CTC-234 Nacelle PDF

EFG C F M 5 6
NACELLE
CFM56-7B
January 2003
ATA level 3
CTC-234
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CFM56-7B TRAINING MANUAL
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NACELLE
Published by CFMI
CFMI Customer Training Center CFMI Customer Training Services

Snecma Services - Snecma Group GE Aircraft Engines
Direction de l’Après-Vente Civile Customer Technical Education Center
MELUN-MONTEREAU 123 Merchant Street
Aérodrome de Villaroche B.P. 1936 Mail Drop Y2
77019 - MELUN-MONTEREAU Cedex Cincinnati, Ohio 45246
FRANCE USA
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CFMI PROPRIETARY INFORMATION Jan 03
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This CFMI publication is for Training Purposes Only. The 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
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government
and CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
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TABLE OF CONTENTS
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CFMI PROPRIETARY INFORMATION NACELLE Jan 03
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Chapter Page Chapter Page
Table of Contents 1 to 2 Engine Fire Protection System 1 to 4
Lexis 1 to 10 Engine Fire Detection System 1 to 4
Nacelle General 1 to 6 Engine/Aircraft Connections 1 to 8
Powerplant Presentation 1 to 6 Powerplant Drains 1 to 10
Engine Mounts 1 to 10
Air Inlet Cowl 1 to 6
Fan Cowl Doors 1 to 4
Thrust Reverser Cowl Opening 1 to 6
Thrust Reverser General 1 to 4
Thrust Reverser Mechanical Structure 1 to 24
Thrust Reverser Control System 1 to 30
Exhaust System 1 to 8
Engine Hydraulic System 1 to 4
Engine Bleed Air System 1 to 4
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LEXIS
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A ATC AUTOTHROTTLE COMPUTER
A/C AIRCRAFT ATHR AUTO THRUST
AC ALTERNATING CURRENT ATO ABORTED TAKE OFF
ACARS AIRCRAFT COMMUNICATION ADRESSING AVM AIRCRAFT VIBRATION MONITORING
and REPORTING SYSTEM
ACMS AIRCRAFT CONDITION MONITORING B
SYSTEM BITE BUILT IN TEST EQUIPMENT
ACS AIRCRAFT CONTROL SYSTEM BMC BLEED MANAGEMENT COMPUTER
ADC AIR DATA COMPUTER BPRV BLEED PRESSURE REGULATING VALVE
ADEPT AIRLINE DATA ENGINE PERFORMANCE BSI BORESCOPE INSPECTION
TREND BSV BURNER STAGING VALVE (SAC)
ADIRS AIR DATA AND INERTIAL REFERENCE BSV BURNER SELECTION VALVE (DAC)
SYSTEM BVCS BLEED VALVE CONTROL SOLENOID
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT C
AGB ACCESSORY GEARBOX C CELSIUS or CENTIGRADE
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CAS CALIBRATED AIR SPEED
ALF AFT LOOKING FORWARD CBP (HP) COMPRESSOR BLEED PRESSURE
ALT ALTITUDE CCDL CROSS CHANNEL DATA LINK
ALTN ALTERNATE CCFG COMPACT CONSTANT FREQUENCY
AMB AMBIENT GENERATOR
AMM AIRCRAFT MAINTENANCE MANUAL CCU COMPUTER CONTROL UNIT
AOG AIRCRAFT ON GROUND CCW COUNTER CLOCKWISE
A/P AIR PLANE CDP (HP) COMPRESSOR DISCHARGE
APU AUXILIARY POWER UNIT PRESSURE
ARINC AERONAUTICAL RADIO, INC. CDS COMMON DISPLAY SYSTEM
(SPECIFICATION) CDU CONTROL DISPLAY UNIT
ASM AUTOTHROTTLE SERVO MECHANISM CFDIU CENTRALIZED FAULT DISPLAY INTERFACE
A/T AUTOTHROTTLE UNIT
ATA AIR TRANSPORT ASSOCIATION CFDS CENTRALIZED FAULT DISPLAY SYSTEM
