OF F
115V AC
TRANSFER
BUS 1 CHANNEL A
ALT PWR CH B
N2
28V DC CHANNEL B
BUS 1
RUN/PWR EEC
ON ALTERNATOR ALT ERNATOR
TRANSF ER SPEED LOGIC
P18-2 RELAYS
ENG 1 SENSOR
ALTERNATE
POWER
RELAY EEC
D13 (J22)
CDS/DEU
SWITCH
START LEVER - IDLE

START SWITCH - GRD
START SWITCH - CONT
CDU - MAINT
(ENGINE)
CDS/DEU UNIT 1 OR 2
(E3-1)
NOTE: ENGINE 2 ELECTRICAL POWER SUPPLY IS

ALMOST THE SAME AS ENGINE 1.
73-21-00-014 EEC ELECTRICAL POWER SUPPLY - FUNCTIONAL DESCRIPTION

EFFECTIVITY Page 61
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
N1 SPEED SENSOR
The N1 speed sensor consists of three independent
sensing elements, three electrical connectors, and two
vibration dampers. Each sensing element is composed of
an electrical winding around a magnet.
The sensor is located on the right hand side of the

engine just aft of the oil tank. When the sensor is
installed the housing and electrical connectors are
visible.
Purpose (1.B.c)
Supplies a low pressure rotor speed signal to these
components:
- Electronic Engine Control (EEC).
- Display Electronic Unit (DEU).
- Airborne Vibration Monitoring (AVM) signal
conditioner.

B737-600, -700, -800, -900, -BBJ/ALL 77-11-00
FUEL AND CONTROL
Jan 99
EFG
CLEARANCE
MEASUREMENT
FAN FRAME GUIDE TUBE
FAN FRAME
SLEEVE
GASKET
SENSING
ELEMENTS SENSOR
GUIDE TUBE (3) FLANGE
OIL TANK (REF)
SENSOR
HOUSING
FWD BOLT
(2)
EEC
DEU, AVM CONNECTIONS
CONNECTION
77-11-00-001.TIF N1 SPEED SENSOR
B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
EFG
N1 SPEED SENSOR
Operation (2.C.c)
As a ringed gear with 30 teeth passes the sensing
elements of the speed sensor an analog signal is sent to
the electronic engine control (EEC), display electronic
units (DEU) and the aircraft vibration monitoring (AVM)
system. The EEC converts the analog signal to a digital
signal for internal processing and output to the DEU for
display on the common display system (CDS).
A thicker tooth on the ringed gear provides phase angle

for the AVM system.

B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
EFG
N1 SPEED SENSOR
EEC
DEU 1
DEU 2
CDS DISPLAY UNIT
77-11-00-000M1.TIF
N1 SPEED SENSOR
B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
EFG
N2 SPEED SENSOR
The N2 speed sensor consists of three independent
sensing elements and three electrical connectors. Each
sensing element is composed of an electrical winding
around a magnet.
The sensor is located on the accessory gearbox. When

the sensor is installed the housing and electrical
connectors are visible.

B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
EFG
yyloc-lbf-f75-0003-b
AGB
(REF)
EEC
ALTERNATOR
(REF)
wymt-f77-11-0001-a DEU, AVM
CONNECTOR
yymm-f77-11-0001 (m)
BOLT
(2)
FWD
EEC CONNECTORS
N2 SPEED SENSOR
STARTER
(REF)
77-11-00-002
N2 SPEED SENSOR
B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
EFG
N2 SPEED SENSOR
Purpose (1.B.c)
Supplies a high pressure rotor speed signal to these
components:
- Electronic Engine Control (EEC).
- Display Electronic Unit (DEU).
- Airborne Vibration Monitoring (AVM) signal
conditioner.
Operation (2.C.c)
As a ringed gear passes the sensing elements of the
speed sensor an analog signal is sent to the electronic
engine control (EEC), display electronic units (DEU) and
the aircraft vibration monitoring (AVM) system. The EEC
converts the analog signal to a digital signal for internal
processing and output to the DEU for display on the
common display system (CDS).

B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
EFG
EEC
DEU 1
N2 SPEED SENSOR
DEU 2
CDS DISPLAY UNIT
77-11-00-000M2.TIF N2 SPEED SENSOR

B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
EFG
T12 SENSOR
The T12 sensor consists of a housing, two platinum
elements and two electrical connectors for connection to
the electronic engine control (EEC).
The sensor is located at the 2:30 position in the engine

inlet cowl. The sensor extends into the fan inlet airflow.
Purpose (1.B.c)
Supplies fan inlet temperature to the EEC for thrust
management calculations
Operation (2.C.c)
The EEC supplies a constant voltage power supply to the
platinum elements of the sensor. The elements will
change their resistance value with proportional changers
in air temperature. The difference between output
voltages to the EEC and the input voltage from the EEC
are measured and converted into fan inlet temperature.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
yyloc-lbf-f75-0002
T12 SENSOR
wym t-f73-21-0005
yymm -f73-21-0002-fa
INLET COWL
wymt-f71-11-0001 (cat)
ELECTRICAL
CONNECTORS
T12 PLATINUM ELEMENT

(TYPICAL)
T12 ACCESS PANEL
CHANNEL A CHANNEL B FWD
ENGINE FUEL AND CONTROL - ENGINE CONTROL - T12 SENSOR
73-21-00-007.TIF T12 SENSOR

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
PT25 SENSOR
Operation (2.C.c)
Identification (1.A.c) The EEC supplies a constant voltage power supply to the
The PT25 sensor consists of a housing, two platinum platinum elements of the sensor. The elements will
elements and two electrical connectors for connection to change their resistance value with proportional changes
the electronic engine control (EEC). A ram air pressure in air temperature. The difference between output
tube is also included as part of the sensor probe. voltages to the EEC and the input voltage from the EEC
are measured and converted into high pressure
The sensor is mounted at the 7:00 o'clock position to the compressor inlet temperature.
inner wall of the fan frame under the fan duct panel. The
sensor extends into the high pressure compressor inlet The air pressure measurement is a direct input to the
airflow. EEC and is converted from a pressure signal to an
electrical signal by the EEC
Purpose (1.B.c)
The T25 sensor part of the PT25 supplies high pressure
compressor inlet temperature to the EEC for fuel
metering valve, VSV, VBV, TBV, HPTACC logic control.
As an option P25 ram air pressure is supplied to the EEC

for condition monitoring purposes.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
wyloc-l-f77-0001
CHANNEL A CHANNEL B
FWD
AIR PRESSURE P25
EEC CONNECTORS
CHANNEL A
CHANNEL B
PT25 SENSOR
73-21-00-006.TIF
PT25 SENSOR
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
EFG
T3 SENSOR
The T3 sensor consists of two thermocouples enclosed in
the same housing, and two electrical connectors.
Located at the 12 o'clock position of the combustion case
just aft of the fuel nozzles.
Purpose (1.B.c)
The T3 sensor measures the temperature of 9th stage air
(compressor discharge) and sends the data to the
electronic engine control (EEC) for control logic of:
- Burner staging valve.
- Burner selection valve.
- High pressure turbine active clearance control valve
Operation (2.C.c)
The bimetallic (chromel-alumel) sensor produces a
milliampere (mA) current proportional to temperature.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
T3 SENSOR
THERMOCOUPLE
EEC
FWD
BURNER STAGING VALVE CONTROL LOGIC
BURNER SELECTION VALVE CONTROL LOGIC (DAC)
HPTACC CONTROL LOGIC
73-21-00-008.TIF
T3 SENSOR
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
HPTACC SENSOR
The high pressure turbine active clearance control
(HPTACC) sensor is a thermocouple sensor that extends
from the engine case to the high pressure turbine (HPT)
shroud. A metal shim below the sensor controls the
correct depth of the thermocouple into the case.
The sensor is attached to the HPT case at the 3 o'clock

position.
Purpose (1.B.c)
Supplies the electronic engine control (EEC) with
temperature data from HPT shroud.
Operation (2.C.c)
The EEC uses a milliampere (mA) signal from the sensor
to control the HPTACC valve.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
HPT CASE
ATTACH FLANGE
HPTACC SENSOR
SHIM
THERMOCOUPLE
EEC
ELECTRICAL
CONNECTOR
73-21-00-009.TIF HPTACC SENSOR

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
EFG
T49.5 (EGT) SENSOR
The T49.5 exhaust gas temperature (EGT) system
consists of eight thermocouples and four wire harness
assemblies. Each wire harness assembly has two
thermocouples. The tips of the thermocouples are
positioned to the outboard side of the second stage low
pressure turbine nozzles. Wires contained within tubes
go from the thermocouples to the nearest junction box.
Each harness connects to the electronic engine control
(EEC) and the closest junction box.
Purpose (1.B.c)
Monitors exhaust gas temperature at the second stage
low pressure turbine nozzle and supplies an analog signal
proportional to exhaust gas temperature to the EEC for
control and indication.
Operation (2.C.c)
The EEC receives the voltage output created by the
bimetallic thermocouples of the EGT harness The EEC
sends EGT data to the display electronic units (DEU) for
display on the central display system (CDS). The
temperature shown is an average of the eight
thermocouples on the engine.

B737-600, -700, -800, -900, -BBJ/ALL 77-21-00 Jan 99
EFG
TUBE 2
THERMOCOUPLE
JUNCTION BOX
WIRE
HARNESS
THERMOCOUPLE
ENGINE TURBINE CASE ENGINE TURBINE CASE

LEFT SIDE RIGHT SIDE
77-21-00-001.TIF
T49.5 (EGT) THERMOCOUPLES AND HARNESS
B737-600, -700, -800, -900, -BBJ/ALL 77-21-00 Jan 99
EFG
P0 SENSOR
The P0 sensor consists of a vent plug attached to a
pressure plate on the bottom panel of the electronic
engine control (EEC).
Purpose (1.B.c)
The P0 sensor is used by the EEC as an input of ambient
static pressure.
Operation (2.C.c)
Ambient pressure is converted to an electrical signal by
two temperature compensated capacitive quartz
transducers, one for channel A and one for channel B.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
EEC
FWD
FWD
P0
73-21-00-011M1.TIF P0 SENSOR
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
PS3 SENSOR
The Ps3 sensor consists of a static pressure pickup just
aft of the fuel nozzles at 9 o'clock. A pneumatic line
proceeds down to the bottom of the high pressure
compressor (HPC) case and forward to the 6 o'clock tube
bundle. From this point a line travels up to the pressure
plate connection of the electronic engine control (EEC).
A small hole at the lowest point allows drainage of liquid
contaminants.
Purpose (1.B.c)
The Ps3 sensor provides HPC discharge pressure to the
EEC for use in fuel metering.
Operation (2.C.c)
Static pressure is converted to an electrical signal by two
temperature compensated capacitive quartz transducers,
one for channel A and one for channel B.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
EEC
FWD
FWD
PS3
73-21-00-011M2.TIF
PS3 SENSOR
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
ELECTRONIC ENGINE CONTROL
- The flight data acquisition unit (FDAU) collects
Functional Description (3.D.c) engine parameter data and sends this data to the
The following interfaces with the electronic engine control flight data recorder.
(EEC) occur:
- The EEC sends input data from the engine sensors - When the engine fire switches are pulled a close
to the display electronic units (DEU) and then on to command is sent to the HPSOV to stop fuel flow to
the display units of the center display system the combustor.
(CDS).
- The autothrottle computer receives thrust lever
- In IDLE, the start levers send an on or start angle (TLA) and other engine data from the EEC
command to the EEC. The EEC operates the and uses this data to control thrust lever operation.
engine ignition system, and causes the high
pressure shutoff valve (HPSOV) of the - The EEC monitors the thrust reverser sleeve
hydromechanical unit (HMU) to open. In CUTOFF, position and controls the interlocks for thrust
the start levers send a close command to the reverser operation.
HPSOV.
- The air data and inertial reference unit (ADIRU)

sends total pressure and temperature data to the
EEC and is used to calculate engine thrust.
- The flight management computer (FMC) supplies a

connection between the central display units (CDU)
,DEUs and the EEC. The FMC also supplies some
data for use by the EEC. The CDU shows EEC
maintenance data, and sends commands to the
EEC system to do BITE tests.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
THRUST START START FIRE
EEC EEC HANDLE
ALTERNATOR POWER REVERSER SWITCHES LEVERS
SWITCH
UNIT
TRANSFER CHANNEL CHANNEL L AND R AIR AND

BUS A B IGNITION ANTI-ICE
SYSTEM SYSTEMS
IGNITION
AC
CONTROL
STANDBY
BUS
TRA SERVO METERED

TLR FUEL FUEL
CDS/DEU
FMC SUPPLY SUPPLY
1 OR 2
TEMP
SENSORS
T12
PT2.5
ADIRU
T3 CDU HPSOV
HPTACC AUTO- 1 AND 2
T4.95 THROTTLE
COMPUTER FMV
N1 SPEED ENGINE IDENTIFICATION

SENSOR CONTROL PLUG
EHSV(S)
N2 SPEED SERVO SYSTEM
SENSOR POSITION SENSORS HMU
LPTACC
AIR HPTACC
SENSORS VSV SERVO METERED
P0 VBV FUEL FUEL
PS3 TBV
BSV
EEC
73-00-00-002.TIF
ELECTRONIC ENGINE CONTROL
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
HYDROMECHANICAL CONTROL (HMU) - Overboard drain line.
Identification (1.A.c) Six electrohydraulic servo valves (EHSV) operate the

The hydromechanical unit (HMU) consists of electrical following servo systems:
and fuel connections that connect to the electronic - Fuel metering valve (FMV).
engine control (EEC), airplane control systems, and - Transient Bleed valve ((TBV).
engine servo systems. - Low pressure turbine active clearance control
(LPTACC) valve.
Electrical connections are as follows: - High pressure turbine active clearance control
- EEC channel A. (HPTACC) valve.
- EEC channel B. - Variable stator vanes (VSV)
- High pressure shutoff valve (HPSOV) solenoid. - Variable bleed valves (VBV)
- HPSOV indication for ENGINE VALVE CLOSED.
One internal solenoid in the HMU operates the burner
Raised letters identify the fuel connections as follows: staging valve (BSV).
- Burner staging valve (BSV).
- Variable bleed valve (VBV) OPEN line. Purpose (1.B.c)
- VBV CLOSED line. Supplies fuel for engine servo system operation and
- Variable stator vane (VSV) ROD line. combustion. Receives fuel metering signals and servo
- VSV HEAD line. command signals from the EEC and airplane.
- Pressure case regulated (PCR) line.
- Low pressure turbine active clearance control
(LPTACC) valve line.
(HPTACC) valve line.
- Transient bleed valve (TBV) line.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
LPTACC
HPTACC
TBV
VSV HEAD
VSV ROD
AIRFRAME
SHUTOFF
VALVE
SOLENOID
(HPSOV)
AIRFRAME SHUTOFF INDICATOR

SWITCH CONNECTOR (HPSOV)
VBV CLOSE
VBV OPEN
CHANNEL B
RAISED LETTERS
CHANNEL A HMU (EXAMPLE)
BSV
PCR
OVERBOARD FWD
DRAIN LINE
73-21-00-015.TIF
HYDROMECHANICAL UNIT
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
HYDROMECHANICAL CONTROL (HMU)
Operation (2.C.c)
An electrical signal from the electronic engine control
(EEC) operates a torquemotor in the electrohydraulic
servo valves (EHSV). The torque motor operates the
valves. The EEC monitors the position (feedback) of the
ESHVs.
Functional Description (1.A.c)

By sensing N2 speed an overspeed governor can prevent
an N2 overspeed condition. When this occurs a bypass
valve opens to reduce fuel flow to the fuel metering valve
(FMV) causing N2 speed to decrease. This protection is
an alternative to the EEC control of overspeed.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
SERVO FUEL PRESSURE COMMANDS
BSV
FMV TBV HPTCC LPTACC VBV VSV
EHSV EHSV EHSV EHSV EHSV EHSV
SERVO SERVO
THRUST
FUEL PRESSURE
REGULATOR
REVERSER
SUPPLY BSV RESOLVER
SOLENOID
MECHANICAL HPSOV CLOSE CONTROL

AGB OVERSPEED HPSOV
GOVERNOR HPSOV CLOSE CONTROL
SOLENOID
START FIRE
RETURN BYPASS EEC LEVERS SWITCH
FUEL VALVE
RESOLVER
METERED
FUEL FMV HPSOV FUEL FLOW
TRANSMITTER CDS ENGINE
SUPPLY DEU VALVE
1 OR 2 POSITION
HMU LIGHT
73-21-00-016.TIF HYDROMECHANICAL UNIT

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
FUEL CONTROL - BURNER STAGING VALVE provide the commanded thrust if the BSV is incorrectly
commanded closed. The EEC always commands the
Functional description (3.D.c) BSV open for these conditions (unstaged):
Electronic engine control (EEC) software logic controls - N2 speed less than 55%
the burner staging valve (BSV) through the hydro- - N2 speed greater than 80%
mechanical unit (HMU). The burner staging valve (BSV) - Engine at steady state on the ground
opens to send fuel to the ten staged fuel nozzles. The - EEC cannot read the BSV position.
EEC software logic schedules BSV operation. The EEC
controls the hydromechanical unit (HMU) to operate the The EEC controls the BSV based on fuel air ratio. At
BSV. Dual switches in the BSV send actual position low fuel/air ratios, the EEC energizes the BSV solenoid
signals to both EEC channels. At higher engine speeds in the HMU.
the EEC signals the solenoid in the HMU to remove servo
fuel pressure and open the BSV. Metered fuel flows then If the EEC finds a no dispatch condition and it sends a
to all twenty fuel nozzles. The EEC uses these inputs to signal to the DEU when a failure occurs. BSV failed in the
find the fuel to air ratio mixture for the combustor: closed position, Control current to the BSV solenoid out
- T3 of range and EEC in single channel operation.
- P3
- FMV Position The DEU energizes the ENGINE CONTROL light on the
- N2 Speed AFT P5 over head panel and the MASTER CAUTION
- Air/ground signal from the DEU. lights when.
The BSV opens and metered fuel goes to the staged fuel
nozzles. Metered fuel now flow to all 20 nozzles in the
combustion chamber. The BSV has an override function,
An override valve causes the BSV to open at higher fuel
flows when the BSV is commanded closed by the HMU.
The high fuel pressure associated with high fuel flow
causes the override valve to block the flow of BSV control
fuel. This allows the spring to move the BSV to the open
position. The override valve makes sure the engine will

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
73 -11-00-010.TIF FUEL DISTRIBUTION - BURNER STAGING VALVE

B737-600, -700, -800, -900, -BBJ/ALL 73-11-00 Jan 99
EFG
ENGINE CONTROL- FUNCTIONAL DESCRIPTION - - Total air pressure (PT)
THRUST CONTROL - Total air temperature (TAT).
If the PT data from the ADIRU is invalid then the EEC
General changes to the soft alternate mode. In the soft alternate
The engine fuel and control system controls the power mode, the EEC calculates the ADIRU inputs from engine
for engine operation. The EEC and HMU schedule fuel sensor inputs. When the thrust lever is at idle or you
flow to give correct engine power at all thrust lever push the EEC switch, the hard alternate mode is set.
positions. N1 indication gives this thrust data. The maximum rated thrust changes to the maximum
These are engine forward and reverse thrust conditions: allowable thrust when the thrust lever is in the full forward
- Idle position. In this condition, engine thrust may be more
- Forward thrust than the rated thrust.
- Reverse thrust. Reverse Thrust Control
Idle Thrust Control Operation (2.C.c) When the thrust reversers (T/R) reach 90 percent
The EEC controls ground and in-flight idle thrust. There deployed, full reverse thrust can occur. The EEC
are no mechanical adjustments for idle speeds. schedule for a deployed T/R condition allows maximum
In flight, the EEC calculates and controls the idle speeds. reverse thrust.
The EEC prevents engine flameout and adjusts power for Thrust Reverser LVDT
airplane demands of air system bleeds and accessories. The linear variable differential transformer (LVDT)
Minimum in-flight idle speed is 58.8 percent N2 and supplies T/R sleeve position data to the EEC. The EEC
minimum fuel flow is not less than 300 lb/h (136 kg/h). thrust reverser LVDT signals control the T/R interlock
The inputs that also have an effect on idle speed are solenoid operation. The EEC schedules the reverse
pressure altitude and mach number. thrust. The EEC uses the LVDT signal for these
functions:
Forward Thrust Control - Control the REVERSER UNLOCKED message on
The EEC uses resolver inputs to control forward thrust for the common display system (CDS).
takeoff and in flight. The EEC calculates and controls - LVDT failure isolation through the control display
forward thrust conditions with changes in thrust lever units (CDUs).
inputs to the thrust lever resolvers. The EEC receives - Thrust lever interlock control
these data inputs from the ADIRUs for forward thrust - Engine thrust control.
control:
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
THRUST REVERSER
INTERLOCK
SOLENOIDS
FORWARD THRUST
STATIC PRESSURE
TOTAL PRESSURE REVERSE THRUST
TOTAL TEMP.
IDLE THRUST
ADIRU(S)
EEC
THRUST
LEVERS
RESOLVERS
THRUST REVERSER
LVDT(S)
FUEL SUPPLY
HMU SERVO FUEL