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CFMI JOINT GE/SNECMA COMPANY (CFM DAMV DOUBLE ANNULAR MODULATED VALVE
INTERNATIONAL) DAR DIGITAL ACMS RECORDER
CG CENTER OF GRAVITY DC DIRECT CURRENT
Ch A channel A DCU DATA CONVERSION UNIT
Ch B channel B DCV DIRECTIONAL CONTROL VALVE BOEING
CHATV CHANNEL ACTIVE DEU DISPLAY ELECTRONIC UNIT
CIP(HP) COMPRESSOR INLET PRESSURE DFCS DIGITAL FLIGHT CONTROL SYSTEM
CIT(HP) COMPRESSOR INLET TEMPERATURE DFDAU DIGITAL FLIGHT DATA ACQUISITION UNIT
cm.g CENTIMETER X GRAMS DFDRS DIGITAL FLIGHT DATA RECORDING
CMC CENTRALIZED MAINTENANCE SYSTEM
COMPUTER DISC DISCRETE
CMM COMPONENT MAINTENANCE MANUAL DIU DIGITAL INTERFACE UNIT
CMS CENTRALIZED MAINTENANCE SYSTEM DMC DISPLAY MANAGEMENT COMPUTER
CMS CENTRAL MAINTENANCE SYSTEM DMD DEMAND
CODEP HIGH TEMPERATURE COATING DMS DEBRIS MONITORING SYSTEM
CONT CONTINUOUS DMU DATA MANAGEMENT UNIT
CPU CENTRAL PROCESSING UNIT DOD DOMESTIC OBJECT DAMAGE
CRT CATHODE RAY TUBE DPU DIGITAL PROCESSING MODULE
CSD CONSTANT SPEED DRIVE DRT DE-RATED TAKE-OFF
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW E
CTAI COWL THERMAL ANTI-ICING EAU ENGINE ACCESSORY UNIT
CTEC CUSTOMER TECHNICAL EDUCATION EBU ENGINE BUILDUP UNIT
CENTER ECA ELECTRICAL CHASSIS ASSEMBLY
CTL CONTROL ECAM ELECTRONIC CENTRALIZED AIRCRAFT
Cu.Ni.In COPPER.NICKEL.INDIUM MONITORING
CW CLOCKWISE ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
D EE ELECTRONIC EQUIPMENT
DAC DOUBLE ANNULAR COMBUSTOR EEC ELECTRONIC ENGINE CONTROL
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EFH ENGINE FLIGHT HOURS FCU FLIGHT CONTROL UNIT
EFIS ELECTRONIC FLIGHT INSTRUMENT FDAMS FLIGHT DATA ACQUISITION &
SYSTEM MANAGEMENT SYSTEM
EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT
EHSV ELECTRO-HYDRAULIC SERVO VALVE FDRS FLIGHT DATA RECORDING SYSTEM
EICAS ENGINE INDICATING AND CREW FDU FIRE DETECTION UNIT
ALERTING SYSTEM FEIM FIELD ENGINEERING INVESTIGATION
EIS ELECTRONIC INSTRUMENT SYSTEM MEMO
EIU ENGINE INTERFACE UNIT FF FUEL FLOW (see Wf) -7B
EIVMU ENGINE INTERFACE AND VIBRATION FFCCV FAN FRAME/COMPRESSOR CASE
MONITORING UNIT VERTICAL (VIBRATION SENSOR)
EMF ELECTROMOTIVE FORCE FI FLIGHT IDLE (F/I)
EMI ELECTRO MAGNETIC INTERFERENCE FIM FAULT ISOLATION MANUAL
EMU ENGINE MAINTENANCE UNIT FIN FUNCTIONAL ITEM NUMBER
EPROM ERASABLE PROGRAMMABLE READ ONLY FIT FAN INLET TEMPERATURE
MEMORY FLA FORWARD LOOKING AFT
(E)EPROM (ELECTRICALLY) ERASABLE FLX TO FLEXIBLE TAKE-OFF
PROGRAMMABLE READ ONLY MEMORY FMC FLIGHT MANAGEMENT COMPUTER
ESN ENGINE SERIAL NUMBER FMCS FLIGHT MANAGEMENT COMPUTER
ETOPS EXTENDED TWIN OPERATION SYSTEMS SYSTEM
EWD/SD ENGINE WARNING DISPLAY / SYSTEM FMGC FLIGHT MANAGEMENT AND GUIDANCE
DISPLAY COMPUTER
FMGEC FLIGHT MANAGEMENT AND GUIDANCE
F ENVELOPE COMPUTER
F FARENHEIT FMS FLIGHT MANAGEMENT SYSTEM
FAA FEDERAL AVIATION AGENCY FMV FUEL METERING VALVE
FADEC FULL AUTHORITY DIGITAL ENGINE FOD FOREIGN OBJECT DAMAGE
CONTROL FPA FRONT PANEL ASSEMBLY
FAR FUEL/AIR RATIO FPI FLUORESCENT PENETRANT INSPECTION
FCC FLIGHT CONTROL COMPUTER FQIS FUEL QUANTITY INDICATING SYSTEM
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FRV FUEL RETURN VALVE HPTC HIGH PRESSURE TURBINE CLEARANCE
FWC FAULT WARNING COMPUTER HPTCCV HIGH PRESSURE TURBINE CLEARANCE
FWD FORWARD CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