METERED FUEL
73-21-00-020
ENGINE CONTROL- FUNCTIONAL DESCRIPTION - THRUST CONTROL
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00
FUEL AND CONTROL
Jan 99
EFG
ENGINE CONTROL- FUNCTIONAL DESCRIPTION
Thrust Lever Control Inputs
Electronic Engine Control Thrust lever movement changes the position of the thrust
The electronic engine control (EEC) is a two channel lever angle resolver (TLR). The TLR sends a thrust
(channel A and channel B) computer. The two channels resolver angle (TRA) signal to the EEC. The EEC uses a
are independent, but connect by a cross channel data TRA signal to control the fuel metering valve (FMV)
link (CCDL) during engine operation. position for forward and reverse thrust.
The EEC chooses either channel A or B as the active Engine Temperature Sensors
control channel. The active channel changes at each The T12 sensor supplies fan inlet temperature data to the
engine start. If the active channel becomes defective, the EEC. The EEC uses this data to control servo fuel
EEC changes the standby channel to the active channel. systems and the FMV position in the HMU.
Electrical Power Supply The PT25 sensor supplies high pressure compressor
The usual power supply for the EEC is the EEC (HPC) inlet temperature data to the EEC. The EEC uses
alternator. The EEC can also operate by ac electrical this data to also control servo fuel systems and the FMV
power from the airplane transfer buses. position.
Ignition System Control Power Supply The PT25 sensor can supply optional HPC inlet air
The transfer buses supply ac power to the ignition control pressure data to the EEC. The EEC uses this data for
in the EEC. The EEC operates the left (L) ignition system engine condition monitoring.
with transfer bus power. The ac standby bus also
supplies electrical power to the EEC ignition control. The
EEC operates the right (R) ignition system with ac
standby bus power.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
Autothrottle Computer
The T3 temperature sensor transmits high pressure The EEC sends this data to the autothrottle computer:
compressor (N2) discharge air temperature data to the - N1 speed
EEC. The EEC uses T3 temperature data to control - Maximum N1 speed
these components and systems: - Engine maximum thrust.
- FMV operation
- Transient bleed valve (TBV) The EEC sends N1 speed, maximum N1 speed, and engine
- Burner staging valve (BSV) maximum thrust rating data to the autothrottle computer.
(HPTACC). See chapter 22-30 for more data on the autothrottle
computer.
The HPTACC sensor is a thermocouple. It supplies the
EEC with temperature data of the high pressure turbine Engine Compressor Speed Sensors
(HPT) shroud. The EEC uses the HPT shroud The N1 speed sensor transmits the speed of the low pressure
temperature to control the operation of the HPTACC compressor (LPC) to the EEC.
system.
The EEC uses N1 speed to control the fuel metering valve
The exhaust gas temperature (EGT) or (T49.5) (FMV) position. The EEC also sends N1 speed data to the
thermocouples transmit EGT data to the EEC. The EEC CDS/DEUs. The speed sensor can also send N1 speed data
sends this data to the CDS/DEUs. The EEC also uses directly to the DEUs.
EGT data to prevent too high of a temperature during
engine start. The EEC can stop the engine start if EGT The N2 speed sensor transmits the speed of the high
is more than the start limit. pressure compressor (HPC) to the EEC. The EEC uses N2
speed data to also control the position of the FMV.
See chapter 77-21 for more information on the EGT
indication system. The EEC sends N2 speed data to the CDS/DEUs. The speed
sensor can also send N2 speed data directly to the DEUs.
See chapter 80-00 for more information on the engine
starting system. See chapter 77-11 for more information on the N1 and N2
speed sensors.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
Engine Pressure Sensors

The P0 sensor sends ambient air pressure data to the The EEC measures the position of these components in
EEC. The EEC can use P0 sensor data to control the fuel the engine airflow control system:
metering valve (FMV), and servo system operations The - Variable stator vanes (VSVs)
P0 sensor data is an alternative data source to ADIRU - Variable bleed valves (VBVs)
total pressure (PT) data. If the EEC cannot read PT data - Transient bleed valve (TBV).
from the ADIRU, it uses the P0 data.
See chapter 75-31 for more information on the VSV
The PS3 sensor sends HPC discharge air pressure data system.
to the EEC. The EEC uses this air pressure data to
control servo fuel systems and the FMV position. See chapter 75-32 for more information on the VBV
system.
Servo System Position Sensors
The EEC measures the position of these components in See chapter 75-23 for more information on the TBV.
the turbine clearance system: The burner staging valve (BSV) also supplies position
- High pressure turbine active clearance control data to the EEC.
(HPTACC) valves
- Low pressure turbine active clearance control See section 73-11 for more information on the BSV.
(LPTACC) valve.
- See chapter 75-21 for more information on the The EEC measures the position of the servo system
HPTACC valves. components. The EEC also gets data from these other
- See chapter 75-22 for more information on the sources:
LPTACC valve. - Engine temperature sensors
- Engine compressor speed sensors
- Thrust resolvers
- Air pressure and temperature data from the ADIRU
PS3 HPC discharge data.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Page 190
Jan 99
EFG
The EEC uses data and control inputs to calculate the The EEC sends engine parameter data through the DEUs
necessary position of the servo system components. If the to the CDS engine display. Some data also shows on
components are in the correct position, the EEC keeps indicator lights in the flight compartment.
them in that position. If one or more of the components are
not in the correct position, the EEC uses servo fuel The flight management computer (FMC) receives some
pressure to move the components to the correct position. data from the EEC through the CDUs. See chapter 34-61
for more information about the FMC.
Identification Plug
The identification plug supplies the EEC with this data: Thrust Reversers (T/Rs)
- Identification plug type Linear variable differential transducers (LVDTs) transmit
- Engine thrust rating T/ R translating sleeve position to the EEC. The EEC uses
- N1 speed trim level T/R sleeve position to control the FMV position for reverse
- Engine combustor configuration. thrust power.
The Common Display System/Display Electronic Units The EEC operates the thrust reverser (T/R) lever interlock
(CDS/DEUs) connect the EEC with many of the airplane solenoids. The T/R interlock solenoid prevents reverse
systems and components. The EEC receives and sends thrust lever travel until the T/R sleeves are in the position
engine control and engine data signals through the DEU for reverse thrust power.
connections. These are the systems and components that
the EEC connects with through the DEUs: The EEC will also cause the FMV to close to the idle
- Start lever in the IDLE position position if it senses a T/R sleeve not in the stow position.
- Start switch position For this operation, the EEC must sense the T/R lever in
- Igniter selector switch position the stow position.
- Engine indication data
- Airplane bleed air system control See chapter 78-34 for more information about the T/R
- Engine anti-ice control control system.
- Air data inertial reference unit (ADIRU) total pressure
(PT) and total air temperature (TAT) data
- Control display units (CDUs).

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
Engine Start Switches

The EEC usually monitors the start switch position When the start lever goes to the cutoff position, it causes
signals through the DEUs. The EEC uses the switch servo fuel pressure in the HMU to close the HPSOV. The
position to control the engine ignition systems. start lever also sends a signal to the EEC. This signal
The start switch can send position signals directly to the tells the EEC that the engine is in the shutdown mode.
EEC. The EEC uses the switch position to control the See chapter 76-11 for more information on the start
engine ignition systems. levers.
The igniter select switch operates with the start switches. Fire Handle Switch
The igniter select switch supplies the EEC with control The fire handle switch, on the P8 aft electronics panel,
data to operate the left, right, or both ignition systems. sends the same close signal to the HPSOV that the start
lever sends. Pull the fire handle up. A switch in the
See chapter 74-31 for more information on the engine handle assembly closes and sends the close signal to
start switches and igniter select switch. the HPSOV. See chapter 26-21 for for more information
on the fire handle switch.
Start Levers
The start lever supplies data to the EEC when in the idle Air and Anti-Ice Systems
position. The EEC uses the start lever idle position to The engine supplies HPC bleed air to the airplane bleed
control ac electrical power to the engine ignition exciters. air system and to the anti-ice system.
With the start lever in the idle position, the EEC also The EEC receives control data from engine anti-ice and
operates the FMV, in the hydromechanical unit (HMU), to bleed air systems. The EEC uses this data to adjust the
the open to the idle position. The fuel flow through the position of the FMV. This keeps the engine at a set thrust
FMV causes the high pressure shutoff valve (HPSOV) in when these systems operate.
the HMU to open.
See chapter 36-11 for more information on the bleed air
systems.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
causes the igniters to operate and the FMV to open.
See chapter 30-11 for more information on the wing anti-ice Metered fuel goes to the fuel nozzles for combustion. The
system. EEC causes the ignition system to stop at the correct N2
See chapter 30-21 for more information on the inlet cowl speed.
anti-ice system.
The EEC operates the FMV to control the acceleration of
Hydromechanical Unit (HMU) the engine compressor and EGT during start. The EEC
The EEC sends control data to the hydromechanical unit also operates the FMV to control engine speed for forward
(HMU). The HMU sends position data of some components and reverse thrust.
to the EEC. The EEC uses the HMU to operate these
systems and components: On the ground, the EEC uses a selected total temperature
- FMV to control minimum N2 speed.
- HPSOV
- LPTACC
- HPTACC
- VSVs
- VBVs
- TBV
- BSV.
Operation
The EEC controls ground and in-flight idle speed for thrust.
There are no mechanical adjustments for idle speeds.

When engine start occurs, the airplane transfer bus
supplies power to the EEC. At sufficient EEC alternator
speed, N2 > 12%, the EEC disconnects transfer bus power
and connects to the EEC alternator.
Lift the start lever to IDLE. EEC logic controls the FMV
EHSV to operate the FMV, and ignition system. This

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
ENGINE CONTROL- FUNCTIONAL DESCRIPTION inputs to control the engine.
In flight, the EEC calculate and controls the idle speed. When you push the EEC switch to off, it sets the EEC to
The EEC prevents engine flameout and adjusts idle the hard alternate mode. If already in the soft alternate
speed when the compressor supplies bleed air to air and mode, the EEC also goes to the hard alternate mode
anti-ice systems. The EEC does not let the in-flight N2 when the pilots move the thrust lever to idle. The
idle speed go below 59%. The fuel flow will not go below maximum rated thrust changes to the maximum
300 lb/h (136 kg/h). The inputs also have an effect on allowable thrust. In this condition, the actual engine thrust
idle speed are pressure altitude and mach airspeed can be more than the rated engine thrust.
number.
The control display units (CDUs) show faults and other
The EEC receives PT and TAT data from the ADIRU. If maintenance information for the engine. The CDUs also
the EEC cannot find the data from channel A and control ground tests for each engine system to find and
channel B, or the data is incorrect, the EEC goes to the isolate faults.
soft alternate mode. In the soft alternate mode, the EEC
calculates the last ADIRU inputs and engine sensor See chapter 77-00 for more information on CDU BITE
operation.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
THRUST STAR T FIRE

EEC EEC START HANDLE
ALTERNATOR POWER REVERSER SWITCHES LEVERS SWITCH
UNIT
TRANSFER CHANNEL CHANNEL L AND R AIR AND

BUS A B IGNITION ANTI-ICE
SYSTEMS SYSTEMS
AC IGNITION
STANDBY CONTROL
BUS
TRA SERVO METERED

TLR
CDS/DEU FUEL FUEL
1 OR 2 FMC SUPPLY SUPPLY
TEMP
SENSORS
T12
PT25
T3 ADIRU
1 AND 2 CDU HPSOV
HPTACC AUTO-
T49.5
THROTTLE
COMPUTER FMV
N1 SPEED ENGINE IDENTIFICATION
SENSOR CONTROL PLUG
EHSV(S)
N2 SPEED SERVO SYSTEM
SENSOR POSITION SENSORS HMU
LPTACC
HPTACC
AIR VSV
SENSORS VBV SERVO METERED
P0 FUEL FUEL
TBV
P3 BSV
EEC
73-21-00-018
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
ENGINE CONTROL LIGHT AND EEC SWITCHES
Identification (1.A.b)
The ENGINE CONTROL light and EEC switches are on The power management control module is on the aft P5
the P5-68 AFT overhead panel. panel. Easy and fast access by pilots and maintenance
personnel to this panel is necessary during engine
Purpose (1.B.b) operation.
These three engine indication lights on the P5-68 power
management control module show engine control status: When the ENGINE CONTROL light comes on, you must
- ENGINE CONTROL light use the fault isolation manual (FIM) to find and isolate the
- EEC switch ON light problem.
- EEC switch ALTN light.
Dispatch Levels
The amber ENGINE CONTROL light comes on if a - No dispatch
serious engine control problem occurs. The ENGINE - Short time (150 hours)
CONTROL lights show that the engine cannot operate - Long time (500 hours)
correctly and is a no dispatch of the airplane. The - Economic (no dispatch limitations)
ENGINE CONTROL light does not come on in flight. - Alternate mode light (refer to MEL).
The white ON and amber ALTN lights are in the EEC

switches. These lights show when the EEC operates in
one of these modes:
- Normal mode (white ON light)
- Soft alternate mode (amber ALTN light on and white
ON light) PT signal is invalid or lost from the
ADIRU's.
- Hard alternate mode (amber ALTN light)
Hard alternate mode occurs when you push EEC
switch or retard throttle to idle.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
EEC Switch Operation

The EEC switch lights show three status mode conditions:
- Normal mode: The switch is on, the ON light is on
- Soft alternate mode: The switch is on, the ON
indication and light is on, and the ALTN light is on
- Hard alternate mode: The switch is in the off position,
the ALTN light is on, the ON indication and light are
off.
Functional Description
The EEC receives total pressure (PT) data from both
ADIRUs. The EEC can also receive PT data from one
ADIRU and still function correctly.
When PT data from both ADIRUs is incorrect or is not

found. The EEC goes to the soft alternate mode. Another
name for this condition is the soft reversionary mode. In
this mode the EEC makes a mach number thrust rating
from this data:
- Total air temperature (TAT)
- Standard day temperature
- Last valid value of delta temperature from standard
day temperature.
- The EEC goes to the hard alternate or reversionary
mode when these conditions occur:
- The EEC is in the soft alternate mode
- Push the EEC switch in, to the off position
- Move the thrust lever to idle.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
If one EEC is in the normal mode, and the other EEC is

in the soft alternate mode, it can cause thrust lever
stagger. When this condition occurs, the pilots may place
both engine EECs in the hard alternate mode. When both
EECs are in the hard alternate mode, it prevents throttle
lever stagger.
In this mode the EEC makes a mach number thrust rating

from this data:
- Calculates a mach number thrust rating estimate

from an electronic pressure and altitude table
- Calculates a standard day delta temperature equal
to the rating corner point temperature.
Control Display Units

The control display units (CDUs) show the faults and
other maintenance information for the engine. The CDUs
also control ground tests for each engine system to find
and isolate faults.
See chapter 77-00 for more on on CDU BITE operation.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
yhpw.yhp. 10-62044-001
ENGINE 1
MAINT BITE INDEX 1/1
CHANNEL CHANNEL
A CCDL B < FMCS ENGINE >
< DFCS APU >
< AT FQIS >
EEC < ADIRS
< CDS
< INDEX
INIT
RTE CLB CRZ DES
BRT
REF
CDS/DEU
1 OR 2 FMC DIR DEP EXEC
INTC LEGS ARR H OLD PROG
N1
LIMIT FIX A B C D E
PREV NEXT
PAGE PAGE F G H I J
1 ENGINE 2 1 2 3 K L M N O
4 5 6 P Q R S T
REVERSER REVERSER
7 8 9 U V W X Y
EEC EEC 0 +/ - Z DEL / CLR
ON ON CONTROL DISPLAY UNIT (CDU)

ENGINE ENGINE
CONTROL CONTROL
ALTN ALTN
AFT OVERHEAD yyp-233a3203-1
PANEL (P5-68)
73-21-00-017
B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
NORMAL MODE - ADIRU inputs are used for thrust

calculations
SOFT ALTERNATE MODE - Loss of ADIRU inputs dont

change N1, the last input data from the ADIRUs are
used.
HARD ALTERNATE MODE - A hot day calculation is set

when ADIRU does not give correct mach number and PT.
Engine certified thrust may be exceeded at takeoff, this is
an MEL item.Throttle stagger may occur when only one
engine is in the ALT mode and the other is in normal
mode operation. Use the operations manual for non-
normal procedures.

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
HARD ALTERNATE MODE Loose PT signal The EEC HARD ALTERNATE MODE
(OAT < RATED TEMP.) substitutes the rated (OAT < RATED TEMP.)
temperature for NORMAL MODE
T ambient (SOFT ALTER-
NATE MODE)
NORMAL MODE
(SOFT ALTER-
NATE MODE)
HARD ALTERNATE
MODE (OAT> RATED
TEMP.)
N1 THRUST
D
NO
MAN
E
RM
COM OD
M
AL
N1 L
MA
MO
R
NO
DE
TRA
HARD ALTERNATE REV FWD
MODE (OAT> RATED
TEMP.)
N1 REV N1 IDLE N1 N1 N1 T.O.

CONT. CLIMB

B737-600, -700, -800, -900, -BBJ/ALL 73-21-00 Jan 99
EFG
THRUST LEVER INTERLOCK SOLENOIDS
General Functional Description

The thrust lever interlock solenoids energize to permit Each solenoid connects to both channels of the EEC.
further movement of the reverse thrust levers during a The EEC receives the T/R translating sleeves position
T/R deploy operation. If the thrust lever interlock data from the LVDT of each sleeve. When the sleeves
solenoid does not energize, you can not move the are at more than 60% of deploy, the EEC energizes the
reverse thrust lever and increase reverse thrust. The solenoid. The solenoid retracts the interlock latch which
solenoids energize when the T/R sleeves are 60% of locks the motion of the reverse thrust lever.
travel to the full deploy position. Each EEC controls one
of the solenoids.
See section 78-34 for more information on the thrust

reverser control.
Thrust Lever Interlock Solenoids

There are two thrust lever interlock solenoids, one for
each thrust lever. They are a rotary solenoid type.
Each thrust lever interlock solenoid operates a latch
through a rod. When you move a reverse thrust lever to
the DEPLOY position, a contour on the brake
mechanism catches the latch. This stops the rotation of
the brake mechanism and limits the motion of the
reverse thrust lever. Thus, the reverse thrust lever
moves enough to operate switches to command the
thrust reverser deployment. When the EEC energizes
the thrust lever interlock solenoid, the latch disengages.
This permits the motion of the reverse thrust lever
towards the full reverse thrust position.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 76-00-00 Page 202
Jan 99
EFG
28V DC
BATTERY
BUS RIGHT
T/R INLK 60 % SLEEVE
DEPLOY LVDT
P6 CIRCUIT
BREAKER PANEL CHANNEL A
REVERSE THRUST LEVER

(IN THE STOW POSITION)
RIGHT
60 % SLEEVE
DEPLOY LVDT
CHANNEL B
EEC THRUST
REVERSER
THRUST LEVER
wymt-f76-00-0008
INTERLOCK SOLE
THRUST LEVER
INTERLOCK SOLENOID
INTERLOCK LATCH wymt-f76-00-0003-a(m)
76-00-00.060 THRUST LEVER INTERLOCK SOLENOIDS

B737-600, -700, -800, -900, -BBJ/ALL 76-00-00 Jan 99
EFG

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
EFG
AIR SYSTEM

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
AIR
EFG
AIR SYSTEM
Identification (1.A.a) Abbreviations and Acronyms

The engine air systems consist of the following: CDS/DEU common display system/display electronic
- Turbine clearance. unit
- Compressor airflow. EEC electronic engine control
EGT exhaust gas temperature
Turbine Clearance Control HMU hydromechanical unit
The engine air system adjusts the clearances between HPC high pressure compressor
the high pressure turbine (HPT) blades and shroud, and HPT high pressure turbine
the low pressure turbine (LPT) blades and shroud. HPTACC high pressure turbine active clearance
Usually, the engine air system decreases the clearance control
between the rotors and the turbine case. This helps the LPC low pressure compressor
engine use less fuel. The engine air system also LPT low pressure turbine
increases the clearance between the high pressure LPTACC low pressure turbine active clearance
turbine blades and shroud during some power conditions. control
This makes sure the HPT blades tips do not rub against LVDT linear variable differential transducer
the case. P0 aircraft static air pressure
PT aircraft total air pressure
Compressor Airflow Control RVDT rotary variable differential transducer
The engine air system adjusts the low pressure TAT aircraft total air temperature
compressor (LPC) and the high pressure compressor TBV transient bleed valve
(HPC) airflows for all power conditions. These TRA thrust lever resolver angle
adjustments prevent an engine stall. T3 compressor discharge air temperature
T25 HPC inlet air temperature
VBV variable bleed valve
VSV variable stator vanes

B737-600, -700, -800, -900, -BBJ/ALL 75-00-00 Jan 99
AIR
EFG
ENGINE AIR
COMPRESSOR AIRFLOW TURBINE CLEARANCE

CONTROL CONTROL
75-00-00- AIR SYSTEM

010.TIF

B737-600, -700, -800, -900, -BBJ/ALL 75-00-00 Jan 99
AIR
EFG
AIR SYSTEM uses the HMU to control the position of the LPTACC
valve. The HMU sends servo fuel pressure to move the
Identification (1.A.a) LPTACC valve actuator. The LPTACC actuator sends
Turbine clearance air systems are: electrical position data to the EEC for closed-loop control.
- High Pressure Turbine Active Clearance Control The VSV system controls the high pressure compressor
(HPTACC) (HPC) inlet airflow. The VSV system gives the correct
- Low Pressure Turbine Active Clearance Control quantity of air to the HPC. The EEC uses the HMU to
(LPTACC) control the VSV system. The HMU sends servo fuel
pressure to move two VSV actuators. The two actuators
Compressor airflow systems are: move the variable stator vanes. Each actuator sends
- Transient Bleed Valve (TBV). electrical position data to the EEC for closed-loop control.
- Variable Stator Vanes (VSV). The VBV system controls the low pressure compressor
- Variable Bleed Valves (VSV). (LPC) discharge airflow. The VBV system bleeds the
LPC air out into the secondary airflow. The EEC uses the
Purpose (1.B.a) HMU to control the VBV system. The HMU sends servo
Adjust clearances between rotor and shroud to improve fuel pressure to move two VBV actuators. The actuators
fuel consumption and control airflow through the cause the HPC discharge air bleed to the secondary
compressors to improve stall margin. airflow. Each actuator sends an electrical position data to
the EEC for closed-loop control.
Operation (2.C.c)
The HPTACC system controls the 4th-stage air and the The TBV sends HPC 9th-stage air to the low pressure
9th-stage air to the high pressure turbine (HPT) shroud turbine stage 1 nozzles for these two conditions:
support. The air flows through an HPTACC valve. The - Engine start
EEC uses the HMU to control the position of the HPTCC - Engine acceleration.
valve. The HMU sends servo fuel pressure to move the
HPTACC valve actuator. The HPTACC actuator sends The EEC uses the HMU to control the TBV system. The
electrical position data to the EEC for closed-loop control. HMU sends a servo fuel pressure to move the TBV
The LPTACC system controls the amount of fan actuator. The transient bleed valve sends an electrical
discharge air that goes to the low pressure turbine (LPT) position data to the EEC for closed-loop control.
case. The air flows through the LPTACC valve. The EEC

B737-600, -700, -800, -900, -BBJ/ALL 75-00-00 Jan 99
AIR
EFG
CDS/DEU
EEC
HPTACC VALVE
VBV ACTUATOR (2)
HMU
LPTACC VALVE
TRANSIENT BLEED VALVE
VSV ACTUATOR (2)
75-00-00-020.TIF AIR SYSTEMS

B737-600, -700, -800, -900, -BBJ/ALL 75-00-00 Jan 99
AIR
EFG
VARIABLE STATOR VANE (VSV) SYSTEM
The variable stator vane (VSV) system consists of:
- Two VSV actuators.
- Two bellcrank assemblies.
- Four actuation rings (not shown).
- The variable inlet guide vanes (IGV).
- The stage 1, 2, & 3 variable stator vanes.
Purpose (1.B.c)
Controls the angular position of the variable stator vanes
to adjust airflow in the high pressure compressor (HPC).
This increases compressor efficiency and stall margin.
Operation (2.C.c)
The electronic engine control (EEC) uses airplane and
engine data to schedule an angular position for the
variable stator vanes. The electrical signal from the EEC
moves a servo valve inside the hydromechanical unit
(HMU). HMU servo fuel pressure moves the two
actuators. The two actuators move the two bellcrank
assemblies which move the four actuation rings. The
four actuation rings move the variable stator vanes to the
required angular position.
The EEC monitors VSV system position through two

linear variable differential transducers (LVDT).
Page 210
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 75-31-00 Jan 99
AIR
EFG
ACTUATION RINGS (4) RIGHT VSV

ACTUATOR
FWD
FWD
RIGHT BELLCRANK
LEFT VSV LEFT BELLCRANK ASSEMBLY
ACTUATOR ASSEMBLY
75-31-00- VSV SYSTEM

020.TIF

B737-600, -700, -800, -900, -BBJ/ALL 75-31-00 Jan 99
AIR
EFG
VARIABLE STATOR VANE ACTUATOR
Two hydraulically operated, interchangeable variable
stator vane (VSV) actuators are mounted to bellcrank
assemblies of the high pressure compressor (HPC)
forward stator case at the 2 and 8 o'clock positions.
Each actuator consists of a linear variable differential
transducer (LVDT), a rod port, a head port and a fuel
drain port.
Purpose (1.B.c)
The VSV actuators provide the hydraulic force required
to move the variable stator vanes.

B737-600, -700, -800, -900, -BBJ/ALL 75-31-00 Jan 99
AIR
EFG
LVDT CONNECTOR
DRAIN PORT
HEAD PORT ROD PORT
75-31-00-030.TIF VARIABLE STATOR VANE ACTUATOR

B737-600, -700, -800, -900, -BBJ/ALL 75-31-00 Jan 99
AIR
EFG
VARIABLE STATOR VANE ACTUATOR
Operation (2.C.c)
Fuel pressure from the hydromechanical unit (HMU) is
delivered to either the head or rod ports of each
actuator. The port that receives the greater pressure will
determine the direction of movement. The amount of
pressure will determine the travel distance. Pressure to
the "head" side of the actuator will cause the vanes to
move towards the closed, or low-power position.
Inversely, pressure to the "rod" side of the actuator will
cause the vanes to move towards the open, or high-
power position.

The linear variable differential transducers (LVDT)
provide actual variable stator vane (VSV) position
feedback to the electronic engine control (EEC) channels
A and B.

B737-600, -700, -800, -900, -BBJ/ALL 75-31-00 Jan 99
AIR
EFG
VSV POSITION CDS/DEU
P0
N2
T2.5
CHANNEL A EEC
CHANNEL B
LEFT VSV ACTUATOR
HMU
RIGHT VSV ACTUATOR
SERVO FUEL SUPPLY

SERVO FUEL RETURN
75-31-00-040.TIF VARIABLE STATOR VANE ACTUATOR

B737-600, -700, -800, -900, -BBJ/ALL 75-31-00 Jan 99
AIR
EFG
VARIABLE BLEED VALVE (VBV) SYSTEM
The variable bleed valve (VBV) system is located around
the fan frame hub and consists of the following
components:
- Two VBV actuators.
- Actuation Ring
- Ten bleed doors and two master bleed doors.
The two actuators are connected to the actuation ring

which is connected to the twelve bleed doors.
Purpose (1.B.c)
Controls the discharge of low pressure compressor
(LPC) air to the secondary airflow to prevent stalls,
reduce water and foreign object damage (FOD) ingestion
into the high pressure compressor (HPC).
Operation (2.C.c)
engine data to schedule an angular position for the
variable bleed valves. The electrical signal from the EEC
(HMU). HMU servo fuel pressure moves the two
actuators. The two actuators move the actuation ring
which moves to the twelve VBV doors.
The EEC monitors VBV system position through two

linear variable differential transducers (LVDT).
Page 216
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 75-32-00 Jan 99
AIR
EFG
HMU
EEC
VBV DOOR VBV
ACTUATOR
75-32-00-
VBV SYSTEM
010.TIF

B737-600, -700, -800, -900, -BBJ/ALL 75-32-00 Jan 99
AIR
EFG
VARIABLE BLEED VALVE ACTUATOR Functional Description (3.D.c)
The LVDTs provide actual VBV position feedback to the
Identification (1.A.c) electronic engine control (EEC) channels A and B.
Two hydraulically operated, interchangeable variable
bleed valve (VBV) actuators are mounted to actuation
brackets that are attached to the rear face of the fan
frame inner diameter at the 4 and 10 o'clock positions.
Each actuator consists of a linear variable differential
transducer (LVDT), two fuel connections and one
electrical connector.
Purpose (1.B.c)
The VBV actuators provide the hydraulic force required
to move the actuation ring and twelve bleed valve doors
that circle the fan frame.
Operation (2.C.c)
Fuel pressure from the hydromechanical unit (HMU) is
delivered to either the head or rod ports of each actuator.
The port that receives the greater pressure will determine
the direction of movement. The amount of pressure will
determine the travel distance. Pressure to the "head"
side of the actuator will cause the system bleed doors to
move towards the open, or low-power position.
Inversely, pressure to the "rod" side of the actuator will
cause the system bleed doors to move towards the
closed, or high-power position.

B737-600, -700, -800, -900, -BBJ/ALL 75-32-00 Jan 99
AIR
EFG
FUEL MOUNT
FLANGE
LVDT
CONNECTOR
75-32-00-
VARIABLE BLEED VALVE ACTUATOR (TYPICAL)
030.TIF

B737-600, -700, -800, -900, -BBJ/ALL 75-32-00 Jan 99
AIR
EFG
VARIABLE BLEED VALVE DOORS
There are twelve variable bleed valve (VBV) doors. Each
door connects to the actuation ring through a bellcrank.
The two doors nearest the VBV actuators are
interchangeable master doors and have a longer
bellcrank to connect to the clevis of the actuator.
Purpose (1.B.c)
The VBV control the quantity of low pressure compressor
(LPC) air that goes into the secondary airflow.
Operation (2.C.c)
When the VBV actuators move the actuation ring the
VBV doors open or close.

B737-600, -700, -800, -900, -BBJ/ALL 75-32-00 Jan 99
AIR
EFG
VBV DOOR
(10)
BELLCRANK
MASTER VBV
DOOR (2)
CLEVIS ROD
ACTUATION
RING
BELLCRANK
75-32-00- VBV DOORS

031.TIF

B737-600, -700, -800, -900, -BBJ/ALL 75-32-00 Jan 99
AIR
EFG
TRANSIENT BLEED VALVE (TBV) SYSTEM
The transient bleed valve (TBV) system consists of the
following:
- TBV valve.
- TBV manifold.
Purpose (1.B.c)
The TBV system increases high pressure compressor
(HPC) stall margin during engine start and during
acceleration.

B737-600, -700, -800, -900, -BBJ/ALL 75-23-00 Jan 99
AIR
EFG
TBV MANIFOLD TBV VALVE
FWD
75-23-00-020.TIF
TRANSIENT BLEED VALVE SYSTEM
B737-600, -700, -800, -900, -BBJ/ALL 75-23-00 Jan 99
AIR
EFG
TRANSIENT BLEED VALVE (TBV) SYSTEM
Operation (2.C.c)
engine data to schedule the position of the transient
bleed valve (TBV). The electrical signal from the EEC
(HMU). HMU servo fuel pressure moves the actuator
open or closed. Ninth stage air goes to the stage 1 low
pressure turbine (LPT) nozzles though the TBV manifold.
The EEC monitors TBV system position through two

switches (channel A and channel B).

B737-600, -700, -800, -900, -BBJ/ALL 75-23-00 Jan 99
AIR
EFG
9TH STAGE CDS/DEU
BLEED AIR VALVE POSITION
N2
TO LPT
STAGE 1 EEC
NOZZLE
CHANNEL A HMU
FWD CHANNEL B
SERVO FUEL SUPPLY

SERVO FUEL RETURN
75-23-00-
TRANSIENT BLEED VALVE SYSTEM
040.TIF

B737-600, -700, -800, -900, -BBJ/ALL 75-23-00 Jan 99
AIR
EFG
TRANSIENT BLEED VALVE (TBV)
The transient bleed valve (TBV) is a two position, fuel
actuated butterfly valve that consists of:
- An actuator body.
- A ninth stage air butterfly valve body.
- Two LVDT electrical connectors.
- A thermal shield.
- A fuel manifold mount flange.
The valve is located at the 6 o'clock position of the high

pressure turbine (HPT) case.
Purpose (1.B.c)
The TBV controls the quantity of 9th stage air that goes
into the stage 1 low pressure turbine (LPT) nozzles.
Operation (2.C.c)
The TBV operational actuation is as follows;
- Start ............................................... open
- Idle ................................................. closed
- Accel from idle to 76% - 80% N2 ... open
- Above 80% ..................................... closed

B737-600, -700, -800, -900, -BBJ/ALL 75-23-00 Jan 99
AIR
EFG
9TH STAGE AIR

BUTTERFLY
VALVE BODY
THERMAL
SHIELD
ACTUATOR BODY
FUEL MANIFOLD
MOUNT FLANGE
FWD
TBV MANIFOLD SWITCH
CONNECTORS
75-23-00-030.TIF
TRANSIENT BLEED VALVE
B737-600, -700, -800, -900, -BBJ/ALL 75-23-00 Jan 99
AIR
EFG
HIGH PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL
(HPTACC) system consists of a HPTACC valve, 9th
stage bleed air duct and the HPTACC manifold. The
components are located on the right hand side of the
core module and surround the high pressure turbine
(HPT) case.
Purpose (1.B.c)
Improve specific fuel consumption (SFC) for all engine
operating conditions.

B737-600, -700, -800, -900, -BBJ/ALL 75-21-00 Jan 99
AIR
EFG
9TH STAGE BLEED

AIR DUCT
HPTACC MANIFOLD HPTACC VALVE
75-21-00-
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL
020.TIF

B737-600, -700, -800, -900, -BBJ/ALL 75-21-00 Jan 99
AIR
EFG
HIGH PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL
Operation (2.C.c)
The electronic engine control (EEC) sends a signal to the
electrohydraulic servo valve (EHSV) of the
hydromechanical unit (HMU) to hydraulically control the
high pressure turbine active clearance control (HPTACC)
valve. The valve regulates 4th and 9th stage airflows to
the high pressure turbine (HPT) shroud support. The
expansion or contraction of the support positions the
HPT shroud in relationship to the HPT rotor. The tighter
the clearances between shroud and rotor the greater the
improvement in specific fuel consumption (SFC).

B737-600, -700, -800, -900, -BBJ/ALL 75-21-00 Jan 99
AIR
EFG
VALVE POSITION CDS/DEU
P0
9TH STAGE TAT
BLEED AIR N2
T2.5
T3
HPTACC SENSOR
EEC
CHANNEL A
CHANNEL B
TO THE 12:00
PORT OF THE
HPT SHROUD
SUPPORT
4TH STAGE
BLEED AIR
HMU
TO THE 6:00
PORT OF THE
HPT SHROUD FWD
SUPPORT
SERVO FUEL SUPPLY

SERVO FUEL RETURN
77-21-00-040.TIF HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL
B737-600, -700, -800, -900, -BBJ/ALL 75-21-00 Jan 99
AIR
EFG
HPTACC VALVE
(HPTACC) valve is mounted at 9 o'clock position of the
high pressure compressor (HPC) the HPTACC valve is a
fuel and, gear operated sequence valve that consists of
the following:
- A ninth stage air valve body.
- A fourth stage air valve body.
- One actuator for both valves.
- Two linear variable differential transducer (LVDT)
connectors.
- A fuel manifold mount flange.
- A fourth stage air inlet duct.
Purpose (1.B.c)
The HPTACC controls the quantity and the ratio of 9th
stage bleed air and 4th stage bleed air that goes through
the HPTACC manifold to the high pressure turbine (HPT)
shroud support.

B737-600, -700, -800, -900, -BBJ/ALL 75-21-00 Jan 99
AIR
EFG
9TH STAGE AIR

ELECTRICAL
VALVE BODY
CONNECTORS
ACTUATOR
HPTACC MANIFOLD FUEL MANIFOLD

MOUNT FLANGE
4TH STAGE AIR 4TH STAGE

VALVE BODY AIR INLET
DUCT
75-21-00-030.TIF HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL VALVE

B737-600, -700, -800, -900, -BBJ/ALL 75-21-00 Jan 99
AIR
EFG
HPTACC VALVE 9th stage and 4th stage air ration to accurately
adjust HPT clearance.
Operation (2.C.c)
Hydromechanical Unit (HMU) fuel pressure moves the - Full 4th stage: the actuator is fully extended. The
actuator in the high pressure turbine active clearance 9th stage valve is fully closed. The 4th stage valve
control (HPTACC) valve. Two linear variable differential is fully open. HPT clearance is minimum.
transducers (LVDT) one for channel A and one for
channel B in the actuator provide valve position to the
electronic engine control (EEC).

There are five HPTACC valve modes:
- Engine Off, No Air: the actuator is fully retracted.
The 4th stage butterfly valve and the 9th stage
butterfly valve are closed. This is the fail safe
position in case of EEC or HMU malfunction.
- High flow 9th stage: the EEC sets the actuator at

22 percent of extension. The 9th stage valve if fully
open. The 4th stage valve is fully closed. High
pressure turbine (HPT) clearance is maximum.
- Low flow 9th stage: the EEC sets the actuator at 42

percent of extension. The 9th stage valve lets a low
flow of air go to the HPT shroud support. The 4th
stage valve is fully closed. HPT clearance is high.
- Mixed: the EEC calculates an actuator position

between 43 percent and 99 percent. This sets the

B737-600, -700, -800, -900, -BBJ/ALL 75-21-00 Jan 99
AIR
EFG 9TH STAGE BLEED
AIR
9TH STAGE BLEED

AIR DUCT
4TH STAGE HPT SHROUD

BLEED AIR SUPPORT
HPTACC VALVE
HPTACC MANIFOLD
HPT ROTOR
BLADES
75-21-00-010.TIF
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL VALVE
B737-600, -700, -800, -900, -BBJ/ALL 75-21-00 Jan 99
AIR
EFG
LOW PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL
The low pressure turbine active clearance control
(LPTACC) system consists of a LPTACC valve, air duct
and manifold. The components are located on the right
hand side of the core module at the 4 o'clock position
and run aft to surround the low pressure turbine (LPT)
case.
Purpose (1.B.c)
Improve specific fuel consumption (SFC) for all engine
operating conditions.

B737-600, -700, -800, -900, -BBJ/ALL 75-22-00 Jan 99
AIR
EFG
LPTACC
MANIFOLD
LPTACC
AIR DUCT
LPTACC
VALVE
75-22-00-
LPT ACTIVE CLEARANCE CONTROL
020.TIF

B737-600, -700, -800, -900, -BBJ/ALL 75-22-00 Jan 99
AIR
EFG
LOW PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL
Operation (2.C.c)
The electronic engine control (EEC) sends a signal to the
electrohydraulic servo valve (EHSV) of the
hydromechanical unit (HMU) to hydraulically control the
low pressure turbine active clearance control (LPTACC)
valve. The valve regulates fan discharge air to the low
pressure turbine (LPT) case. The expansion or
contraction of the case positions the LPT rotor shrouds in
relationship to the LPT rotor. The tighter the clearances
between shroud and rotor the greater the improvement in
specific fuel consumption (SFC).

B737-600, -700, -800, -900, -BBJ/ALL 75-22-00 Jan 99
AIR
EFG
FAN DISCHARGE AIR

LPTACC
MANIFOLD
LPTACC VALVE
LPTACC
AIR DUCT
75-22-00- LPT ACTIVE CLEARANCE CONTROL

010.TIF

B737-600, -700, -800, -900, -BBJ/ALL 75-22-00 Jan 99
AIR
EFG
LPTACC VALVE
Mounted at 4 o'clock of the high pressure compressor
(HPC) the low pressure turbine active clearance control
(LPTACC) valve is a fuel operated modulating valve that
consists of the following:
- Valve body.
- Rotary variable differential transducer (RVDT)
housing.
- Two RVDT connectors.
- Fuel manifold mount flange.
- Actuator.
- Butterfly valve.
Purpose (1.B.c)
The LPTACC controls the quantity of fan discharge air
that goes through the LPTACC manifold to the LPT case.

B737-600, -700, -800, -900, -BBJ/ALL 75-22-00 Jan 99
AIR
EFG
FUEL MANIFOLD
LPTACC AIR
MOUNT FLANGE
DUCT (REF)
VALVE BODY
FAN
DISCHARGE
LPTACC AIR
VALVE AIR TO
LPT CASE
RVDT
ELECTRICAL HOUSING
CONNECTORS
75-22-00- LPT ACTIVE CLEARANCE CONTROL VALVE

030.TIF

B737-600, -700, -800, -900, -BBJ/ALL 75-22-00 Jan 99
AIR
EFG
LPTACC VALVE
Operation (2.C.c)
The electronic engine control (EEC) uses the following
data to schedule the fan discharge air butterfly position:
- Total air pressure (PT).
- Ambient pressure (P0).
- Total air temperature (TAT).
- N1 speed.
- Exhaust gas temperature (T4.95).
Hydromechanical unit (HMU) fuel pressure moves the

actuator in the low pressure turbine active clearance
control (LPTACC) valve. Two rotary variable differential
transducers (RVDT) one for channel A and one for
channel B in the actuator provide valve position to the
EEC.

B737-600, -700, -800, -900, -BBJ/ALL 75-22-00 Jan 99
AIR
EFG
VALVE POSITION
CDS/DEU
PT
PO
TAT
N1
EGT
SERVO FUEL SUPPLY
EEC
SERVO FUEL RETURN
FAN AIR
DISCHARGE
TO THE
LPTACC
MANIFOLD
CHANNEL B
HMU
CHANNEL A
75-22-00-040.TIF LPT ACTIVE CLEARANCE CONTROL VALVE

B737-600, -700, -800, -900, -BBJ/ALL 75-22-00 Jan 99
AIR
EFG

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
AIR
EFG
OIL SYSTEM

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
OIL
EFG
OIL SYSTEM
The subsystems of the oil system are:
- storage.
- distribution.
- indicating.
Purpose (1.B.a)
The system distributes lubricating oil to the engine
bearings and gears, to provide cooling and cleaning.

B737-600, -700, -800, -900, -BBJ/ALL 79-00-00 Jan 99
OIL
EFG
ENGINE OIL
STORAGE DISTRIBUTION INDICATING
79-00-00-010.TIF OIL SYSTEM

B737-600, -700, -800, -900, -BBJ/ALL 79-00-00 Jan 99
OIL
EFG
OIL DISTRIBUTION
The oil distribution system consists of the following
circuits:
- Supply.
- Scavenge.
- Vent.
Purpose (1.B.b)
The supply circuit sends oil to lubricate the bearings and
gears. The scavenge circuit takes oil from the engine.
The vent circuit balances internal air pressures in the oil
system.
Operation (2.C.b)
Oil from the tank goes to the lubrication unit through an
anti-leakage valve. After the oil is pressurized and
filtered it goes to the engine. Oil returns from the engine
through the lubrication unit. From the lubrication unit oil
goes to the scavenge oil filter and then to the main fuel/
oil heat exchanger. The oil is then returned to the oil
tank.
Any unwanted air pressure in the oil system is vented

overboard through the vent system.