G HPTR HIGH PRESSURE TURBINE ROTOR
g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)
GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES I
GEM GROUND-BASED ENGINE MONITORING I/O INPUT/OUTPUT
GI GROUND IDLE (G/I) IAS INDICATED AIR SPEED
GMM GROUND MAINTENANCE MODE ID INSIDE DIAMETER
GMT GREENWICH MEAN TIME ID PLUG IDENTIFICATION PLUG
GND GROUND IDG INTEGRATED DRIVE GENERATOR
GPH GALLON PER HOUR IFSD IN FLIGHT SHUT DOWN
GPU GROUND POWER UNIT IGB INLET GEARBOX
GSE GROUND SUPPORT EQUIPMENT IGN IGNITION
IGV INLET GUIDE VANE
H in. INCH
HCF HIGH CYCLE FATIGUE IOM INPUT OUTPUT MODULE
HCU HYDRAULIC CONTROL UNIT IPB ILLUSTRATED PARTS BREAKDOWN
HDS HORIZONTAL DRIVE SHAFT IPC ILLUSTRATED PARTS CATALOG
HMU HYDROMECHANICAL UNIT IPCV INTERMEDIATE PRESSURE CHECK VALVE
HP HIGH PRESSURE IPS INCHES PER SECOND
HPC HIGH PRESSURE COMPRESSOR IR INFRA RED
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE K
HPSOV HIGH PRESSURE SHUT-OFF VALVE °K KELVIN
HPT HIGH PRESSURE TURBINE k X 1000
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) KIAS INDICATED AIR SPEED IN KNOTS
CLEARANCE CONTROL kV KILOVOLTS
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Kph KILOGRAMS PER HOUR MCT MAXIMUM CONTINUOUS
MDDU MULTIPURPOSE DISK DRIVE UNIT
L MEC MAIN ENGINE CONTROL
L LEFT milsD.A. Mils DOUBLE AMPLITUDE
L/H LEFT HAND mm. MILLIMETERS
lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST
LCD LIQUID CRYSTAL DISPLAY MO AIRCRAFT SPEED MACH NUMBER
LCF LOW CYCLE FATIGUE MPA MAXIMUM POWER ASSURANCE
LE (L/E) LEADING EDGE MPH MILES PER HOUR
LGCIU LANDING GEAR CONTROL INTERFACE MTBF MEAN TIME BETWEEN FAILURES
UNIT MTBR MEAN TIME BETWEEN REMOVALS
LP LOW PRESSURE mV MILLIVOLTS
LPC LOW PRESSURE COMPRESSOR Mvdc MILLIVOLTS DIRECT CURRENT
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N
CLEARANCE CONTROL N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
LPTC LOW PRESSURE TURBINE CLEARANCE SPEED
LPTN LOW PRESSURE TURBINE NOZZLE N1* DESIRED N1
LPTR LOW PRESSURE TURBINE ROTOR N1ACT ACTUAL N1
LRU LINE REPLACEABLE UNIT N1CMD COMMANDED N1
LVDT LINEAR VARIABLE DIFFERENTIAL N1DMD DEMANDED N1
TRANSFORMER N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
M N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
mA MILLIAMPERES (CURRENT) SPEED
MCD MAGNETIC CHIP DETECTOR N2* DESIRED N2
MCDU MULTIPURPOSE CONTROL AND DISPLAY N2ACT ACTUAL N2
UNIT N2K CORRECTED CORE SPEED
MCL MAXIMUM CLIMB N/C NORMALLY CLOSED
MCR MAXIMUM CRUISE N/O NORMALLY OPEN
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NAC NACELLE PS13 FAN OUTLET STATIC AIR PRESSURE
NVM NON VOLATILE MEMORY PS3HP COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
O PSI POUNDS PER SQUARE INCH
OAT OUTSIDE AIR TEMPERATURE PSIA POUNDS PER SQUARE INCH ABSOLUTE
OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH
OGV OUTLET GUIDE VANE DIFFERENTIAL
OSG OVERSPEED GOVERNOR psig POUNDS PER SQUARE INCH GAGE
OVBD OVERBOARD PSM POWER SUPPLY MODULE
OVHT OVERHEAT PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
P PT TOTAL PRESSURE
Pb BYPASS PRESSURE PT2 FAN INLET TOTAL AIR PRESSURE
Pc REGULATED SERVO PRESSURE (PRIMARY FLOW)
Pcr CASE REGULATED PRESSURE PT25 HPC TOTAL INLET PRESSURE
Pf HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR Q
PRESSURE/TEMPERATURE QAD QUICK ATTACH DETACH
P/N PART NUMBER QEC QUICK ENGINE CHANGE
P0 AMBIENT STATIC PRESSURE QTY QUANTITY
P25 HP COMPRESSOR INLET TOTAL AIR QWR QUICK WINDMILL RELIGHT
TEMPERATURE
PCU PRESSURE CONVERTER UNIT R
PLA POWER LEVER ANGLE R/H RIGHT HAND
PMC POWER MANAGEMENT CONTROL RAC/SB ROTOR ACTIVE CLEARANCE/START
PMUX PROPULSION MULTIPLEXER BLEED
PPH POUNDS PER HOUR RACC ROTOR ACTIVE CLEARANCE CONTROL
PRSOV PRESSURE REGULATING SERVO VALVE RAM RANDOM ACCESS MEMORY
Ps PUMP SUPPLY PRESSURE RCC REMOTE CHARGE CONVERTER
PS12 FAN INLET STATIC AIR PRESSURE RDS RADIAL DRIVE SHAFT
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RPM REVOLUTIONS PER MINUTE SMM STATUS MATRIX
RTD RESISTIVE THERMAL DEVICE SMP SOFTWARE MANAGEMENT PLAN
RTO REFUSED TAKE OFF SN SERIAL NUMBER
RTV ROOM TEMPERATURE VULCANIZING SNECMA SOCIETE NATIONALE D’ETUDE ET DE
(MATERIAL) CONSTRUCTION DE MOTEURS
RVDT ROTARY VARIABLE DIFFERENTIAL D’AVIATION
TRANSFORMER SOL SOLENOID
SOV SHUT-OFF VALVE
S STP STANDARD TEMPERATURE AND
S/N SERIAL NUMBER PRESSURE
S/R SERVICE REQUEST SVR SHOP VISIT RATE
S/V SHOP VISIT SW SWITCH BOEING
SAC SINGLE ANNULAR COMBUSTOR SYS SYSTEM
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE T
SB SERVICE BULLETIN T oil OIL TEMPERATURE
SCU SIGNAL CONDITIONING UNIT T/C THERMOCOUPLE
SDAC SYSTEM DATA ACQUISITION T/E TRAILING EDGE
CONCENTRATOR T/O TAKE OFF
SDI SOURCE/DESTINATION IDENTIFIER (BITS) T/R THRUST REVERSER
(CF ARINC SPEC) T12 FAN INLET TOTAL AIR TEMPERATURE
SDU SOLENOID DRIVER UNIT T25 HP COMPRESSOR INLET AIR
SER SERVICE EVALUATION REQUEST TEMPERATURE
SFC SPECIFIC FUEL CONSUMPTION T3 HP COMPRESSOR DISCHARGE AIR
SFCC SLAT FLAP CONTROL COMPUTER TEMPERATURE
SG SPECIFIC GRAVITY T49.5 EXHAUST GAS TEMPERATURE
SLS SEA LEVEL STANDARD (CONDITIONS : T5 LOW PRESSURE TURBINE DISCHARGE
29.92 in.Hg / 59°F) TOTAL AIR TEMPERATURE
SLSD SEA LEVEL STANDARD DAY (CONDITIONS TAI THERMAL ANTI ICE
: 29.92 in.Hg / 59°F) TAT TOTAL AIR TEMPERATURE
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TBC THERMAL BARRIER COATING TSN TIME SINCE NEW (HOURS)
TBD TO BE DETERMINED TTL TRANSISTOR TRANSISTOR LOGIC
TBO TIME BETWEEN OVERHAUL
TBV TRANSIENT BLEED VALVE U
TC(TCase) HP TURBINE CASE TEMPERATURE UER UNSCHEDULED ENGINE REMOVAL
TCC TURBINE CLEARANCE CONTROL UTC UNIVERSAL TIME CONSTANT
TCCV TURBINE CLEARANCE CONTROL VALVE
TCJ TEMPERATURE COLD JUNCTION V
T/E TRAILING EDGE VAC VOLTAGE, ALTERNATING CURRENT
TECU ELECTRONIC CONTROL UNIT INTERNAL VBV VARIABLE BLEED VALVE
TEMPERATURE VDC VOLTAGE, DIRECT CURRENT
TEO ENGINE OIL TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER
TGB TRANSFER GEARBOX VIB VIBRATION
Ti TITANIUM VLV VALVE
TLA THROTTLE LEVER ANGLE AIRBUS VRT VARIABLE RESISTANCE TRANSDUCER
TLA THRUST LEVER ANGLE BOEING VSV VARIABLE STATOR VANE
TM TORQUE MOTOR
TMC TORQUE MOTOR CURRENT W
T/O TAKE OFF WDM WATCHDOG MONITOR
TO/GA TAKE OFF/GO AROUND Wf WEIGHT OF FUEL OR FUEL FLOW
T/P TEMPERATURE/PRESSURE SENSOR WFM WEIGHT OF FUEL METERED
TPU TRANSIENT PROTECTION UNIT WOW WEIGHT ON WHEELS
TR TRANSFORMER RECTIFIER WTAI WING THERMAL ANTI-ICING
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING
VALVE
TSI TIME SINCE INSTALLATION (HOURS)
EFFECTIVITY
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IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS
1 mile = 1,609 km 1 km = 0.621 mile