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
ANTI-LEAKAGE
VALVE
ENGINE ENGINE
FORWARD AFT
SUMP SUMP
VENT
AIR MAIN FUEL/OIL
SUPPLY OIL TANK HEAT EXCHANGER
OIL
TGB FILTER
AGB
SCAVENGE OIL FILTER

LUBRICATION UNIT
SUPPLY
SCAVENGE
VENT
79-20-00-010.TIF
OIL DISTRIBUTION
Page 249
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
OIL TANK Functional Description (3.D.b)
During operation the normal servicing level of the oil will
Identification (1.A.b) decease as engine RPM increases. The pressurization
The 23.26 quart capacity oil tank is an aluminum portion of the system creates a "gulping" effect upon the
constructed container with a fire retardant coating. It oil quantity level within the tank.
consists of the following:
- A mount pad for an oil quantity transmitter. At engine start the oil level may decrease as much as 1
- A gravity fill port. gallon (4 liters). At takeoff power the oil level can
- A locking handle. decrease as much as 0.5 gallons (2 liters) more. This oil
- An oil scupper with drain line. is partially recovered during engine deceleration and
- Pressure service ports. completely recovered (minus oil consumption) upon
- An oil level sight gage. engine shutdown.
- A drain plug.
The tank is mounted at the 3:00 position of the aft fan

case.
Purpose (1.B.b)
The purpose of the oil tank is to serve as the engine oil
reservoir. It stores the engine oil and delivers the oil to
the engine lubrication unit. The tank also removes air
from the returning scavenge oil.
Operation (2.C.b)
Lubrication oil from the tank is gravity fed to the inlet of
the lubrication unit. Scavenge oil enters the top of the oil
tank through an air/oil separator. The oil accumulates in
baffled main chambers where the oil level is sensed by
the oil quantity transmitter.

B737-600, -700, -800, -900, -BBJ/ALL 79-10-00 Jan 99
OIL
EFG
GRAVITY
OIL QUANTITY FILL PORT
TRANSMITTER
OIL SCUPPER
LOCKING
HANDLE
DRAIN LINE
PRESSURE SERVICING
PORTS
OIL LEVEL SIGHT
GAGE
FWD
DRAIN PLUG
79-10-00-010.TIF OIL TANK

Page 251
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 79-10-00 Jan 99
OIL
EFG
OIL TANK SERVICING Pressurizing and return lines are attached to "fill"
and "overfill" ports located on the front, right-hand
Identification (2.A.b) side of the tank. Oil from the unit is then pumped
The oil tank is fully serviced when the oil level is at the into the tank through the fill port. By means of a
22.1 US qts. (20.09 L) level. The tank can be serviced stand pipe within the tank, oil will return to the
manually or with a remote pressure servicing unit. servicing unit through the overfill port, indicating that
the tank has been properly filled.
Purpose (2.B.b)
The purpose of servicing is to insure that the engine has - Gravity filling of the tank is accomplished through a
a sufficient amount of oil to sustain normal operation. manual, self sealing fill cap. Within 5 minutes, but
no later than 30 minutes after engine shutdown, the
Maintenance Practices (2.E.b) fill cap is opened and oil is poured directly from
The following is a summarization of the maintenance individual containers into the tank.
practices required for CFM56-7 oil tank servicing. This is
only a summarization and still requires the use of the The tank externally mounted sight glass gauge on
aircraft maintenance manual (AMM) for detailed the front, right-hand side of the tank is designed as
information that is critical to this procedure. a fast and easy visual inspection device. The tank
is considered fully serviced when the oil level within
An insufficient quantity of oil can cause overheating of the tank reaches the shaded area of the sight glass.
bearing sumps, followed by subsequent bearing failure.
When servicing the oil tank do not mix brands of oil. This
could cause the potential for engine damage. Part II of
the Aircraft Maintenance Manual provides information on
approved brands of engine oil.
The oil tank is serviced with approved oil by one of two

methods, pressure filling and gravity filling.
- Pressure filling of the tank is accomplished by
means of an external oil servicing unit.

B737-600, -700, -800, -900, -BBJ/ALL 79-10-00 Jan 99
OIL
EFG
OIL TANK
ACCESS DOOR
GRAVITY FILL PORT
SIGHT GLASS
PRESSURE SERVICING PORTS
DRAIN
LINE
OIL TANK SERVICING

79-10-00-020.TIF

B737-600, -700, -800, -900, -BBJ/ALL 79-10-00 Jan 99
OIL
EFG
ANTI-LEAKAGE VALVE
The anti-leakage valve is a pressure actuated, normally
spring loaded closed valve. The valve is mounted to the fan
frame at the 6 o'clock position in-line with the tube running
from the oil tank to the lubrication unit.
Purpose (1.B.b)
The anti-leakage valve prevents oil leakage when the oil
tube from the oil tank is removed and upon engine
shutdown to counter any siphon effect on the oil tank.
Operation (2.C.b)
During engine operation, oil pressure from the rear sump
supply line holds the anti-leakage valve open. When the
engine is shut down, spring tension closes the valve.

B737-600, -700, -800, -900, -BBJ/ALL 79-30-00 Jan 99
OIL
EFG
TO THE
LUBRICATION UNIT
FROM THE
OIL TANK
PRESSURE CONNECTION
FROM THE REAR SUMP
OIL SUPPLY LINE
79-20-00-080.TIF ANTI-LEAKAGE VALVE

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
LUBRICATION UNIT
The lubrication unit consists of the following:
- Oil supply pump (1).
- Supply oil filter.
- Supply oil filter bypass valve.
- Pop-out indicator.
- Pressure relief valve.
- Oil scavenge pump (3).
- Chip detector (3).
The unit is mount by a V-band clamp to the rear face of

the accessory gearbox, at the 6 o'clock position.
Purpose (1.B.b)
The lubrication unit delivers oil under pressure to the
engine bearings and gears, and then recovers the oil for
reuse.
Operation (2.C.b)
The lubrication unit shaft is driven by the accessory
gearbox and will provide oil flow any time the core engine
is turning. Output pressure is not controlled by the
lubrication unit. As engine speed changes, pressure
changes. If the pressure exceeds the limit, the pressure
relief valve opens and sends the oil into the inlet of the
AGB/TGB scavenge pump.

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
SUPPLY OIL FILTER
BYPASS VALVE
POP-OUT INDICATOR
SUPPLY OIL FILTER
CHIP DETECTOR (3)
PRESSURE RELIEF VALVE
ACCESSORY GEARBOX
FWD
OIL SCAVENGE PUMP (3)
OIL SUPPLY FILTER
79-20-00-030.TIF LUBRICATION UNIT

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
OIL SUPPLY FILTER
The supply oil filter is a paper filter cartridge that is
discarded after use. The filter is located inside a housing
that is part of the lubrication unit. At the base of the
housing is a cover and a drain plug.
Purpose (1.B.b)
The filter removes and holds unwanted material from the
supply oil and prevents contamination of the downstream
oil circuit.
Operation (2.C.b)
When the filter clogs, a supply filter bypass valve in the
lubrication unit opens. Before the valve opens a pop-out
indicator (a red button in a sight glass) appears. This
indication signals a maintenance action to change the
filter before actual bypass occurs and contaminates the
oil system.

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG RED
BUTTON RED
IN BUTTON
OUT
SIGHT GLASS
SUPPLY OIL FILTER

(INSIDE THE HOUSING)
DRAIN PLUG
COVER
79-20-00-040.TIF OIL SUPPLY FILTER AND POP-OUT INDICATORS

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00
OIL
Jan 99
EFG
CHIP DETECTOR
There are three chip detectors one for each sump as
follows:
- Forward sump.
- Rear sump.
- AGB &TGB sump.
Each detector consists of a magnet and metallic-mesh

screen and are attached to the inlet of the scavenge
pumps. The chip detector has a spring-loaded and over-
center bayonet locking feature that mates into the
matching housing. A check valve in the housing, is used
to prevent oil loss when the detector is removed.
Purpose (1.B.b)
The detectors is to trap and keep unwanted materials
suspended in the scavenge oil.
Operation (2.C.b)
Scavenge oil flowing from the scavenge pumps flow over
the magnetic pole piece positioned in the center of the
detector. Ferrous particles are attracted to the magnet
while nonferrous material is trapped by the metallic-mesh
screen surrounding the magnet.

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
MAGNET
METALLIC-MESH SCREEN
BAYONET LOCK
REAR SUMP FWD

CHIP DETECTOR FORWARD SUMP
CHIP DETECTOR
AGB/TGB SUMP
CHIP DETECTOR
79-20-00-050.TIF CHIP DETECTOR

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
DEBRIS MONITORING SYSTEM
Identification (1.A.b) Operation (2.C.b)

There are three debris monitoring electrical chip detectors Scavenge oil flowing from the scavenge pumps flow over
one for each sump as follows: the electrical chip detector magnets positioned in the center
- Forward sump. of the detector. Ferrous particles are attracted to the two
- Rear sump. magnetic pickups and when the resistance is:
- AGB &TGB sump. - between 20 ohms and 130 ohms
a chip detected message is sent to the CDU.
Each electrical chip detector consists of two magnetic - less than 20 ohms or greater than 4000 ohms
pickups and are attached to the probe of the electrical DMS is invalid.
chip detector. The electrical chip detector has a spring- - greater than 130 ohms less than 4000 ohms
loaded and over-center bayonet locking feature that no chips are detected by the DMS.
mates into the matching housing. A check valve in the
housing, is used to prevent oil loss when the chip
detectors are removed.
Purpose (1.B.b)
The electrical chip detector is to detect metal particles
suspended in the scavenge oil and to send a message
through three wires to the DPM box. From the DPM box
a single wire transmits the signal to the CDU.

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
ELECTRICAL CHIP DETECTOR
MAGNETIC PICKUPS
TO THE DPM BOX
AGB/TGB SUMP FORWARD SUMP REAR SUMP

ELECTRICAL CHIP ELECTRICAL CHIP ELECTRICAL CHIP
ELECTRICAL CHIP DETECTOR
DETECTOR DETECTOR DETECTOR
ENGINE 1 BITE TEST

INPUT MONITORING 1/1
A OIL SYSTEM
< PEO: 0.0 PSIG

J8-F J8-J < TEO: 50.0 C
B < FILTER BYPASSED: NO
J8-G J8-H
CHIP DETECTED: NO
DMS DETECTORS EEC ENGSW < INDEX

#19
CDU MESSAGE
79-20-00-050.TIF DEBRIS MONITORING SYSTEM

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
OIL SCAVENGE FILTER ASSEMBLY
The scavenge oil filter assembly consists of a disposable
scavenge oil filter, a filter bowl, a body and an oil bypass
valve inside the filter body. The body also contains the
oil filter bypass switch. A locking ratchet lever prevents
rotation of the filter bowl.
The scavenge oil filter is located on the rear face of the

accessory gearbox at the 7 o'clock position.
Purpose (1.B.b)
The scavenge oil filter is used to remove contaminates
form the engine oil prior to it returning to the oil tank.
Operation (2.C.b)
Should the filter element become clogged the oil bypass
valve will open. The differential pressure is monitored by
the bypass switch.

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
OIL FILTER
BYPASS
SWITCH
BODY
LOCKING
RATCHET
LEVER
FWD
FILTER BOWL
FWD
79-20-00-070.TIF
OIL SCAVENGE FILTER ASSEMBLY
B737-600, -700, -800, -900, -BBJ/ALL 79-20-00
OIL
Jan 99
EFG
MAIN FUEL/OIL HEAT EXCHANGER
The main fuel/oil heat exchanger consists of a housing
which contains the exchanger core and a cover that
holds the exchanger core in the housing. Internally there
is an oil bypass valve and a fuel bypass valve.
The exchanger mounts to the fuel pump located at the

8 o'clock position.
Purpose (1.B.b)
The main fuel/oil heat exchanger uses fuel and the
process of convection to decrease the temperature of the
scavenge oil.
Operation (2.C.b)
Fuel from the low pressure side of the fuel pump flows
through the exchanger core. Oil from the scavenge filter
flows around the exchanger core and transfers the heat
of the oil to the fuel. The oil returns to the oil tank and
the fuel returns to the fuel pump.

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG
COVER
HOUSING
FWD
HYDROMECHANICAL FWD
UNIT (REF)
(LOOKING UP)
79-20-00-060.TIF
MAIN FUEL/OIL HEAT EXCHANGER

B737-600, -700, -800, -900, -BBJ/ALL 79-20-00 Jan 99
OIL
EFG

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
OIL
EFG
IGNITION SYSTEM

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
CFMI PROPRIETARY INFORMATION IGNITION
EFG
ELECTRICAL HARNESSES
The engine electrical harnesses consist of the following
wiring bundles:
- J5
- J6
- J7
- J8
- J9
- J10
- J14
- CJ9
- CJ10

B737-600, -700, -800, -900, -BBJ/ALL 73-24-03 Jan 99
EFG
RH SIDE
73-24-03.001.TIF
ELECTRICAL HARNESSES
B737-600, -700, -800, -900, -BBJ/ALL 73-24-03 Jan 99
EFG
IGNITION SYSTEM - INTRODUCTION
General
The ignition systems supply electrical sparks in the
combustion chamber for combustion. Each engine has
two ignition systems that operate independently. The
ignition system usually operates manually. However, the
ignition systems operate automatically when the
electronic engine control (EEC) sees a possible engine
flameout condition.
- You use ignition during these times:
- Ground start
- Takeoff and landings
- In-flight (during heavy turbulence or bad weather)
- In-flight start.
Abbreviations and Acronyms

CDS common display system
CDU control display unit
CONT continuous
FLT flight
FMC flight management computer
GRD ground
IGN ignition
L left
R right
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Page 272
Jan 99
EFG
IGNITION
wyloc-rbf-00-0001 (m)
IN-FLIGHT AND IN-FLIGHT START
wymt-32-00-0001
TAKEOFF AND LANDING
GROUND START
74-00-00-001 IGNITION SYSTEM INTRODUCTION

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Jan 99
EFG
IGNITION SYSTEM
The ignition system is made up of the following items:
- Ignition exciters
- Ignition leads
- Air manifold
- Igniters
Purpose (1.B.a)
The ignition system provides electrical spark required for
combustion of the fuel/air mixture during start and
continuous operation (landing , takeoff, and inclement
weather).
Operation (2.C.a)
Alternating current (AC) power (115 volt ) provided by the
aircraft electrical system is sent to the engine elctronic
control (EEC). The EEC sends the voltage to the ignition
exciters. The exciters convert the voltage to direct
current (DC) and send high energy pulses though the
ignition leads to the igniters.
EEC control of the ignition system is based on flight deck

inputs.

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Jan 99
EFG
START
SWITCH
115V AC
TRANSFER BUS 1 IGNITION
SELECTOR
115V AC SWITCH
STANDBY BUS
CDS/DEU
CONTROL STAND
UPPER
IGNITION 1
RIGHT IGNITER
IGNITION 2
LEFT IGNITER
IGNITION EXCITERS EEC
74-00-00-002.TIF IGNITION SYSTEM

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00
IGNITION
Jan 99
EFG
IGNITION SYSTEM
Operation (2.C.a)
The ignition system will be automatically activated by the
electronic engine control (EEC) when the following
conditions are met:
- The start lever is in the idle position, and
- The EEC sees an engine deceleration (without
command) greater than normal schedule or the core
speed is below 57% N2, and
- The core speed is greater than 40% N2.
The ignition system will be automatically deactivated by

the EEC when the following conditions are met:
- The engine start switches are not in a command
position.
- Thirty seconds after the EEC activates the ignition
system.

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Jan 99
EFG
R
ENGINE
START
CONTROL
TO START BOTH
28V DC VALVE IGN IGN NOTE: ENGINE START CONTROL
L R COIL WILL HOLD START SWITCH IN
L CDS/DEU (2)
GRD POSITION UNTIL 55% N2 RPM.
IGNITION
SELECTOR SWITCH FLT
GRD/CONT
ARINC 429
ENGINE START CONTROL

MONITOR A
IGNITION
LOWER LEAD
IGNITION
CH A EXCITER
LEFT
IGNITER
CH B
ENGINE 1 START MONITOR B
IGNITION
SWITCH UPPER
LEAD
115V AC
ENG 1 IGNITION
TRANSFER IDLE EXCITER
IGN L CH A
BUS
RIGHT
115V AC ENG 1 CUTOFF IGNITER
STANDBY IGN R CH B
BUS
P18-2 ENGINE 1 IGNITION EEC ENGINE 1
SWITCHES
74-00-00-007.TIF IGNITION SYSTEM

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Jan 99
EFG
IGNITION EXCITERS
The ignition exciters consist of two boxes constructed of a
soldered aluminum case, charged with dry air, enclosing
capacitor charging and discharging circuits. The exciters
are located on the aft fan case at the 5:00 position ALF.
Electrical connectors provide aircraft input power (front) to
the exciters and high voltage output power (rear) to the
ignitor plugs.
Purpose (1.B.a)
Provides a 14,000 to 18,000 volts DC output at the rate of
approximately one pulse per second to the igniters.
Operation (2.C.a)
The exciters transform, rectify and store energy in a
capacitor (14.5 - 16 joules). The capacitor discharges
(1.5 joules) sending out an electrical pulse to the ignitor.
Functional Description (3.D.a)

Circuit elements isolate the unit from interference with
aircraft electronics. For safety bleed resistor is provided
to dissipate any residual charge from the capacitor.

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Jan 99
EFG
UPPER
IGNITION
EXCITER
ENGINE RIGHT SIDE
IGNITION 1
TO RIGHT IGNITER
TO LEFT IGNITER
IGNITION 2
SHOCKMOUNT LOWER BOND

FWD
IGNITION JUMPER
EXCITER
74-00-00- IGNITION EXCITERS

005.TIF

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Jan 99
EFG
IGNITION LEADS
The two ignition leads consist of 14 gauge stranded
copper conductor with silicone rubber insulation within a
flexible conduit. The leads run from the ignition exciters
on the fan case, down to the air manifold at the 6 o'clock
position, bottom side of the core engine module, and
connect to the igniters at the combustor case.
Purpose (1.B.a)
The ignition leads deliver high voltage, low energy
electrical pulses from the ignition exciters to the igniters.
Provides a cooling airflow for the lower half of the lead
and the lead to ignitor connection.
Operation (2.C.a)
Booster air supplies the air manifold at 6 o'clock and
flows through an air cooling jacket/conduit discharging
through bleed ports just above the lead to ignitor plug
connection.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Page 280
Jan 99
EFG
IGNITION LEAD
CLAMP
SHROUD
IGNITION EXCITERS
IGNITION LEADS
AIR MANIFOLD
ENGINE (BOTTOM VIEW)
74-00-00-006M1.TIF IGNITION LEADS

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00
IGNITION
Jan 99
EFG
IGNITERS
The two Igniters consist of a center electrode insulated
from the outer shell by aluminum oxide. The igniters are
threaded to a shimmed adapter threaded to the
combustion case and lockwired to a retainer. A smooth
mounting flange on the shank with a nickel gasket
cemented to each side provides an air seal with the
adapter. Located on the right hand side of the
compressor rear frame at the 4 and 8 o'clock positions.
Purpose (1.B.a)
The igniters provide electrical sparks required to start or
maintain combustion.
Operation (2.C.a)
A surface gap at the tip discharges the high voltage, low
energy electrical pulses to produce ignition.

The installed plug is protected from compartment heat by
the attachment of a two piece shroud. Booster air flows
over the plug and under the shrouds, exiting against the
engine case. The shroud halves are attached to the plug
by means of a single hose clamp.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Page 282
Jan 99
EFG
IGNITER IGNITION EXCITERS
WASHER IGNITION LEADS

AIR MANIFOLD
ELECTRODE
ADAPTER
COMBUSTION
CASE
ENGINE (BOTTOM VIEW)
74-00-00-
IGNITERS
006M2.TIF

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00
IGNITION
Jan 99
EFG
IGNITION CONTROL
These components control the engine ignition system:
- Engine start switches.
- Ignition selector switch.
- Start levers.
- Electronic engine control (EEC).
Purpose (1.B.a)
The controls provide an interface to the ignition system.
Operation (2.C.a)
The EEC controls the ignition system based upon inputs
from the flight deck.

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Jan 99
EFG
ENGINE
START
SWITCH
P5
IGNITION
SELECTOR
SWITCH
FLIGHT COMPARTMENT
THRUST LEVERS
(REF)
START LEVERS
FWD
CONTROL STAND
74-00-00-
IGNITION CONTROL
004.TIF

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Jan 99
EFG
IGNITION/START CONTROL Purpose (1.B.a)
The switches provide a control interface and operation of
Identification (1.A.a) the ignition/start system.
There are three selector switch positions for the ignition
system:
- IGN L (left igniter operation).
- IGN R (right igniter operation).
- BOTH (both spark igniters operate).
There are four start switch positions for engine start:

- GRD (ground start).
The start engages and ignition and fuel are
supplied when the start lever is moved to the
IDLE position.
- OFF
No ignition unless the engine electronic control
(EEC) senses a possible flameout condition.
- CONT (continuous ignition).

Selected by the flight crew for takeoff, approach,
landing, and bad weather. Ignition operation is
continuous in this position.
- FLT (flight).
Ignition operation is automatically set to
continuous operation by the EEC.