1 ft = 30,48 cm 1m = 3.281 ft. or 39.37 in.
1 in. = 25,4 mm 1 cm = 0.3937 in.
1 mil. = 25,4 µ 1 mm = 39.37 mils.
1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 cm² = 0.155 sq.in.
1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 cu.in. = 16.39 cm³ 1 dm³ = 0.264 USA gallon
1 cm³ = 0.061 cu.in.
1 lb. = 0.454 kg 1 kg = 2.205 lbs
1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
°F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8
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NACELLE GENERAL
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NACELLE
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NACELLE GENERAL
The cowls enclose the periphery of the engine so as to

form the engine nacelle, underneath the aircraft wings.
The nacelle is the aerodynamic structure around the

basic engine and has several purposes:
- To smooth the airflow around and into the engine,

in order to decrease drag and give better engine
performance.
- To prevent damage to the external surface of the

engine.
- To give extra strength to the engine structure.
- To make connections for air, fluids and electricity.
- To enable access to the engine, or direct access to

some engine equipment.
EFFECTIVITY
NACELLE
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AERODYNAMICS ENGINE RIGIDITY CONNECTIONS ACCESS

PROTECTION
CTC-234-043-00
NACELLE PURPOSES
EFFECTIVITY
NACELLE
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NACELLE GENERAL
The nacelle is made up of different major sections along

the engine and includes:
- The fan inlet cowl.
- The fan cowl doors.
- The thrust reverser.
- The exhaust system.
EFFECTIVITY
NACELLE
TOC
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INLET FAN THRUST EXHAUST