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Jan 99
EFG
START LEVERS
LEFT IGNITER
RIGHT IGNITER
CONTROL STAND ENGINE 1 RIGHT IGNITER SELECTION, START LEVER UP
LEFT IGNITER
RIGHT IGNITER
ENGINE 1 & 2, LEFT IGNITER SELECTION
LEFT IGNITER
RIGHT IGNITER
ENGINE 1 & 2 CRUISE, NO IGNITION (UNLESS FLAMEOUT)
LEFT IGNITER
ENGINE 1 & 2 FLIGHT, BOTH IGNITERS OPERATE RIGHT IGNITER
74-00-00-
IGNITION/START CONTROL
008.TIF

B737-600, -700, -800, -900, -BBJ/ALL 74-00-00 Jan 99
EFG

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
EFG
START SYSTEM

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
ENGINE STARTING SYSTEM - INTRODUCTION
General
The engine starting system uses pneumatic power to turn
the engines N2 rotor during a start or motor procedure.
Pneumatic power comes from one of these sources:
- APU
- Pneumatic ground equipment
- Opposite engine.
- These components control the engine start system:
- Flight compartment switches
- Display electronics unit (DEU)
- Electronic engine control (EEC).
The engine starting system operates on the ground and
in flight.
Abbreviations & Acronyms

AGB engine accessory gearbox
ALF aft looking forward
AMM airplane maintenance manual
CDS common display system
CDU control display unit
FMCS flight management computer system

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
wym t-f80-00-0002
80-00-00-000
START SYSTEM
B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
START SYSTEM
The start system uses pneumatic power to turn the
engine's N2 rotor during start or motoring procedures.
Pneumatic power comes from the auxilary power unit
(APU), ground power unit (GPU), or running opposite
engine.
Using flight compartment switches, the display

electronics unit (DEU), and the electronic engine control
(EEC) the start system will control the following
components:
- Start valve.
- Starter.
- Pneumatic starter ducts.
Purpose (1.B.a)
The engine start system is used to provide sufficient
torque to accelerate the high pressure system to a speed
at which a combustion light off and self sustaining RPM
occur. Includes cranking the engine for dry/wet motoring
purposes.

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
UPPER PNEUMATIC STARTER
DUCT ASSEMBLY
LOWER PNEUMATIC STARTER

DUCT ASSEMBLY
FWD FWD
START VALVE STARTER EEC
80-00-00-002.TIF
START SYSTEM
B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
START VALVE
The start valve is an electrically controlled, pneumatically
operated butterfly type valve. The two position valve is
normally spring-loaded and air pressure closed. The
valve is located above the starter on the fan case.
Purpose (1.B.a)
Initiates and terminates airflow to the starter turbine.
Operation (2.C.a)
Controlled by the electronic engine control (EEC) using
an aircraft battery bus powered 28 vdc solenoid. When
the solenoid is energized, starter duct pressure is greater
than the spring force and the valve is opened.
Operational air can come from a ground power unit
(GPU), an auxiliary power unit (APU), or another
operating engine.

A small hole in the left fan cowl provides access to the
manual override of the start valve. A 3/8 inch square
drive tool is used to open the valve. A visual indicator on
the side of the valve shows valve position.

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
ELECTRICAL
VALVE BODY LEFT FAN
CONNECTOR
ASSEMBLY COWL (REF)
ACTUATOR
ASSEMBLY
FWD
MANUAL OVERRIDE PLACARD
MANUAL OVERRIDE
WITH VISUAL INDICATOR
80-00-00-004.TIF
START VALVE
B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
STARTER Functional Description (3.D.a)
Oil from the AGB is used to cool and lubricate the clutch,
Identification (1.A.a) gears and bearings of the starter during engine
The starter is a single stage, axial flow, air turbine, operation. A small quantity of oil stays with the starter as
clamped to the accessory gearbox (AGB) forward face at the rest returns to the AGB.
the 8 o'clock adapter pad by a hinged V coupling clamp.
A locator pin is provided between the mounting flange Installation of a new starter requires an addition of a
interfaces in order to accurately position the starter to the small quantity of oil.
engine.
Purpose (1.B.a)
The engine starter is used to accelerate the engine core
from 0% N2 to idle RPM and provides wet/dry motoring
during maintenance practices.
Operation (2.C.a)
The starter is controlled by the electronic engine control
(EEC) triggered start valve. When the EEC signals the
start valve open, airflow passes through the starter
turbine creating rotation. The turbine turns the starter
reduction gears and engages the clutch. The clutch
transmits the torque from the turbine to the output shaft
of the starter. The output shaft turns the gearing within
the accessory gearbox (AGB) drive train and rotates the
core engine.
At 55% N2 the start valve will close and cutoff pneumatic

pressure to the starter. The clutch will disengage the
output shaft which now turns with the AGB gearing.

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
HORIZONTAL
DRIVE SHAFT
LOWER PNEUMATIC
ADAPTER
DUCT ASSEMBLY
COUPLING
COUPLING OUTPUT
SHAFT ENGINE
ACCESSORY
GEARBOX
(AGB)
STARTER
FWD
DRAIN/FILL PORT
(MAGNETIC PLUG)
80-00-00-005.TIF
STARTER
B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
STARTER SERVICING
Maintenance Practices (2.E.a)

The following is a summarization of the maintenance
practices required for CFM56-7 starter servicing. This is
only a summarization and still requires the use of the
aircraft maintenance manual (AMM) for detailed
information that is critical to this procedure.
Servicing of the starter is required only if a new starter

has been installed. A summarization of the servicing
procedure is as follows:
- Safety the aircraft and obtain access to the starter.
- Place a container on the ground under the starter.
- Remove the bayonet type magnetic plug from the

magnetic plug housing on the lower side of starter
and discard the plug seal.
- Install a TEDECO DB-75 adapter and pressure

service the starter using the same approved engine
oil that is used in the accessory gearbox (AGB).
Refer to the AMM to determine the correct amount
of oil required for servicing.
- Remove the adapter and replace the magnetic plug

with a new seal.

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
SEE A
STARTER B
FWD
SAFETY CABLE A
MAGNETIC PLUG
HOUSING
PACKING
STARTER GEAR
HOUSING
TEDECO
SERVICING TOOL MAGNETIC PLUG
FWD
100342M1.TIF STARTER SERVICING

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
START SYSTEM
Operation (2.C.a)
Starting Control
With pneumatic and electrical power available, placing
Electrical power for engine starting control comes from
the engine start switch in the ground (GRD) position
the battery bus. The engine start switch and the DEUs
produces the following action:
control the starting system.
- The electronic engine control (EEC) receives a start
signal.
Indication
- The auxilary power unit (APU) receives an engine
The DEUs use input data to show engine parameters
start signal.
and start valve position on the common display system
- The start valve solenoid energizes and opens the
(CDS).
start valve.
- Pneumatic pressure drive the starter which turns the
Start Switch
engine.
This occurs when you put the engine start switch to the
- At starter cutout speed (55% N2) the engine start
GRD position when electrical and pneumatic power are
switch will automatically return to the OFF position.
available:
- The start valve solenoid deenergizes and the start
- The EEC receives an engine start signal
valve closes.
- The APU electronic control unit receives a signal to
open the APU inlet guide vanes
To start the engine in flight the FLT position is selected.
- The start valve solenoid energizes and the valve
The CONT position provides for continuous ignition.
opens
- The starter clutch engages and the engine N2 rotor
The EEC will protect the engine during start by shutting
turns
off the fuel supply when engine parameters are outside
- A solenoid in the P5 panel energizes to hold the
normal limits during a start.
switch in the GRD position.

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
START SYSTEM
Engine Hot Start
Operation (2.C.a) The EGT digital display flashes when the EEC sees a
possible hot start. If the EGT starting limit is exceeded,
Fuel and Ignition the EEC immediately stops fuel flow and ignition. The
You move the engine start lever to the idle position to EGT digital display continues to flash until you move the
add fuel and ignition during the start. engine start lever to the cutoff position. This system
operates on the ground only.
See chapter 73 for more information on engine fuel
and control. See chapter 74 for more information on Persons who operate engines should know normal
engine ignition. engine starting parameters. They should also know the
maximum and minimum limits for each parameter. The
Starter Cutout engine operator should stop a hot engine start before
At approximately 55 percent N2 this occurs: the EEC does.
- The DEUs remove the electrical ground for the
start switch solenoid In Flight Start
- The engine start switch goes to the OFF position The crew puts the engine start switch to the FLT
- The start valve solenoid deenergizes and the position for a windmill start. A windmill start does not
valve closes. use the starter.
Engine Wet Start The crew uses the starter in flight if the airplane is out of
The EEC stops the engine start if the EGT does not windmill start limits. For example, the airplane airspeed
rise in 15 seconds after you move the engine start may be too slow. See the flight operation manual for
lever to the idle position. The EEC stops fuel flow and more information about these limits.
turns off ignition. You can find a fault message on the
control display unit (CDU). The CDS tells the crew that the airplane is out of limits
to windmill start the engine. The message X-BLEED
START shows above the engines N2 digital indicator. In
this situation, the flight crew uses the starter to start the
engine. The OPERATION page in this section shows
this message on the display.

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
START SYSTEM
Operation (2.C.a)
Automatic Relight
The ignition automatically turns on in flight when these
conditions occur:
- The start lever is in the idle position
- N2 is above 51 percent
- The EEC does not receive a input to slow engine
speed
- The EEC sees the engine speed decrease.
- The automatic relight function only operates in flight.

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
APU SYSTEM
START
VALVE
DEU 1
ENGINE START SWITCHES (P5)
DEU 2
CDS DISPLAY UNIT
EEC
STARTER
80-00-00-007 START CONTROL

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
STARTING OERATION
General
These are the flight compartment controls you use to - Move the engine start lever to the idle position at a
start the engine: recommened 25% or greater, the minimum of 20%
- Engine start switches N2 is required to attempt a start.
- Ignition selector switch - Make sure fuel flow is in limits
- Engine start levers. - Make sure EGT increases
Pneumatic power must be available to start the engine - Monitor EGT and N2 increase until starter cutout at
on the ground. See chapter 71 of the airplane approximately 55 percent N2
maintenance manual (AMM) part II for the minimum - Make sure engine start switch goes back to the OFF
pressure. position at approximately 55 percent N2
- Monitor all engine parameters as engine speed
You must monitor these engine parameters during increases to idle.
engine starting:
- N2 WARNING: OBEY THE SAFETY PROCEDURES AND
- Oil pressure AIRPLANE AND ENGINE LIMITATIONS IN PART TWO,
- N1 CHAPTER 71 OF THE MAINTENANCE MANUAL.
- Fuel flow INJURY TO PERSONS CAN OCCUR.
- EGT.
Engine Start CAUTION: OBEY THE SAFETY PROCEDURES AND
This is a summary of the engine start procedure: AIRPLANE AND ENGINE LIMITATIONS IN PART TWO,
- Set ignition selector switch to IGN L or IGN R CHAPTER 71 OF THE MAINTENANCE MANUAL.
- Put the engine start switch to the GRD position DAMAGE TO THE AIRPLANE OR GROUND SUPPORT
- Look for start valve open indication EQUIPMENT CAN OCCUR.
- Monitor N2
- Make sure oil pressure increases Usually, the engine requires only one igniter for starting.
- Check with ground personnel to make sure N1 You should use a different igniter selection for each start.
begins to turn counterclockwise

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
ENGINE START SWITCH

wymt-31-62-0002 (m)
IGNTION SELECTOR
SWITCH
ENGINE START - - - TAT +19c
O FF OFF
G RD CONT BOTH GRD CONT
STAR T VLV OPEN
FLT IGN IGN FLT
L R 10
0.0 10 0.0 LOW OIL PRESS LOW OIL PRESS
0 0
8 8
2 2
6 4 6 4 100 100
N 50 50
1 0 0
1 2
15 18 OIL P
200 200
P5 FORWARD OVERHEAD PANEL w.yhp.10-61800-1529 (m)
EGT 100 100
X-BLD START
0 0
0.0 16.8 OIL T
96 OIL Q % 90
N 3 3
2 2 2
4 4
6 6 1 1
0.00 0.00 5 5
0 0
0 0 VIB
ENGINE START 4 4
LEVER 2 FF/FU 2 A B
LB X 1000 3 4 3 4
CTR
1 2 2 1 0 2 1 0
2800 HYD P
8500 8500 100 HYD Q % 100
FUEL LB
UPPER CENTER DISPLAY UNIT (P2)

wym t-f76-00-0001
CONTROL STAND
80-00-00-009 STARTING OPERATION

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
START SYSTEM

The electronic engine control (EEC) keeps a message
for display on the central display unit (CDU) if the
exhaust gas temperature (EGT) does not increase 15
seconds after the start lever is moved to the IDLE
position. The EEC will cutoff fuel flow and ignition, and
terminate the engine start.
If a possible hot start occurs, the EGT digital display will

flash and the EEC will cutoff fuel flow and ignition. The
display will continue to flash until the start lever is
returned to the cutoff position. This system will only
operate on the ground.
An automatic relight can occur if the following conditions

are met:
- Aircraft is in flight.
- The start lever is in the IDLE position.
- The EEC does not receive an input to slow engine
speed.
- The EEC sees the engine speed decrease.

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
CDU - ENGINE STARTING BITE UPPER CENTER DISPLAY UNIT (P2)
80-00-00-008.TIF
CDU - START DISPLAYS
B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG

B737-600, -700, -800, -900, -BBJ/ALL 80-00-00 Jan 99
START
EFG
ENGINE INDICATING

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
ENGINE INDICATING
EFG
ENGINE INDICATING SYSTEM
The engine indicating system consists of the following
subsystems:
- Low pressure rotor tachometer
(Reference N1 speed sensor, Fuel/Control chapter)
- High pressure rotor tachometer
(Reference N2 speed sensor, Fuel/Control chapter)
- Exhaust Gas Temperature
(Reference EGT, Fuel/Control chapter)
- Airborne Vibration Monitoring (AVM)
Purpose (1.B.a)
The engine indication system continuously supplies
engine data to the common display system (CDS).
Operation (2.C.a)
The indicating system receives N1, N2, and exhaust gas
temperature (EGT) engine data and sends an analog
signal to the electronic engine control (EEC). The EEC
converts the analog signal to a digital signal and delivers
the data via the Aeronautical Radio Incorporated
(ARINC) 429 bus to the display electronic units (DEU) of
the common display system (CDS).
The AVM signal is received by a signal conditioner. The

signal conditioner amplifies and delivers an analog signal
to the DEUs and the flight data acquisition unit (FDAU).

B737-600, -700, -800, -900, -BBJ/ALL 77-00-00 Jan 99
ENGINE INDICATING
EFG
EEC
NO. 1 BEARING T4.95

VIBRATION SENSOR EGT
N2 SPEED
SENSOR
FFCCV
N1 SPEED SENSOR
SENSOR
AVM SIGNAL
DEU1 DEU2 FDAU
CONDITIONER
77-00-00-001.TIF
ENGINE INDICATING SYSTEM
B737-600, -700, -800, -900, -BBJ/ALL 77-00-00 Jan 99
ENGINE INDICATING
EFG
N1 SPEED SENSOR
The maximum certified engine low pressure rotor speed
Functional Description (3.D.c) is called the N1 redline. This value is set by the EEC.
The N1 digital readout shows the engine low pressure
rotor speed. The display electronic units (DEU) use input These following indications will change to the color red
from the electronic engine control (EEC) or the N1 speed when N1 speed is above redline:
sensor directly to show this value. - N1 digital readout.
- Box around the N1 digital readout.
The digital N1 speed readout and the box around the - N1 pointer.
readout is shown in white and is below the N1 redline. - Shaded area.
A white N1 pointer on the round dial points to the N1 If there was an N1 exceedance during engine operation
speed. A gray shaded area follows the pointer. the digital readout and the surrounding box will change to
red upon engine shutdown.
A green colored N1 reference bug shows the N1 thrust
target manually set by the pilot or the flight management N1 exceedances or sensor failures can be displayed on
computer system (FMCS). A white colored N1 reference the control display units (CDUs)
digital display shows the manually set N1 thrust target
only.
A command sector displayed in white shows the

momentary difference between N1 and N1 command.
The N1 command is set by the thrust lever. The N1
command is displayed at the top edge of the command
sector if engine speed must increase and at the lower
edge of the command sector if the engine speed must
decrease.

B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
ENGINE INDICATING
EFG
N1 REFERENCE
DIGITAL DISPLAY
N1 REDLINE
N1 REFERENCE
BUG
N1 COMMAND N1 DIGITAL
READOUT AND
N1 COMMAND BOX
SECTOR
N1 POINTER
SHADED AREA
N11 INDICATION
CDS DISPLAY UNIT
77-11-00-003M1.TIF
N1 INDICATION
B737-600, -700, -800, -900, -BBJ/ALL 77-11-00
ENGINE INDICATING
Jan 99
EFG
N2 SPEED SENSOR

The N2 digital readout shows the engine high pressure
rotor speed. The display electronic units (DEU) use input
from the electronic engine control (EEC) or the N2 speed
sensor directly to show this value.
The digital readout and the box around the readout is

shown in white and is below the N2 redline.
A white pointer on the round dial also shows speed. A

gray shaded area follows the pointer.
The maximum certified engine low pressure rotor speed

is called the N2 redline. This value is set by the EEC.
These following indications will change to the color red

when N2 speed is above redline:
- N2 digital readout.
- Box around the N2 digital readout.
- N2 pointer.
- Shaded area.
If there was an N2 exceedance during engine operation

the digital readout and the surrounding box will change to
red upon engine shutdown.
N2 exceedances or sensor failures can be displayed on

the control display units (CDUs).

B737-600, -700, -800, -900, -BBJ/ALL 77-11-00 Jan 99
ENGINE INDICATING
EFG
CDS DISPLAY UNIT N2 DIGITAL

DISPLAY AND BOX
N2 REDLINE
N2 POINTER
SHADED AREA
77-11-00-003M3.TIF
N2 SPEED INDICATION
B737-600, -700, -800, -900, -BBJ/ALL 77-11-00
ENGINE INDICATING
Jan 99
EFG
T49.5 (EGT) SENSOR
When N2 speed drops below 10 percent the EEC
Functional Description (3.D.c) deenergizes and the EGT readout goes blank.
Exhaust gas temperature (EGT) is shown on the upper
center display unit but can also be shown on the lower During a possible hot start the EGT digital readout will
center and inboard display units. flash. This function will not work in flight.
A white digital readout surrounded by a white box shows The EGT maximum continuous limit is supplied by the
EGT in degrees Celsius. A white pointer on a round EGT and shown in amber. The EGT maximum
scaleless dial also shows EGT. A gray shaded area continuous limit is also the start of the EGT caution range
follows the pointer. .The EGT caution range is displayed as an amber band
(arc) between the EGT maximum continuous limit and
When EGT is above the EGT maximum continuous limit EGT redline.
but below the EGT redline, the following indications turn
amber in color: The EGT start redline is the maximum limit for the EGT
- EGT digital readout during start on the ground. The redline will go away once
- Box around the digital readout the engine reaches idle.
- Pointer
- Shaded area When EGT is above the start redline the following
indications turn red in color:
When EGT is above redline, the following indications - EGT digital readout
turn red in color: - Box around the digital readout
- EGT digital readout - Pointer
- Box around the digital readout - Shaded area
- Pointer
- Shaded area The electronic engine control (EEC) will stop fuel flow and
ignition if EGT goes over the start redline during an
If the EGT was above redline the box around the digital engine start on the ground.
readout will change to red upon engine shutdown.

B737-600, -700, -800, -900, -BBJ/ALL 77-21-00 Jan 99
ENGINE INDICATING
EFG
EGT REDLINE
EGT DIGITAL
READOUT
EGT AMBER BAND
AND BOX
EGT MAXIMUM
CONTINUOUS LIMIT
CDS DISPLAY UNIT
EGT START REDLINE
SHADED AREA
POINTER
77-21-00-002.TIF
EGT INDICATION
B737-600, -700, -800, -900, -BBJ/ALL 77-21-00
ENGINE INDICATING
Jan 99
EFG
T49.5 (EGT) SENSOR

An ENG FAIL message supplies an early warning of an
engine malfunction. The amber colored message shows
on the exhaust gas temperature (EGT) display if these
conditions occur in this order:
- Both engine speeds are at idle or above idle.
- Both start levers are at the idle position, then
- The N2 decreases below idle.

B737-600, -700, -800, -900, -BBJ/ALL 77-21-00 Jan 99
ENGINE INDICATING
EFG
CDS DISPLAY UNIT
77-11-003M2.TIF ENGINE FAIL MESSAGE

B737-600, -700, -800, -900, -BBJ/ALL 77-21-00 Jan 99
ENGINE INDICATING
EFG
AIRCRAFT VIBRATION MONITORING SYSTEM
The aircraft vibration monitoring (AVM) system consists
of the following components:
- AVM signal conditioner.
- No. 1 bearing vibration accelerometer.
- Fan Frame Compressor Case Vertical (FFCCV)
accelerometer.
Purpose (1.B.c)
The AVM system continuously supplies engine vibration
data to the common display system (CDS).
Operation (2.C.c)
The AVM system uses N1 rpm, N2 rpm, and vibration
data and supplies it to a signal conditioner. The signal
conditioner supplies the amplified data as an analog
signal to the display electronic units (DEU) and the flight
data acquisition unit (FDAU). The data is displayed on
the center upper display (P2) in units.

B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
EFG
CDU DISPLAY UNIT (P2)

N1 SPEED
SENSOR
NO. 1 BEARING
DEU (2)
VIBRATION SENSOR
FDAU
AVM SIGNAL
CONDITIONER
FFCCV
SENSOR
N2 SPEED
SENSOR
77-31-00-000.TIF AIRCRAFT VIBRATION MONITORING SYSTEM

B737-600, -700, -800, -900, -BBJ/ALL 77-31-00
ENGINE INDICATING
Jan 99
EFG
NO.1 BEARING ACCELEROMETER
The No.1 bearing accelerometer is a solid state assembly
consisting of piezoelectric crystal wafers and collector
plates. The accelerometer is attached to the #1 & #2
bearing support inside the engine. The lead extends out
through the fan frame strut at 3 oclock aft looking
forward (ALF). The connector end is exposed at the
trailing edge of the midbox structure of the fan frame.
The No. 1 bearing accelerometer is rated at 100
picocouloumbs/g sensitivity.
Purpose (1.B.c)
Detects vibration levels of the engine.
Operation (2.C.c)
The accelerometer responds to oscillatory motion and is
highly directional.

The low signal strength requires specially shielded leads,
securely supported to avoid and prevent externally
induced signals. A signal conditioner is required to
process the accelerometer output to a usable strength for
flight deck display.

B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
EFG
yypb-f71-loc-0005-b
.TIF
NO.1 BEARING ACCELEROMETER
B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
EFG
FFCCV ACCELEROMETER
The fan frame compressor case vertical (FFCCV)
accelerometer is a solid state assembly consisting of
piezoelectric crystal wafers and collector plates. The
accelerometer is attached to the mid box structure at the
3 oclock position. The lead extends forward to a bracket
at the 11:00 o'clock position of the HPC upper stator
case where the connector ends. The FFCCV is rated at
100 picocouloumbs/g sensitivity.
Purpose (1.B.c)
Detects vibration levels of the engine.
Operation (2.C.c)
The accelerometer responds to oscillatory motion and is
highly directional.

The low signal strength requires specially shielded leads,
securely supported to avoid and prevent externally
induced signals. A signal conditioner is required to
process the accelerometer output to a usable strength for
flight deck display.

B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
EFG
FAN FRAME
FFCCV VIBRATION
SENSOR
BOLTS
FFCCV VIBRATION SENSOR
SENSOR RECEPTACLE
ELECTRICAL CONNECTOR
FWD
3 O'CLOCK STRUT
77-31-00-001M1.TIF
77-31-04-000.TIF FAN FRAME COMPRESSOR CASE VERTICAL (FFCCV) ACCELEROMETER
B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
EFG
SIGNAL CONDITIONER
The signal conditioner is mounted in the EE
compartment.
Purpose (1.B.c)
The signal conditioner calculates engine vibration,
isolates system failures and stores historical data for
failures and vibration levels.

B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
EFG
EE COMPARTMENT
LOOKING AFT
AVM SIGNAL
CONDITIONER (M1240)
77-31-00-001M2.TIF SIGNAL CONDITIONER

B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
EFG
SIGNAL CONDITIONER
Operation (2.C.c)
The signal conditioner receives power from the 115vac
transfer bus #2. Internally power is converted to 24vdc.
Using inputs from the speed sensors and the

accelerometers, vibration data is calculated and supplied
to the display electronics units and the flight data
acquisition unit. The highest vibration signal is displayed
on the center upper display (P2) in units.

Vibration data for the last 32 flights is held in nonvolatile
memory. A new flight starts whenever N2 rpm exceeds
45%.

B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
EFG
115V AC
TRANSFER
BUS 2 POWER PROGRAM
ENG VIB SUPPLY PINS
MONITOR DEU 1
P6-2 CONTROL CENTER
FFCCV VIBRATION VIBRATION

SENSOR CALCULATIONS
ARINC 429 DEU 2
N1 VIB
NO. 1 BEARING N2 VIB

VIBRATION SENSOR
HIGH VIB
RECORD
IN-FLIGHT FDAU
VIB DATA
MONITOR FOR
SYSTEM DEFECTS
N1 SPEED SENSOR
RECORD AVM SYSTEM SEE DATA:
DEFECT DATA M1240 DISPLAY
BUS ANALYZER
N2 SPEED SENSOR THROUGH J2
CONNECTOR
AVM SIGNAL CONDITIONER (M1240)
77-31-00-003.TIF SIGNAL CONDITIONER

B737-600, -700, -800, -900, -BBJ/ALL 77-31-00
ENGINE INDICATING
Jan 99
EFG
VIBRATION DATA ACCESS
There are two methods for gaining access to engine
vibration data and system failure codes:
- The airborne vibration monitoring (AVM) display can
be reviewed by continuously pushing the DATA
switch.
- An optional test box and Aeronuatical Radio

Incorporated (ARINC) 429 databus reader will also
allow data to be read.
Purpose (1.B.c)
Allows access to engine vibration system data.
Operation (2.C.c)
The test box makes it easier to read and erase data,
however the ARINC analyzer can be used without the
test box.

B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
EFG
TEST LED DISPLAY ERASE DATA

SWITCH SWITCHES
DATA SWITCH
READ DATA
SWITCHES
TEST BOX
J2 CONNECTOR
AVM SIGNAL CONDITIONER ARINC 429 BUS

ANALYZER
77-31-00-002.TIF
VIBRATION DATA ACCESS
B737-600, -700, -800, -900, -BBJ/ALL 77-31-00 Jan 99
ENGINE INDICATING
EFG
FUEL INDICATING
Consists of the following components:
- Fuel flow transmitter.
- Fuel flow indication control switch.
- Fuel filter differential switch.
- High pressure shutoff valve (HPSOV).
Purpose (1.B.b)
Supplies data for the following indications:
- Fuel flow.
- Fuel used.
- Fuel filter bypass warning.
- High pressure fuel shutoff valve position.

B737-600, -700, -800, -900, -BBJ/ALL 73-30-00 Jan 99
ENGINE INDICATING
EFG
FUEL DIFFERENTIAL
PRESSURE SWITCH
FILTER
BYPASS
EEC CDS/DEU
ENG VALVE
CLOSED
HPSOV
HMU
FUEL FLOW
TRANSMITTER
ENGINE DISPLAY CONTROL
73-30-00-002.TIF
FUEL INDICATING COMPONENTS PANEL (P2-2)

B737-600, -700, -800, -900, -BBJ/ALL 73-30-00 Jan 99
ENGINE INDICATING
EFG
FUEL FILTER DIFFERENTIAL PRESSURE SWITCH appear follow aircraft maintenance manual (AMM)
procedures for fuel filter replacement.
The fuel filter differential pressure switch is an assembly
consisting of two switches, one for channel A and one for
channel B of the electronic engine control (EEC). The
switch is mounted at the 8 o'clock position of the fan
case.
Purpose (1.B.b)
The fuel filter differential pressure switch provides an
indication in the flight deck of a clogged fuel filter.
Operation (2.C.b)
If the difference between filter inlet pressure and outlet
pressure exceeds 11.5 psid the switches will close. The
EEC receives an analog signal form the differential
pressure switch. The EEC changes the analog signal to
a digital sinal and transfer this signal to the display
electronic units (DEU). The DEUs supply a ground
connection causing an amber FILTER BYPASS light to
come on in the flight deck.
Functional Description (3.D.b)

When the FILTER BYPASS light comes on, investigation
of the CDU maintenance pages can produce a FUEL
FILTER SIGNALS DISAGREE message. If the message
does appear troubleshoot as per procedures given in the
fault isolation manual (FIM). If this message does not

B737-600, -700, -800, -900, -BBJ/ALL 73-30-00 Jan 99
ENGINE INDICATING
EFG
ELECTRICAL
CONNECTOR
TO THE EEC
FUEL FILTER
(REF)
FUEL FILTER (REF)
FILTER BYPASS 11.5
DISCREET PSID
FROM EEC FILTER
28/16V DC A A
BAT. BUS BYPASS
MONITOR
INDICATOR
ENG #1 FILTER LOGIC
MASTER DIM
SECT 6 BYPASS LIGHT
(P5-2) MASTER ENGINE #1 FUEL FILTER
P6-3 TEST DEU 1 OR 2 EEC DIFFERENTIAL
RELAY PRESSURE
SWITCH
ENGINE FUEL AND CONTROL - FUEL INDICATING - FUEL FILTER DIFFERENTIAL PRESSURE SWITCH
73-30-00-004.TIF
FUEL FILTER DIFFERENTIAL PRESSURE SWITCH
B737-600, -700, -800, -900, -BBJ/ALL 73-30-00
ENGINE INDICATING
Jan 99
EFG
HIGH PRESSURE SHUTOFF VALVE (HPSOV)
The high pressure shutoff valve (HPSOV) is an internal
component of the hydromechanical unit (HMU).
Purpose (1.B.b)
The HPSOV opens and closes to allow for metered fuel
flow. A blue ENGINE VALVE CLOSED light provides an
indication of HPSOV position.
Operation (2.C.b)
With the valve closed, the light is dimly illuminated. With
the valve open, the light is off. A brightly illuminated light
is indicated when there is a disagreement between the
actual and commanded position of the valve.

B737-600, -700, -800, -900, -BBJ/ALL 73-30-00 Jan 99
ENGINE INDICATING
EFG
EEC
HPSOV
CDS/DEU
P5-2 PANEL
HMU
73-30-00-002M1.TIF HPSOV INDICATION

B737-600, -700, -800, -900, -BBJ/ALL 73-30-00 Jan 99
ENGINE INDICATING
EFG
OIL INDICATING
The oil indicating system is located on the left side of the
fan case and consists of the following components:
- Oil quantity transmitter (on the oil tank, 2 o'clock).
- Oil pressure transmitter (on the T/P sensor, 10
o'clock).
- Oil temperature sensor (on the T/P sensor, 10
o'clock).
- Oil filter bypass switch (on the scavenge oil filter
assembly, 8 o'clock).
Purpose (1.B.b)
The system supplies oil system data through the
common display system (CDS) to the upper center
display unit (CDU) on the P2 panel. The data displayed
is as follows:
- Oil quantity.
- Oil pressure.
- Oil temperature.
- Scavenge oil filter condition.
Operation (2.C.b)
The oil quantity transmitter sends the oil quantity data
directly to the CDS and the three other components send
data to the CDS through the electronic engine control
(EEC).

B737-600, -700, -800, -900, -BBJ/ALL 79-30-00
ENGINE INDICATING
Jan 99
EFG
OIL QUANTITY
TRANSMITTER
OIL PRESSURE
TRANSMITTER
OIL TANK
OIL
TEMPERATURE
SENSOR
EEC
CDS/DEU
T/P SENSOR
OIL FILTER
BYPASS UPPER CENTER DISPLAY UNIT (P2)
SWITCH
DMS CHIP
DETECTOR
SCAVENGE OIL (OPTIONAL)
FILTER
79-30-00-010.TIF INDICATING
B737-600, -700, -800, -900, -BBJ/ALL 79-30-00
ENGINE INDICATING
Jan 99
EFG
OIL QUANTITY TRANSMITTER
The transmitter is an electrical resistance sensor that uses
a floating magnet and reed switches to show oil quantity. A
single connector transmits the data to the common display
system (CDS).
Purpose (1.B.b)
The transmitter measures and sends oil quantity data to the
flight deck.
Operation (2.C.b)
An excitation signal is received by the transmitter from
the CDS. As the floating magnet moves up or down with
the oil level, reed switches open or close resistor circuits.
The resistance value returned to the CDS is proportional
to oil quantity and is displayed on the common display
unit in percent.

100 percent oil quantity is equal to 19.24 quarts (18.20
liters). Minimum readable percentage is 9.4 percent.
More than 19.24 quarts of oil in the tank is still reflected
as 100 percent.

B737-600, -700, -800, -900, -BBJ/ALL 79-30-00
ENGINE INDICATING
Jan 99
EFG
FWD
FWD
EXCITATION
COMMON
CDS/DEU
SENSOR
OUTPUT
OIL TANK
OIL QUANTITY INDICATION
79-30-00-030.TIF OIL QUANTITY TRANSMITTER

B737-600, -700, -800, -900, -BBJ/ALL 79-30-00
ENGINE INDICATING
Jan 99
EFG
OIL PRESSURE TRANSMITTER
The transmitter consists of two sensing elements in a
single housing and one connector. Each element
connects to one channel of the electronic engine control
(EEC). The transmitter is part of the T/P sensor.
Purpose (1.B.b)
The transmitter measures the oil pressure at the outlet of
the lubrication unit and sends the data to the EEC, through
the common display system (CDS) and displays it in the
flight deck
Operation (2.C.b)
The oil pressure differential between the oil supply pump
outlet (forward sump/TGB oil supply line) and the transfer
gearbox (TGB) sump cavity is measured and sent as an
electrical signal to the EEC. The EEC converts this
signal to an ARINC 429 signal that is used by the CDS to
display the oil pressure on two round analog dial
indicators on the center upper display.

Oil pressure below 13 psid, causes the EEC to send a
signal to the CDS which displays an amber "LOW OIL
PRESS" message and flashes for 10 seconds and then
shows continuously.

B737-600, -700, -800, -900, -BBJ/ALL 79-30-00 Jan 99
ENGINE INDICATING
EFG
EEC
CDS/DEU
LOW OIL
PRESSURE
MESSAGE
CHANNEL A OIL PRESSURE

INDICATION
CHANNEL B
P2 PANEL
79-30-00-040.TIF OIL PRESSURE TRANSMITTER

B737-600, -700, -800, -900, -BBJ/ALL 79-30-00
ENGINE INDICATING
Jan 99
EFG
OIL TEMPERATURE SENSOR
The transmitter consists of two sensing elements in a
single housing and one connector. Each element
connects to one channel of the electronic engine control
(EEC). The transmitter is part of the T/P sensor.
Purpose (1.B.b)
The transmitter measures the oil temperature at the
outlet of the lubrication unit and sends the data to the
EEC, through the common display system (CDS) and
displays it in the flight deck
Operation (2.C.b)
The oil temperature sensor reads the temperature of the
oil within the forward sump and transfer gearbox (TGB)
oil supply line. The sensor sends an electrical signal to
the EEC which in turn changes this signal to an
Aeronautical Radio Incorporated (ARINC) 429 signal.
This signal is sent to the CDS and then displayed on the
center upper display unit.

Two round dials indicate the oil temperature for each
engine. An analog pointer shows the temperature in
degrees Celsius. Oil temperature limits are displayed by
an amber or red index marker.

B737-600, -700, -800, -900, -BBJ/ALL 79-30-00 Jan 99
ENGINE INDICATING
EFG
EEC
CDS/DEU
CHANNEL A
CHANNEL B
OIL TEMPERATURE
INDICATION
P2 PANEL
79-30-00-050.TIF
OIL TEMPERATURE SENSOR
B737-600, -700, -800, -900, -BBJ/ALL 79-30-00 Jan 99
ENGINE INDICATING
EFG
OIL FILTER BYPASS SWITCH
The oil filter bypass switch is a normally open switch, that
connects to the electronic engine control (EEC) through a
single connector. The switch is part of the scavenge oil filter
assembly.
Purpose (1.B.b)
The oil filter bypass switch shows the scavenge oil filter data
on the common display system (CDS).
Operation (2.C.b)
The switch monitors the differential pressure between the
inlet and the outlet of the scavenge oil filter. When the
switch closes, an electrical signal is sent to the EEC
which in turn changes this signal to an Aeronautical
Radio Incorporated (ARINC) 429 signal. This signal is
sent to the CDS and then displayed on the center upper
display unit. The message displayed by the CDS reads
as "OIL FILTER BYP"

The oil filter bypass message flashes for 10 seconds,
and then shows continuously. This flashing feature is
inhibited during takeoff and landing.

B737-600, -700, -800, -900, -BBJ/ALL 79-30-00 Jan 99
ENGINE INDICATING
EFG
EEC
CDS/DEU
OIL PRESSURE
INDICATION
FWD P2 PANEL
79-30-00-060.TIF
OIL FILTER BYPASS SWITCH
B737-600, -700, -800, -900, -BBJ/ALL 79-30-00
ENGINE INDICATING
Jan 99
EFG
THRUST REVERSER - INDICATING SYSTEM
General
The thrust reverser (T/R) indicating system supplies T/R Each T/R translating sleeve has one linear variable
translating sleeve position data to the common display differential transformer (LVDT). The LVDT gives sleeve
system (CDS). The REV message comes on as an position data to the engine electronic control (EEC).
indication of translating sleeve position.
The EEC and the display electronics units (DEUs) contain
The T/R indicating system uses the REVERSER lights to the logic necessary to operate the REV message. The
show T/R control system component failure. EEC supplies a signal on an ARINC 429 bus to each
The T/R indicating system can also bring on the ENGINE display electronics unit (DEU). The DEUs then show the
CONTROL light to show T/R indicating system message on the correct display unit.
component failure.
REVERSER Lights
You use the CDU to see T/R indicating system Each T/R has an amber REVERSER light on the P5-68
component failure data. module. There is one light for each T/R. Master caution
comes on after a time delay whenever a REVERSER
REV Messages light comes on. The REVERSER light does not come on
The REV messages show just above the engine N1 in flight.
indicators on the CDS. One message shows for each T/
R. The REVERSER lights come on for 10.5 seconds during
a normal T/R stow operation. A REVERSER light stays
The message shows in amber when one or both sleeves on if a T/R control system component fails during the
of a T/R are between 10 to 90 percent of the travel to stow. The light stays on until the stow failure goes away.
the deploy position. The REVERSER light comes on immediately during a
deploy if a T/R control system component fails. The light
The message shows in green when both sleeves of a T/ stays on until you fix the deploy problem and reset the
R are more than 90 percent of the travel to the deploy engine accessory unit (EAU).
position.

B737-600, -700, -800, -900, -BBJ/ALL 78-36-00 Jan 99
ENGINE INDICATING
EFG
LVDT
wym t-f72-00-0003(fa)
(1 EACH SLEEVE)
PROXIMITY
SENSORS
(2 EACH SLEEVE) w.yhp.10-62
EEC 1
wym t-r71-00-0002 (fa) (m)
CDU
SYNC LOCK
DEU (2)
yyp- 233a3203-1 (m)
wym t-31-61
1
DCV REVERSER
POSITION
EEC REV
10 67.7
HIV
POSITION ENGINE ON 0
8
CONTROL
ALTNC CDS DISPLAY UNIT
T/R 1 CONTROL EAU (M528)
VALVE MODULE
P5-68 ENGINE MODULE (AFT P5)
78-36-00.001
B737-600, -700, -800, -900, -BBJ/ALL 78-36-00 Jan 99
ENGINE INDICATING
EFG
REVERSER Lights
The REVERSER light comes on when any of these T/R - The left translating sleeve position signal (from the
control system components do not operate correctly for LVDT) is not in range
a stow or deploy operation: - The right translating sleeve position signal (from the
- Proximity sensor (2 each T/R sleeve) LVDT) is not in range
Sync lock - The left translating sleeve position signals (from the
- Directional control valve (DCV) inside the T/R LVDT) do not agree
control valve module - The right translating sleeve position signals (from
- Hydraulic isolation valve (HIV) inside the T/R control the LVDT) do not agree.
valve module.
Control Display Unit (CDU)
The engine accessory unit (EAU) contains the logic You can see LVDT real time data and failure messages
necessary to identify T/R control system component on the control display unit (CDU). See 77 for more
failures. The EAU controls the REVERSER lights. information about how the CDU helps you do trouble-
shooting.
ENGINE CONTROL Light
Each engine has an amber ENGINE CONTROL light on
the P5-68 panel. This light comes on when a serious
failure of an engine or the T/R LVDT happens. You
should not dispatch the airplane with an ENGINE
CONTROL light on. Master caution also comes on with
this light.
The T/R indicating system uses input from the LVDTs to

control the ENGINE CONTROL light. An ENGINE
CONTROL light comes on when any two of these
conditions are true for a T/R:

B737-600, -700, -800, -900, -BBJ/ALL 78-36-00 Jan 99
ENGINE INDICATING
EFG
78-36-00.001
B737-600, -700, -800, -900, -BBJ/ALL 78-36-00 Jan 99
ENGINE INDICATING
EFG
THRUST REVERSER INDICATING SYSTEM - LINEAR
VARIABLE TRANSFORMER
Purpose Physical Description

The linear variable differential transformer (LVDT) The LVDT is a dual channel transducer with separate
supplies T/R sleeve position data to the electronic engine armatures. The LVDT has two electrical connectors for
control (EEC). EEC channel A and channel B wiring. The locking
hydraulic actuator feedback control rod connects to the
The EEC uses the LVDT signal for these functions: LVDTs armature assembly.
- Control the REV message on the common display
system (CDS) Location
- Control the ENGINE CONTROL light (aft P5) The LVDT is on the head end of the locking actuator.
- LVDT failure isolation through the control display You open the fan cowl to get access to the head of the
units (CDUs). locking actuator.
- Thrust lever interlock control
- Engine forward and reverse thrust control. Functional Description
The feedback rod of the locking actuators moves the
Refer to the functional description in this section for more LVDTs armature assembly as the T/R sleeve deploys or
information about the REV message. stows.
Refer to chapter 76 for more information about the thrust The EEC supplies excitation to the LVDT. The LVDTs
lever interlock. output voltage is proportional to its armature position.
The LVDTs output is proportional to the sleeve position.
Refer to chapter 73-21 for more information about how
the EEC controls engine thrust.