COWL COWL REVERSER SYSTEM
CTC-234-044-00
NACELLE SECTIONS
EFFECTIVITY
NACELLE
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EFFECTIVITY
NACELLE
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POWERPLANT PRESENTATION
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POWERPLANT
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The engine is attached to the wing strut by mounts,

located forward and aft of the core section.
Cowls enclose the periphery of the engine so as to form

the nacelle, which is the aerodynamic structure around
the engine.
EFFECTIVITY
POWERPLANT
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ENGINE MOUNT
LOCATIONS
WING STRUT
COWLS
CTC-234-001-00
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POWERPLANT
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For quick servicing, the nacelle cowling is equipped with Nacelle right side.
various access doors and holes.
The nacelle left side features the following items:
Also, various inlets and outlets allow cooling and venting
of the inlet and fan compartments. - An EEC ram air inlet.
Nacelle left side. - A pressure relief/T12 access door.
The nacelle left side features the following items: - An oil tank access door.
- A starter override access hole. - Thrust reverser actuators access doors.
- An access door for servicing of the Integrated Drive - Thrust reverser deactivation holes.
Generator (IDG).
- A pressure relief/access door for visual inspection of

the chip detector.
- Thrust reverser actuators access doors.
- Thrust reverser deactivation holes.
EFFECTIVITY
POWERPLANT
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STARTER IDG ACCESS DOOR
OVERRIDE CHIP DETECTOR ACCESS/
ACCESS HOLE PRESSURE RELIEF DOOR
EEC RAM
AIR INLET
T/R DEACTIVATION
HOLES T12 ACCESS/
PRESSURE
RELIEF DOOR
T/R ACTUATORS OIL TANK

ACCESS DOORS ACCESS DOOR
CTC-234-002-00
NACELLE - EQUIPMENT ACCESS POINTS
EFFECTIVITY
POWERPLANT
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EFFECTIVITY
POWERPLANT
TOC
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ENGINE MOUNTS
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ENGINE
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ENGINE MOUNTS
The engine is connected to the strut by two mounts:
- The forward mount.

- The aft mount.
Both mounts are designed to:
- Withstand all the loads acting upon the nacelle.

- Transmit these loads to the strut structure.
EFFECTIVITY
ENGINE
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STRUT WING FWD
FORWARD ENGINE MOUNT
FAN FRAME
TURBINE
FRAME
FWD
AFT ENGINE MOUNT
CTC-234-004-00
ENGINE MOUNTS
EFFECTIVITY
ENGINE
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ENGINE MOUNTS
Forward mount.
The forward mount carries the engine vertical and lateral

loads.
It consists of the following elements:
- A fan case fitting assembly attached to the fan frame

at 12 o’clock with ten bolts.
- A hanger fitting assembly attached to the strut

structure with two shear pins, four bolts and four
barrel nuts.
The two fittings are mated by means of pawl pins and

nuts before engine installation.
EFFECTIVITY
ENGINE
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EFG
STRUT
BOLTS
(x4)
HANGER
FITTING
BARREL NUTS
(x4)
SHEAR PINS
PAWL PINS
(x3)
FAN CASE
FITTING
BOLTS (x10)
TO FAN CASE
FWD
CTC-234-040-00
FORWARD MOUNT
EFFECTIVITY
ENGINE
TOC
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ENGINE MOUNTS
Aft mount.
The aft mount assembly is designed to restrain engine

movements in all directions. It connects the engine
turbine rear frame to the wing strut.
It consists of the following elements:
- Four links.
- A hanger fitting.
- An evener bar.
The four links connect to the turbine rear frame clevisses

with pawl pins and nuts.
The hanger fitting connects to the wing strut structure

with a shear pin, four bolts and barrel nuts.
The evener bar has two attachment points for thrust links.
EFFECTIVITY
ENGINE
TOC
EFG
EVENER BAR THRUST LINK STRUT SHEAR PIN BARREL NUT

(x2) (x4)
HANGER
FITTING
AFT
ENGINE
MOUNT
LINK
(x4)
INNER
PAWL PIN
(x2)
OUTER NUT
PAWL PIN (x4)
(x2)
BOLT
TURBINE FWD (x4)
FWD
REAR
FRAME
CTC-234-041-00
AFT MOUNT
EFFECTIVITY
ENGINE
TOC
EFG
ENGINE MOUNTS
Thrust links.
In conjunction with the engine mounts, a forward thrust

link system is used to absorb forward and aft engine
loads.
It consists of two links that connect the aft mount to the

fan frame.
Attachment to the fan frame is made at 11 and 1 o’clock,

by means of pawl pins and nuts installed through fittings.
Attachment to the aft mount is made by means of pawl