B737-600, -700, -800, -900, -BBJ/ALL 78-36-00 Jan 99
ENGINE INDICATING
EFG wymt-f78-31-0027 (m)
FWD wymt-f78-34-0002 (m)
FORWARD, UPPER T/R TORQUE BOX

FWD
LEFT T /R HALF LVDT
TORQUE BOX (REF)
FWD
wymt-f78-36-0002
FEEDBACK
ROD
HYDRAULIC ACTUATOR (LOCKING TYPE)
78-36-00.003 THRUST REVERSER INDICATING SYSTEM - LINEAR VARIABLE TRANSFORMER

B737-600, -700, -800, -900, -BBJ/ALL 78-36-00
ENGINE INDICATING
Jan 99
EFG
THRUST REVERSER INDICATING SYSTEM -
COMPONENT LOCATION
REVERSER Lights
The amber REVERSER lights are on the P5-68 module.
This module is on the aft overhead panel (P5) in the
flight compartment.
ENGINE CONTROL Lights

The amber ENGINE CONTROL lights are on the P5-68
module.
REV Messages
The REV messages show on the common display
system (CDS). The message shows just above the
engine N1 indicator.
Control Display Units

The control display units (CDUs) are on the P9 panel in
the flight compartment. The CDUs are on the left and
right side of the lower center display unit.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL
78-36-00 Page 356
Jan 99
ENGINE INDICATING
EFG
wyloc-fd3-41-0002 (fa) (m)
AFT OVERHEAD PANEL (AFT P5) wymt-pnl-p5-0swa-c
REV MESSAGES
w.yhp.10-62044-001 (m )
TAT REVERSER FAULT

REV REV LIGHTS
77.8 77.7
1 ENGINE 2
REVERSER REVERSER
a a
N1
ENGINE 1 EEC EEC
663 663 CONTROL
LIGHT ON ON
ENGIN E w w ENGINE
C ON TROL C ON TROL
EGT ALTERNAT E ALT ERNATE
87.7 87.7 FIRST OFFICER CDU (P9) P5-68 ENGINE MODULE yyp-p5-68
ENGINE 2
N2 CONTROL
LIGHT
CDS DISPLAY UNIT wymt-31-62-0002 (m)
78-36-00.201 THRUST REVERSER INDICATING SYSTEM - COMPONENT LOCATION

Page 357
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL 78-36-00 Jan 99
ENGINE INDICATING
EFG
THRUST REVERSER INDICATING SYSTEM -
REVERSE MESSAGE
General
An amber REV message shows when one or both
sleeves of a T/R are more than 10 percent, but less than
90 percent to the deploy position. The REV message
changes to green when both sleeves are more than 90
percent to the deploy position.
The electronic engine control (EEC) contains the logic

which processes the input from each LVDT.
EEC
The EEC changes the LVDT analog signal to a digital
signal. The EEC and DEUs contain the REV message
indication logic. The EEC sends a signal on an ARINC
429 bus to each display electronics unit (DEU). The
DEUs show the REV message on the common display
system (CDS).
Channel A and channel B calculate sleeve position from

the LVDT input. The EEC usually uses an average of the
two values in its logic to show the message.
The EEC also has the LVDT failure logic. When

conditions are met, the amber ENGINE CONTROL light
and master caution come on.

B737-600, -700, -800, -900, -BBJ/ALL 78-36-00 Jan 99
ENGINE INDICATING
EFG
EXCITATION
PROCESS SIGNAL REV

DEPLOY
10 67.7
T/R POSITION - CHANNEL A 0
STOW 8
EXCITATION CDS DISPLAY UNIT
REV (AMBER):
ONE OR BOTH
SLEEVES 10% TO
PROCESS SIGNAL 90% TO DEPLOY
T/R 1 LEFT LEFT T/R POSITION - CHANNEL B REV (GREEN):

SLEEVE SLEEVE BOTH SLEEVES
LVDT MORE THAN 90% DEU (2)
TO DEPLOY
EXCITATION INDICATION
LOGIC
PROCESS SIGNAL ENGINE

DEPLOY CONTROL
T/R POSITION - CHANNEL A
STOW
AFT P5 yyp-233a3203-1 (m )
EXCITATION LVDT FAILURE

LOGIC
PROCESS SIGNAL
T/R 1 RIGHT RIGHT T/R POSITION - CHANNEL B

SLEEVE SLEEVE
LVDT ENGINE 1 EEC
78-36-00201 THRUST REVERSER INDICATING SYSTEM - REVERSE MESSAGE

B737-600, -700, -800, -900, -BBJ/ALL 78-36-00
ENGINE INDICATING
Jan 99
EFG
THRUST REVERSER INDICATING SYSTEM - CDU
General
You use the control display units (CDUs) to do trouble-
shooting of the linear variable differential transformer
(LVDT). The CDU shows real time data or failure codes.
See chapter 77 for more information about other engine

maintenance messages that the CDU shows.
Failure Data
The EEC records a LVDT failure when any of these
happen for more than 5 seconds:
- LVDT input to EEC is out of range
- EEC channel A and B see that sleeve is 10 percent
to the deploy position and forward thrust levers are
forward of the idle position.
- The value of the difference between the T/R
sleeves position signals on EEC channel A and B is
greater than 12 percent.
Real Time Data

You use the CDU to see this real time data for any
LVDT:
- Sleeve position in percent travel to deploy position
(usually average of channel A and channel B)
- Sleeve position in percent travel to the deploy
position for the EEC channel you select
- EEC channel A and B LVDT voltage data.
EFFECTIVITY
B737-600, -700, -800, -900, -BBJ/ALL
78-36-00 Page 360
Jan 99
ENGINE INDICATING
EFG
E N GI NE 1 B I T E T E S T
R E CE N T F A UL T S 1/ 1
MA I N T ME S S # 7 8 - 1 4 8 1
CDU T H E L R E V E RS E R S L E E V E
P O S I T I ON S I G N AL
I S OU T OF R A N GE
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X
< I ND E X HI S T ORY
CDU - LVDT BITE wymt-49-61-0
78-36-00300 THRUST REVERSER INDICATING SYSTEM - CDU

B737-600, -700, -800, -900, -BBJ/ALL 78-36-00 Jan 99
ENGINE INDICATING
EFG

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
ENGINE INDICATING
EFG

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
CFMI PROPRIETARY INFORMATION MAINTENANCE DOCUMENTS
EFG
MAINTENANCE DOCUMENTS Scheduled Maintenance
These are examples of scheduled maintenance work:
Identification (1.A.a) - Through stop checks
The maintenance documents for the 737-600/700/800 - Airplane turn around
supply help for all maintenance activities. Many different - Daily checks
documents work together to permit you to maintain the - Planned checks.
airplane. The maintenance documents will help you do
scheduled and unscheduled maintenance work. Use these documents to do scheduled maintenance:
- Maintenance Planning Document (MPD)
Use these documents to do unscheduled maintenance: - Airplane Maintenance Manual (AMM).
- Fault Reporting Manual (FRM) These documents supply supporting data to do
- Fault Isolation Manual (FIM) scheduled maintenance:
- Built-In Test Equipment Manual (BITE) - System Schematics Manual (SSM)
- Structural Repair Manual (SRM) - Wiring Diagram Manual (WDM)
- Dispatch Deviations Guide (DDG) - Structural Repair Manual (SRM)
- Airplane Maintenance Manual (AMM). - Illustrated Parts Catalog (IPC).
Use these documents to do scheduled maintenance: Unscheduled Maintenance

- Maintenance Planning Document (MPD) These are examples of unscheduled maintenance work:
- Airplane Maintenance Manual (AMM). - Flight faults
- Ground faults
These documents supply supporting data to do - Service problems
scheduled maintenance: - Structural damage.
- System Schematics Manual (SSM)
- Wiring Diagram Manual (WDM) Maintenance Planning Document
- Structural Repair Manual (SRM) The Maintenance Planning Document (MPD) defines the
- Illustrated Parts Catalog (IPC). tasks for each type of scheduled maintenance check.
Airlines use the MPD to make task cards that the
technician uses during the maintenance checks.

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
EFG
MAINTENANCE DOCUMENTS Illustrated Parts Catalog
The Illustrated Parts Catalog supplies part replacement data.
Airplane Maintenance Manual This data includes:
The Airplane Maintenance Manual (AMM) has two - Replacement part number
parts. Part I is the Systems Description Section (SDS). - Part illustrations
This section replaces the description and operation (D - Supplier data
and O) section of the 737-300/400/500 airplane - Specification numbers
models. - Recommended spares
- Service Bulletin activity.
Part II is practices and procedures. The practices and
procedures has data related to these functions: Standard Wiring Practices Manual
- Removal / installation of components The Standard Wiring Practices Manual has instructions for
- Component Location maintenance and repair of the wiring of all Boeing airplanes. It
- Maintenance practices is not customized.
- Servicing
- Adjustment/test Fault Reporting Manual
- Inspection/check The flight crew uses the Fault Reporting Manual (FRM) to
- Cleaning/painting improve communication with maintenance personnel. The
- Repair. flight crew uses the FRM to get fault codes for airplane faults.
These faults can be flight deck effects or other faults. The
System Schematics Manual FRM has standard log book write-ups for each fault code.
The System Schematic Manual (SSM) gives the user The fault code permits faster maintenance when the airplane
an understanding of system operation and helps in the lands.
fault isolation process. It supplies the interconnection of
all LRUs of a system or subsystem. It also supplies a FRM fault codes refer you to the FIM.
general knowledge about system operation.
Fault Isolation Manual
Wiring Diagram Manual You use the Fault Isolation Manual (FIM) to repair airplane
The Wiring Diagram Manual (WDM) supplies details of faults. You start the fault isolation process with FRM fault
the point-to-point wiring on the airplane. codes or a fault description. The FIM will identify the
maintenance action(s) to correct the fault.

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
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BITE Manual Abbreviations and Acronyms

You use the BITE manual to get fault data from the AMM Airplane Maintenance Manual
airplane built in test equipment. If you start the fault ASN assigned subject number
isolation process with observed faults, the BITE manual A/T adjustment/test
will identify which observed faults need data from the ATA air transport association
built in test equipment. The BITE manual has the BITE CL component location
procedures from the FIM. CMCS central maintenance computing system
C/P cleaning/painting
Structural Repair Manual DDG dispatch deviation guide
The Structural Repair Manual (SRM) supplies descriptive FIM Fault Isolation Manual
information and specific instructions to help in field repair FRM Fault Reporting Manual
of airplane structure. The SRM is not customized. It has I/C inspection/check
data relative to these areas: IPC illustrated parts catalog
- Allowable damage evaluation LRU line replaceable unit
- Typical repairs MMEL Master Minimum Equipment List
- Material identification MP maintenance practices
- Material substitution MPD Maintenance Planning Document
- Fastener installation R/I removal/installation
- Alignment check SDS Systems Description Section
- Planning. SRM Structural Repair Manual
SRV service
Dispatch Deviation Guide SSM System Schematics Manual
The Dispatch Deviation Guide (DDG) supplies Boeings WDM Wiring Diagram Manual.
recommended minimum equipment required for dispatch
in the Master Minimum Equipment List (MMEL). It also
supplies the procedures for dispatch with a fault if
permitted. Each maintenance document has an
introduction to show you how to use that document.

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
SCHEDULED MAINTENANCE UNSCHEDULED MAINTENANCE
THROUGH STOP STRUCTURAL DAMAGE FLIGHT FAULTS FLIGHT FAULTS

TURN AROUND GROUND FAULTS
DAILY SERVICE PROBLEMS
PLANNED CHECKS
FAULT
MAINTENANCE STRUCTURAL REPORTING BITE
PLANNING DATA REPAIR MANUAL MANUAL
DOCUMENT MANUAL
DISPATCH
DEVIATION
GUIDE
BOEING 737
TASK CARDS MAINTENANCE
AND INDEXES TIPS
AIRPLANE
MAINTENANCE FAULT
MANUAL ISOLATION
MANUAL
JOB
SUPPORTING DATA COMPLETE
SYSTEM WIRING ILLUSTRATED STANDARD

SCHEMATICS DIAGRAM PARTS WIRING
PRACTICES
MANUAL MANUAL CATALOG MANUAL
01-00-00.001 MAINTENANCE DOCUMENTS

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
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MAINTENANCE DOCUMENTS - AMM PART 1 -
SYSTEMS DESCRIPTION SECTION (SDS)
General
The Airplane Maintenance Manual (AMM) Part I is the The SDS uses a horizontal (sometimes called landscape)
first of the two parts of the AMM. It is called the Systems format. All pages (graphic and text) are 8-1/2 by 11
Description Section (SDS). This section replaces the inches. The graphic page is always on the bottom (odd
description and operation (D and O) section of 737-300/ numbered page) of the text/graphic paravisual. The text
400/500 AMM. Both Part I and Part II of the AMM show pages have a double galley (two column) format.
the configuration of the airplanes in an operators fleet.
They have frequent revisions for improvements and for Divisions
configuration changes. The SDS organization is by ATA chapter (system) or
chapter/section (subsystem). Each ATA chapter/section
Purpose usually defines an airplane system or subsystem.
The SDS gives descriptions of the interfaces, function, Each subject of the SDS has this information:
and operation of the airplane systems and subsystems. - Purpose/introduction
You use these descriptions to become familiar with the - General description
airplane systems so that you can do fault isolation and - Component location
system maintenance. - Interface
- Operation
The SDS content can be used as a training manual. - Functional description
- Training information points (TIPs).
Organization
The SDS uses text/graphic paravisuals (pagesets). Each
graphic has one or more pages of text that describe the
information on the graphic. The graphic has the primary
information and the associated text page(s) have the
support information or explanations.

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
MAINTENA NCE MA NUAL
CDS - GENE RAL DE SCRI PT ION
Pur pose - Disp lay unit lo cation

- Se e
l ctions m ade o n the contro l pane ls and m odules.
T he p urpo se of t he com mon display system (CDS) is to
su pply na vig ation a nd en gine inf orma tion to the fligh t T hese are t he for mats that sh ow on th e display units:
TEXT PAGE
cr ew.
- EF IS prim ary disp la y
Exter nal In terfa ces - EF IS second ary d is p lay
- Compa cted disp la y
T he co mput er fo r the CDS is th e display e lectron ics - En gine disp la y.
u nit (DEU). M any avio nic and airfra me syste ms inte rface
with the DE U. Th ese syste ms send ARINC 4 29, an alog, a nd
d iscrete data t o the DEUs. T he DEUs send ARINC 42 9, F unction al Descript io n
a nalog, and d iscrete data t o the se systems.
T he DEUs collect d ata fr om m any avio nic and airfra me
s ystem s. The DEU ch anges this data into a video sign al
Co mpon ents
a nd sen ds the data o ut on a coax cable. A coa x coupler
T hese are the com pone nts of the com mon display syste m: sp lits the vide o signal a nd sen ds the data to all six
d isp lay units. Bot h DEUs se nd da ta to all six display
u nits.
- Two d iplay select panels
-
-
An engin e display co ntro l panel
Two EF IS contro l pane ls T he DEUs also a re th e inter face b etween some a vionic GRAPHIC PAGE
a nd air fram e system s. For exam ple, th e DEUs r eceive
- Two d isplay sour ce select ors
- Two d isplay electr onics un its (DEUs) BIT E d ata fr om th e electr onic en gine co ntroller (EE C)
- Fou r coa x coupler s a nd au xiliar y power unit ( AP U). The DEUs sen d this da ta
- to the f lig ht ma nagem ent co mput er. T he DE Us also se nd
Six id entical disp la y units ( DUs)
- Two remo te light sensor s (RLSs). EEC data to oth er avio nic systems.
3 1-62 -00- 002 REV 0
O pera tion
T hese are the th in gs tha t dete rmine the inf orma tion MAINT ENA NCE M ANUAL
t hat sho ws on th e displays u nits:
- Display un it status
EF FECTIVITY
ALL 31-62-00 Pag e 10
DIS PL AY
SEL ECT
Jun 1 5/199 4 PANEL ( 2)
D6- Nu mber
RLS (2 )
EFIS CONTROL PA NEL (2)
CO AXIAL
COUPLER ( 4) DU (6)
ENGINE DISPLAY
CONT ROL PANEL
31- 62-0 0-00 2 REV 0

DIS PLAY S OURCE SELECTORS
ARINC 429
OUTPUT BUSES
AIRP LANE S YST EMS AIRPLANE SYST EM S
DICRET ES
DISP LAY EL ECT RO NI CS UNIT S
CD S - GENERAL DESCRI PTI ON

EFFECTI VIT Y
ALL 31-62-00 Pa ge 11
D6- Numbe r Jun 15/19 94
01-00-00.002 MAINTENANCE DOCUMENTS - AMM PART 1 - SYSTEMS DESCRIPTION SECTION

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
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MAINTENANCE DOCUMENTS - AMM PART 2 - Page Type Page Block
MAINTENANCE PROCEDURES MAINTENANCE PRACTICES (MP) 201-299
General SERVICING (SRV) 301-399
Part II of the AMM contains the maintenances practices REMOVAL/INSTALLATION (R/I) 401-499
and procedures to do maintenance on the airplane. ADJUSTMENT/TEST (A/T) 501-599
Chapter Numbering System INSPECTION/CHECK (I/C) 601-699
The manual has a tab section for each ATA chapter. CLEANING/PAINTING (C/P) 701-799
Within each tab section, the manual has more divisions REPAIRS (AR) 801-899
that use the assigned subject number (ASN) list number DISPATCH DEVIATIONS GUIDE (DDG)901-999
XX-YY-ZZ, where:
XX is the ATA chapter Dispatch Deviation Guide
YY is the subsystem or sub-subsystem If all the topics for an ATA chapter, subsystem, or sub-
ZZ is the unit (component). subsystem are brief, all the topics are in a single
The table of contents for each chapter lists the MAINTENANCE PRACTICES page block.
maintenance procedures in numerical order for each The dispatch deviations guide page block has
subsystem and sub-subsystem. For each subsystem or procedures with maintenance tasks that prepare the
sub-subsystem, the maintenance tasks are in airplane for flight with certain systems/components
alphabetical order based on the page numbers described inoperative. It also has tasks that put the airplane back to
below. its usual condition.
Page Numbering System Each chapter of part II of the AMM has a list of effective
Each page has two numbers in the lower right corner: the pages at the beginning of each chapter.
ASN and a topic page number. Each topic is made up of Chapter 12 of the AMM has the title SERVICING. This
a page block. Each page block is for a special type of chapter has procedures to fill and drain items such as:
information. - Fuel
- Oil
These are the page blocks: - Hydraulic fluid
- Water
- Tire pressure.

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
EFG
737-600/700/ 800 737-600/700/ 800
MAI NTE NA NCE MANUA L MAI NTE NA NCE MANUA L
COAX IA L COUPLER - REMOV AL/INSTA LLA TION

Chapt er 31 - I NDICATI NG/ RE CORDI NG S YST EMS 1. General
P art II A . Thi s procedure has these t asks:
TA BLE OF CONTENTS (1) A removal of a c oax ial coupler.
(2) An ins tallation of a coaxial coupler.
Chapt er B . There are four coaxial couplers inst all ed i n the c omm on display s ystem.
S ection (1) There are two coax ial couplers installed inboard of t he rudder
Subject pedals on each side.
(a) The two c ouplers are mount ed on a brac ket.
INDI CA TING AND RE CORDI NG SYS TEMS 31-00-00 (b) Rem ove the applicable FMCS control display uni t and the
appli cable main acc ess panel to get access t o the brac ket for
INSTRUME NT & CONTROL P ANELS 31-10-00
the coaxial c ouplers.
(c ) Rem ove the bracket to get acc es s to t he coaxial coupl ers.
CA PTAI N'S PA NE L 31-11-21 101 ALL T ASK 31-62-31-000-801
CE NTE R PANEL 31-11-31 101 ALL 2. Coaxial Coupl er Removal (Fig. 401)
A . Referenc es
31-11-41 101 ALL (1) AMM TAS K 29-11-00-860-XX X p201, Rem ove Power from the A , B , or
PI LOT'S LIGHTSHIELD
St andby Hydraulic Syst em
FIRST OFFICER'S P ANE L 31-11-51 101 ALL B . Access
(1) Location Zones
31-11-71 101 ALL (a) 211 Flight Compartment - Left
PI LOTS ' CONTROL STAND
(b) 212 Flight Compartment - Right
31-11-81 101 ALL C. Removal Procedure
AFT E LECTRONIC PA NE L 31-11-91 101 ALL SUBTAS K 860-001

(1) For the left , c ent er, and ri ght hydraulic systems , do t hi s t ask:
FORWARD OVERHEAD P ANE L 31-11-94 101 ALL Remove Power f rom the A, B, or St andby Hydraulic Sy st em
(A MM TASK 29-11-00-860-808 p201).
AFT OV ERHE AD PA NEL 31-11-95 101 ALL
SUBTAS K 010-001
INDE PENDE NT INSTRUM ENT S 31-20-00
WA RNING: REMOVE ELECTRICAL POWER FROM THE CA PTAI N'S (FIRST OFFI CE R'S )
SE AT. Y OU CAN A CCIDENTALLY CAUSE A SEA T TO M OV E AND CAUSE
CLOCKS 31-25-00 INJURIES TO P ERSONS A ND DAMA GE TO E QUI PMENT.
Adjust ment /Tes t 501 ALL
(2) Remove the capt ain's (first off icer's) s eat . To rem ove it do this
CLOCKS 31-25-11 task: Capt ai n and Fi rs t Of ficer Seat Removal (AMM 25-11-01/000-801/401).
Removal /Ins tallation 40 1 ALL
SUBTAS K 010-002
(3) Do these steps t o get access t o the left (right ) brack et [ 4] f or
RE CORDE RS 31-30-00 coaxial couplers [7] :
(a) Use t he hand crank to mov e the rudder pedals to the full
forward posit ion.
FLIGHT DA TA RECORDER (FDR) 31-31-00 (b) Loosen the s even quarter turn fas teners on the left (ri ght )
M aint enance P rac tices 201 ALL main acc ess panel [2] (inboard of the rudder pedals ).
(c ) Rem ove the lef t (right ) main access panel [ 2].
UNDE RWAT ER LOCATOR B EACON 31-31-09
M aint enance P rac tices 201 ALL
FLIGHT DA TA RECORDER (FDR) 31-31-11
31-CONTENTS PART II EFFECTIV ITY 31-62-31

ALL
Page 1 P age 401
D633A101-SWA Oct 05/96 M ay 15/96
P
B
CHAPTER TABLE OF CONTENTS (TYPICAL)
01-00-00.003
MAINTENANCE DOCUMENTS - AMM PART 2 - MAINTENANCE PROCEDURES
B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
EFG
MAINTENANCE DOCUMENTS - AMM PART 2 -
MAINTENANCE PROCEDURES
FIM Chapter Subjects
General The chapter subjects have two types of information. The
Use the Fault Isolation Manual (FIM) to isolate and subjects have the fault isolation tasks. They also have
correct airplane faults. information that help you identify the correct task. These
are the chapter subjects:
To isolate a fault, you must get a FIM task number. You - How to use the FIM
use different sections of the FIM along with airplane data - Fault code index
to identify the correct task number. - Maintenance message index
- Fault isolation tasks
The FIM has these parts: - Task support pages.
- Introduction
- Front subjects The flight crew uses the fault reporting manual (FRM) to
- Chapter subjects. find the fault code.
FIM Introduction If the flight crew does not supply a fault code, you can
The introduction is a very important part of the FIM. It use the front subjects of the FIM to find the task number.
explains the parts of the FIM and tells how to use them.
FIM Front Subjects

You use the front subjects to find a task number. With a
fault description or a cabin fault code, you can find which
tasks in the FIM you must do to correct the fault. These
are the front subjects:
- Observed fault list in alphabetical order
- Observed fault list in system order
- Cabin fault list
- Cabin fault code index.

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
7 37-6 00/70 0/800
FAULT ISOLATION MANUAL
21
AIR CONDITIO NING

EF FE CTIVIT Y OBSERVED FAULT LIST EFF E CT IVITY 21-HOW TO USE THE FIM
ALL ALPHABETICA L AL L Page 1
Page 1 Dec 05/ 96
Oct 05/96
EFFE CTI VIT Y 21-FAULT CODE INDEX
EF FE CTIVITY OBSERVED FAULT LIST ALL Pa ge 10 1
SYST EM ORDER De c 05/9 6
ALL
Pa ge 1
Oct 0 5/96 EF FE CTIVITY 21-MAINT MSG INDEX
EFF ECT IVITY CABIN FAULT LIST ALL Page 101
Dec 0 5/96
AL L
Pag e 1
EFF ECT IVI TY 21-31 TASK 801
Oct 05 /96
ALL Page 2 01
Dec 05/ 96
EF FE CTIVITY CABIN FAULT CODE INDEX EF FE CTIVIT Y 21-31 TASK SUPPORT
ALL
Page 101 Page 301
ALL
Oct 0 5/96 Dec 05 /96
FIM FRONT SUBJECTS FIM CHAPTER SUBJECTS
01-00-00.008 MAINTENANCE DOCUMENTS - FAULT ISOLATION MANUAL (FIM)

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
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MAINTENANCE DOCUMENTS -
BUILT IN TEST EQUIPMENT (BITE) Observed Fault List
The observed fault list is a system order list of flight deck
General effects or faults that the flight crew or the ground service
The BITE manual has the procedures to get fault data crew can see. These are the items in the list:
from the airplane built in test equipment (BITE). It has - Fault description
these sections: - Fault code
- How To Use The BITE Manual - FIM task number.
- BITE Procedure Index
- Observed Fault List BITE Procedure Tasks
- BITE procedure tasks. BITE procedure tasks give the BITE procedures for that
unit.
The BITE manual has clear and easy steps to help you
follow procedures and find Fault Isolation Manual (FIM)
references. It gives the component location for BITE
access. It has BITE procedure tasks for easy BITE
instructions. It is smaller and easier to carry than the FIM.
The observed fault list and the BITE procedure tasks are
same as the FIM only in a smaller format.
How To Use BITE Manual

In the How To Use BITE manual sections you see
instructions on how to use the BITE manual.
BITE Procedure Index

The BITE Procedure Index is a list of all the BITE
procedures. It is an easy way to look up a procedure
quickly.

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
EFG
BITE MANUAL
BOEING COMMERCIAL AIRPLAN E GROUP

SEATTLE, WASHINGTON, U SA
EFFECTIVITY HOW TO USE BITE MANUAL

AL L
Page 4
Ju n 15/96
EFFECTIVITY BITE PROCEDURE INDEX
ALL
Pa ge 1
Jun 1 5/96
EFFECTIVITY OBSERVED FAULT LIST
ALL SYSTEM ORD ER
Page 1
Jun 15/9 6
EFFECTIVITY 31-62 TASK 801
AL L
Pa ge 20 1
Jun 15/9 6
01-00-00.200 MAINTENANCE DOCUMENTS - BUILT IN TEST EQUIPMENT (BITE)

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
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MAINTENANCE DOCUMENTS - FAILED LRU
General
Scenario 1 shows flow and use of the tools for a line 7. The maintenance crew finds the FIM task number
replacable unit (LRU) that has an internal failure. The in a table in the FIM or BITE manual.
flow shows these steps:
1. The flight crew uses the fault reporting manual 8. The task number next to the fault code is
(FRM) to find the fault code. recorded.
2. The flight crew writes the fault code and a brief 9. Find the task number in the FIM.
description of the problem in the aircraft flight log.
10. The FIM says to remove and replace the LRU and
3. The maintenance crew checks the dispatch it references the maintenance manual removal &
deviation guide and decides to fix or defer the installation (R&I) section.
problem.
11. The maintenance crew uses the maintenance
4. For a fix, the maintenance crew uses the fault manual R&I procedures to install a good LRU.
isolation manual (FIM) or the BITE manual to find
the FIM task number. 12. The FIM then gives the steps to verify the fault is
corrected.
5. In the BITE manual, BITE procedure task
numbers in the Observed Fault List have an 13. The fault is gone.
asterisk after the task number. Use the FIM or the
BITE manual for (*) tasks. Use the FIM for tasks 14. The maintenance crew finishes the job by
that do not have an asterisk. completing the paperwork.
6. The maintenance crew does the BITE procedure

and gets a maintenance message from the BITE.

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
AIRCRAFT
FLIGHT LOG
OR FAULT ISOLATION
FIX MANUAL
DISPATCH
FAULT REPORTING DEVIATION
MANUAL GUIDE OR
TASK NUMBER
FLIGHT CREW BITE

WRITE-UP MANUAL
DEFER THE
PROBLEM wymt-22-12-0002
TEST THE LRU
AND GET THE
MAINTENANCE
MESSAGE
AIRPLANE
FAULT ISOLATION MAINTENANCE FAULT ISOLATION JOB
MANUAL MANUAL MANUAL COMPLETE
wymt-22-12-0002 AIRCRAFT
LOOK IN A TABLE R&I THE LRU COMPLETE THE FIM LRU TESTS FLIGHT LOG
FOR TASK NUMBER TASK AND VERIFY GOOD COMPLETE THE
THEN DO THE TASK THE REPAIR PAPERWORK
(R&I THE LRU)
01-00-00.209 MAINTENANCE DOCUMENTS - EXAMPLE - FAILED LRU

B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
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B737-600, -700, -800, -900, -BBJ/ALL 01-00-00 Jan 99
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ENGINE FAULT ISOLATION

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
FAULT ISOLATION
EFG
ENGINE FAULT ISOLATION SYSTEM DEU. The DEU acts as a buffer for the data exchanged
between the EEC and FMC/CDU.
To conduct engine fault history and access ground
maintenance functions, the CFM56-7 engine uses the
following components:
- Two Electronic Engine Controls (EEC).
- Two Display Electronics Units (DEU).
- A Flight Management Computer (FMC).
- Two Control Display Units (CDU).
The fault history function will store maintenance

messages for the ten most recent flight legs and one
ground operation.
Messages are displayed for only one engine at a time

with one fault message per page (screen). The page
(screen) number you are on and the total number of
pages (screens) is also displayed.
Purpose (1.B.a)
The engine fault isolation system allows access to stored
engine fault data and maintenance functions to assist
maintenance personnel in performing corrective action.
Operation (2.C.a)
For engine fault detection the EEC continuously
analyzes engine data and transmits this data through the

B737-600, -700, -800, -900, -BBJ/ALL FAULT Jan 99
FAULT ISOLATION
EFG
ENGINE 1 EEC ENGINE 2 EEC
CHANNEL A CHANNEL A
B B
DEU NO. 1 DEU NO. 1
FLIGHT
CONTROL
MANAGEMENT
DISPLAY
COMPUTER
UNITS (CDU)
(FMC)
ENGINE FAULT ISOLATION SYSTEM

FAULT ISOLATION
EFG
CONTROL DISPLAY UNIT (CDU)
There are two control display units (CDU) located on the
center console of the flight compartment. Each CDU
contains twelve line select keys (LSK), six left and six
right for selecting screen displayed menu items. Some
menu items contain more than one page, therefore NEXT
PAGE and PREV PAGE keys are provided.
Purpose (1.B.a)
The CDU of the flight management computer (FMC)
system is used to perform the engine fault history BITE
procedure.
Operation (2.C.a)
After powering up the CDU the first screen displayed is
the initial reference index screen as shown below
To activate access to a specific system's maintenance

functions select the MAINT line select key (LSK) 6R. The
next screen displayed will be the MAINT BITE INDEX
screen.

FAULT ISOLATION
EFG
SEE A
< IDENT NAV DATA >

< POS
< PERF
< TAKEOFF
< APPROACH
MAINT >
COMMON DISPLAY UNIT - CDU

FAULT ISOLATION
EFG
MAINTENANCE BITE INDEX SCREEN
The Maintenance BITE Index screen displays a menu
that includes the following aircraft/engine maintenance
functions:
- Flight Management Computer System (FMCS)
- Digital Flight Control System (DFCS)
- Auto Throttle (AT)
- Air Data Initial Reference System (ADIRS)
- Control Display System (CDS)
- Engine Exceedance Bite Index (ENGINE)
- Auxiliary Power Unit (APU)
- Fuel Quantity Indication System (FQIS)
Purpose (1.B.a)
The Maintenance BITE index provides a menu for access
to aircraft and engine maintenance functions.
Operation (2.C.a)
To access either engine's ground maintenance functions
select ENGINE line select key (LSK) 1R.

FAULT ISOLATION
EFG
MAINTENANCE BITE INDEX SCREEN

FAULT ISOLATION
EFG
ENGINE EXCEEDANCES AND BITE INDEX SCREEN
The Engine Exceedances and BITE Index screen
displays a menu for initial selection of engine ground
maintenance functions for engine position 1 (LSK 1L) or
engine position 2 (LSK 2L). A menu selection for
exceedance reports can be accessed by selecting line
select key (LSK) 6R.
Purpose (1.B.a)
The Engine Exceedances and BITE index screen
provides a menu for access to specific engine
maintenance functions or exceedance reports.
Operation (2.C.a)
As the initial request for engine ground maintenance
functions select LSK 1L , 2L, 3L, or 4L. After the
selection is made the Flight Management Computer
(FMC) will establish communications with the selected
electronic engine control (EEC) channel associated with
the LSK selected. As this occurs an EEC Initialization
screen will appear followed by the Engine # BITE Test
Main Menu.

FAULT ISOLATION
EFG
ENGINE/EXCEED BITE INDEX AND EEC INITIALIZATION SCREEN

FAULT ISOLATION
EFG
MAIN MENU SCREEN
The Engine # BITE Test MAIN MENU is the first screen
displayed by the electronic engine control (EEC) and
includes the following menu selections:
- RECENT FAULTS
- FAULT HISTORY
- IDENT/CONFIG
- GROUND TESTS
- INPUT MONITORING
Purpose (1.B.a)
Provides a list of all Engine # BITE Test functions
available to the maintenance personnel.
Operation (2.C.a)
Select the line select key (LSK) 1L to access the
RECENT FAULTS function.

FAULT ISOLATION
EFG
MAIN MENU SCREEN

FAULT ISOLATION
EFG
RECENT FAULTS SCREEN Lines 9 through 11 display the three most recent flight
legs where the fault was seen (0 is the most recent
Identification (1.A.a) ground run). An "X" denotes that the fault was seen on
Selecting the RECENT FAULTS function from the Engine that flight leg (1 is the most recent flight leg).
# BITE Test main menu will display one fault per page
(screen). The current page of total pages (i.e. 1/4 on line If recent fault data is not available from both channels the
2) is used as an index. display will show recent faults for a particular channel
only (Single Channel Operation (SCO) vs. Dual Channel
Line 2 displays the key title of the line select key (LSK) Operation (DCO)).
selected from the Engine # BITE Test MAIN MENU (i.e.
RECENT FAULTS). If no faults have been stored, the NO RECENT FAULTS
STORED screen is displayed.
Line 3 identifies one of the following zones where the
fault has been stored: Purpose (1.B.a)
- Engine Control Light Failures. The RECENT FAULTS function stores faults in
- Alternate Mode Light Failures. nonvolatile memory over the three most recent flight legs
- Short Time Dispatch Failures. (including faults detected while on the ground).
- Long Time Dispatch Failures.
- Economic Dispatch Failures. Operation (2.C.a)
To page through the recent faults the NEXT PAGE or
Line 5 contains the message number used to uniquely PREV PAGE keys of the Control Display Unit (CDU) are
identify the fault. This number is indexed to the Fault used.
Isolation Manual (FIM) to acquire the correct
troubleshooting procedures required to correct the fault. Selecting the HISTORY LSK 6R displays the entire flight
leg history (10 Legs) for that fault.
Lines 6 and 7 provide a brief description of the fault
identified in line 5. Selecting the INDEX LSK 6L will return the operator to
the MAIN MENU.

FAULT ISOLATION
EFG
RECENT FAULTS SCREENS

FAULT ISOLATION
EFG
FAULT HISTORY only (Single Channel Operation (SCO) vs. Dual Channel
Operation (DCO)).
Selecting the FAULT HISTORY function from the Engine If no faults have been stored for the last ten flight legs
# BITE Test MAIN MENU will display one fault per page and the ground run leg, the NO FAULT HISTORY
(screen). The current page of total pages (i.e. 1/4 on line STORED screen is displayed.
2) is used as an index.
Purpose (1.B.a)
Line 2 of the screen is the key title of the line select key The FAULT HISTORY function displays fault history for
(LSK) selected from the Engine # BITE Test MAIN MENU the last 10 flight legs and the ground run leg.
(FAULT HISTORY).
Operation (2.C.a)
Line 3 of the screen is used to identify the zone where To page through the fault history the NEXT PAGE or
the fault has been stored. PREV PAGE keys of the CDU are used.
Line 5 contains the message number used to uniquely Selecting the INDEX LSK 6L will return the operator to
identify the fault. This number is indexed to the Fault the MAIN MENU.
Isolation Manual (FIM) to acquire the correct
troubleshooting procedures required to correct the fault.
Lines 6 and 7 are used to provide a brief description of

the fault identified in line 5.
Lines 9 through 11 are used to display the ten most

recent flight legs where the fault was seen (0 is the most
recent ground run). An "X" denotes that the fault was
seen on that flight leg (1 is the most recent flight leg).
If fault history data is not available from both channels

the display will show fault history for a particular channel

FAULT ISOLATION
EFG
FAULT HISTORY SCREENS

FAULT ISOLATION
EFG
IDENTIFICATION/CONFIGURATION SCREENS
Selecting the INDEX LSK 6L will return the operator to
Identification (1.A.a) the MAIN MENU.
Selecting the IDENT/CONFIG function from the Engine #
BITE Test MAIN MENU will display identification and
configuration data (page 1/2) defining the following:
- Engine Serial Number.
- Rating selected by the ID Plug, or
- N1 Trims, etc.
Page 2/2 displays the status of the performance

multiplexer (PMUX), chip detector and engine type
options.
If identification and configuration data is not available

from both channels (SCO), a data not available screen is
displayed
Purpose (1.B.a)
Supports the engine intermix activity and allows for the
clearing of faults when the electronic engine control
(EEC) is moved from airplane to airplane , or engine to
engine.
Operation (2.C.a)
Selecting ENG S/N line select key (LSK) 3L displays a
screen allowing the operator to change the engine serial
number.
Selecting ERASE FAULTS LSK 6R will go to the erase

all faults screen.
FAULT ISOLATION
EFG
IDENTIFICATION/CONFIGURATION - STATUS SCREENS (DCO AND SCO)

Page 395
EFFECTIVITY
FAULT ISOLATION
EFG
GROUND TESTS
When the ground tests function is selected from the
Engine # BITE Test MAIN MENU the following selections
are displayed:
- electronic engine control (EEC) Test
- Thrust Reverser Lever Interlock Test
- Actuators Test
- Igniters Test
Purpose (1.B.a)
The screen lists different engine tests that can be
conducted.
Operation (2.C.a)
Selecting line select key (LSK) 1L, 2L, 3L, or 4L from the
GROUND TESTS menu will display the selected test
menu screen.
Selecting INDEX LSK 6L will return the operator to the

Main Menu.

FAULT ISOLATION
EFG
GROUND TESTS SCREEN

FAULT ISOLATION
EFG
INPUT MONITORING
When the input monitoring function is selected from the
Engine # BITE Test main menu the following parameters
are monitored by the electronic engine control (EEC) and
output to the Flight Management Computer (FMC)
Central Display Unit (CDU):
- Control Loops (page 1/2)
- Control Pressures (page 1/2)
- Control Temperatures (page 1/2)
- Fuel System (page 1/2)
- Oil System (page 1/2)
- Speeds (page 2/2)
- Analog Signals (page 2/2)
- Digital Signals (page 2/2)
Purpose (1.B.a)
Displays the Input Monitoring information screen(s)and
allows maintenance personnel to monitor (in near real
time) engine conditions.
Operation (2.C.a)
Select line select key (LSK) 1L, 2L, 3L, 4L, or 5L (page 1/
2) or 1L, 2L, or 3L (page 2/2) to display monitoring
screens.
Selecting INDEX LSK 6L will return the operator to the

Ground Tests Main Menu.

FAULT ISOLATION
EFG
INPUT MONITORING SCREENS 1 AND 2

FAULT ISOLATION
EFG

B737-600, -700, -800, -900, -BBJ/ALL Jan 99
FAULT ISOLATION

Ctc-103 Line &amp; Base Maintenance

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Ctc-103 Line &amp; Base Maintenance

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EFG

LINE & BASE MAINTENANCE

CFMI Customer Training Center CFMI Customer Training Services

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Proprietary Information Notice

Copyright 1999 CFM International

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Section Topic Revision Page Numbers

Intro Table of Contents ................................................................................ Jan 99 ................................ 1-12

Intro Abbreviations and Acronyms ............................................................... Jan 99 ................................ 7-12

1. Objectives ............................................................................................ Jan 99 .............................. 13-24

2. Powerplant General ............................................................................. Jan 99 .............................. 25-46

3. Engine Exhaust .................................................................................... Jan 99 .............................. 47-72

4. Engine General .................................................................................... Jan 99 .............................. 73-92

5. Fuel and Control System ..................................................................... Jan 99 ............................ 93-204

6. Air System ........................................................................................... Jan 99 .......................... 205-244

7. Oil System ........................................................................................... Jan 99 .......................... 245-268

8. Ignition System .................................................................................... Jan 99 .......................... 269-288

9. Start System ........................................................................................ Jan 99 .......................... 289-310

10. Engine Indicating System .................................................................... Jan 99 .......................... 311-362

11. Maintenance Documents ..................................................................... Jan 99 .......................... 363-378

12. Engine Fault Isolation .......................................................................... Jan 99 .......................... 379-400

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ABBREVIATIONS & ACRONYMS

Given an objective exercise, the student will identify:

Given an engine configuration exercise, the student will identify:

Given an objective exercise, the student will identify:

Given an engine configuration exercise, the student will identify:

Given an objective exercise, the student will identify:

Given an engine configuration exercise, the student will identify:

Given an objective exercise, the student will identify:

Given an engine configuration exercise, the student will identify:

Given an objective exercise, the student will identify:

Given an engine configuration exercise, the student will identify:

Given an objective exercise, the student will identify:

Given an engine configuration exercise, the student will identify:

Given an objective exercise, the student will identify:

Given an engine configuration exercise, the student will identify:

Given an Objective Exercise, the student will identify:

Given an Engine Configuration Exercise, the student will identify:

Given an Objective Exercise, the student will identify:

Given an Engine Configuration Exercise, the student will identify:

Given an Objective Exercise, the student will identify:

Given a Configuration Study Exercise, the student will identify:

Given an objective exercise, the student will identify:

Given an Objective Exercise, the student will identify:

71-00-00-000 POWERPLANT - INTRODUCTION

The inlet cowl attaches to the front flange of the engine

IDG ACCESS DOOR

CHIP DETECTOR ACCESS/

OIL TANK ACCESS DOOR

71-11-00-000 ENGINE COWLING

ANTICOLLISION LIGHT INLET HAZARD AREA

5 FT. (1.5 M) 4 FT. (1.2 M)

HEAT AND EXHAUST

The drain system is divided into three outputs:

DRAIN HOLE SCUPPER FOR THE DRAIN

DRAIN HOLE SCUPPER FOR DRAIN HOLE SCUPPER FOR

FWD RIGHT FAN

RIGHT VBV DRAIN

FORWARD SUMP DRAIN

BSV/LPTACC VALVE DRAIN

MAIN FUEL/OIL HEAT TBV

Fan Cowl Panel Latches

Ctc-103 Line & Base Maintenance

Ctc-103 Line & Base Maintenance