pins and nuts through the two attachment points on the
evener bar.
EFFECTIVITY
ENGINE
TOC
EFG
THRUST LINK
AFT MOUNT SIDE FAN FRAME SIDE
PAWL PIN
NUT
AFT
ENGINE MOUNT
EVENER BAR THRUST
LINK
NUT
FWD
PAWL PIN THRUST FAN FRAME
LINK FITTING
NOTE: ONLY RIGHT THRUST LINK SHOWN,
LEFT THRUST LINK OPPOSITE.
FWD
CTC-234-042-00
THRUST LINKS
EFFECTIVITY
ENGINE
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EFFECTIVITY
ENGINE
TOC
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AIR INLET COWL
EFFECTIVITY
AIR INLET
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AIR INLET COWL
The air inlet cowl provides a smooth airflow into the

engine during all aircraft operational sequences, and also
prevents ice formation at the front of the powerplant.
It is located at the forward section of the nacelle, and its

rear flange attaches to the engine fan case, by means of
alignment pins at 3 and 9 o’clock, and bolts.
The air inlet cowl features:
- An EEC ram air inlet scoop, which provides cooling

air to the EEC.
- A T12 sensor access door, which also acts as a

pressure relief door.
- An anti-ice air duct inside the nose lip, to prevent

ice formation.
The inner skin of the air inlet cowl is lined with acoustical
panels.
Its rear face provides connections for the anti-ice duct,

the EEC cooling hose and the T12 sensor cable.
EFFECTIVITY
AIR INLET
TOC
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ANTI-ICE
AIR DUCT
NOSE LIP
VIEW A
ANTI-ICE
ANTI-ICE AIR DUCT
OUTLET DUCT
EEC RAM
AIR INLET SCOOP
A
PRESSURE RELIEF/
T12 ACCESS
DOOR
SENSOR CABLE
CONNECTION
FWD
EEC COOLING
HOSE
CTC-234-045-00
AIR INLET COWL
EFFECTIVITY
AIR INLET
TOC
EFG
AIR INLET COWL
Anti-icing system.
The inlet cowl anti-icing system keeps ice from forming on

the engine inlet cowl.
Each engine has an inlet cowl anti-icing system.
The systems operate in flight and on the ground.
Switches in the cockpit control the operation of the inlet

cowl anti-icing system.
When the system is ON, the inlet cowl thermal anti-ice

(TAI) valve opens. Hot air from the engine bleed air
manifold flows through the valve into the hollow inlet cowl.
The warm air increases the temperature in the inlet cowl.
The warm air then flows overboard through a vent at the
bottom of the cowl.
Each engine is the source of its inlet cowl thermal

anti-icing air. Thermal anti-icing air is from the engine
bleed air manifold, upstream of the pressure regulator
and shutoff valve.
An inlet cowl TAI pressure switch monitors the pressure in

the duct downstream of the inlet cowl anti-icing valve.
EFFECTIVITY
AIR INLET
TOC
EFG
PRESSURE SWITCH TAI VALVE
SPRAY RING ENGINE PNEUMATIC

SYSTEM
OVERBOARD EXHAUST
CTC-234-046-00
ANTI-ICING SYSTEM
EFFECTIVITY
AIR INLET
TOC
EFG
EFFECTIVITY
AIR INLET
TOC
EFG
FAN COWL DOORS
EFFECTIVITY
FAN COWL
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL DOORS Page 1
TOC
EFG
FAN COWL DOORS
There are two fan cowls for each engine. Each fan cowl Fan Cowl Hinges.
attaches to the strut with three hinges.
Each fan cowl hinge has these components:
Each fan cowl has two hold open rods.
- Fan cowl clevis.
Fan Cowl Latches. - Quick release pin.
- Strut lug.
Three latches secure the left and right fan cowls together.
All latches are along the bottom of the fan cowls. Each fan cowl clevis is on the fan cowl. All strut lugs
are on the strut. The quick release pins make it easy to
Fan Cowl Hold Open Rods. remove a fan cowl.
One end of each hold open rod attaches to the fan cowl.
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
FAN COWL
TOC
EFG
FAN COWL
(OPEN)
A
FAN COWL
HINGE
(x3)
FAN COWL
CLEVIS QUICK
RELEASE
PIN
FAN COWL VIEW A

LATCH KEEPER
(x3)
STRUT
COLLAR
LUG
LOCKED
FAN COWL HINGE INDICATION
FAN COWL
LATCH
(x3)
HOLD OPEN ROD
(TYPICAL)
RECEIVER
(ON ENGINE)
CTC-234-005-00
FAN COWL DOORS
EFFECTIVITY
FAN COWL
TOC
EFG
EFFECTIVITY
FAN COWL
TOC
EFG
THRUST REVERSER COWL OPENING
EFFECTIVITY
T/R COWL
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL OPENING Page 1
TOC
EFG
Tension latches.
The tension latches hold the T/R halves together.
They must be released to open the T/R cowls.
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.
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).
You use a latch lever tool to help bring the T/R halves
together. This makes it easy to close the tension latches.
EFFECTIVITY
T/R COWL
TOC
EFG
LATCH HANDLE
LATCH LEVER
TOOL
TENSION LATCHES No.5, No.6
TENSION LATCHES No.4

TENSION LATCHES No.3
THRUST REVERSER , BOTTOM VIEW TENSION LATCHES No.1, No.2
CTC-234-008-00
T/R COWLS TENSION LATCHES
EFFECTIVITY
T/R COWL
TOC
EFG
Opening actuators.
T/R opening actuators are used to open the T/R cowls.

Each engine has two actuators. Each actuator opens its
cowl to approximately 45° from the closed position.
Each actuator is on the forward face of its T/R cowl. The

upper end of the actuator attaches to the T/R cowl. The
lower end attaches to the engine fan frame extension
ring.
You must open the fan cowls to get access to the

actuators.
A hand pump is usually connected to the actuator inlet

fitting.
Fluid from the hand pump causes the actuator rod to

extend and open the cowl.
As the actuator approaches the full extend position, the

lock collar goes into the lock position.
Fluid goes from the opening actuator back to the hand

pump when you close the cowl.
EFFECTIVITY
T/R COWL
TOC
EFG
LEFT T/R
COWL (HALF)
QUICK
RELEASE
PIN (x2)
LOCK COLLAR
T/R OPENING ACTUATOR SAFETY LOCK

ACTUATOR
INLET FITTING
FWD ENGINE, LEFT SIDE

(NO FAN COWL)
HAND PUMP
CONTROL VALVE
CTC-234-009-00
T/R COWL OPENING ACTUATOR
EFFECTIVITY
T/R COWL
TOC
EFG
EFFECTIVITY
T/R COWL
TOC
EFG
THRUST REVERSER GENERAL
EFFECTIVITY
THRUST REVERSER
TOC
EFG
THRUST REVERSER - GENERAL
The thrust reverser is designed for ground operation only.
It has two different positions depending on crew request

and aircraft configurations.
In the stow position, the thrust reverser assembly forms

the passage for fan secondary airflow to be discharged
overboard.
In the deploy position (reverse thrust mode), two

hydraulically actuated translating sleeves move rearward,
acting on blocker doors which redirect the secondary
airflow forward and provide a braking effect to reduce the
aircraft stopping distance.
EFFECTIVITY
THRUST REVERSER
TOC
EFG
T/R 2
LEFT TRANSLATING T/R 1

SLEEVE
LEFT TRANSLATING
FAN AIR SLEEVE
EXHAUST
INLET
EXHAUST INLET EXHAUST
AIR
AIR AIR AIR
T/R STOW POSITION T/R DEPLOY POSITION
CTC-234-006-00
THRUST REVERSER POSITIONS
EFFECTIVITY
THRUST REVERSER
TOC
EFG
EFFECTIVITY
THRUST REVERSER
TOC
EFG
THRUST REVERSER MECHANICAL STRUCTURE
EFFECTIVITY
T/R MECHANICAL
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL STRUCTURE Page 1
TOC
EFG
The thrust reverser is made of two halves. Each half has

the following components:
- Translating sleeve.
- Hydraulic actuators.
- Sync shafts.
- Cascade segments.
- Blocker doors.
- Blocker door drag links.
- Opening actuator.
- Krueger flap deflector (inboard halves only).
- Rubstrip.
- Tension latches.
- Fire seals.
- Insulation blanket.
- Torque box, innerwall and aft cascade support ring.
- Access doors.
- Upper main track slider.
- Lower main track slider.
- Main track liner.
- Auxiliary track liner.
- Upper auxiliary track slider.
- Lower auxiliary track slider.
- Bullnose seal and retainer.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
KRUEGER FLAP
DEFLECTOR
BLOCKER DOOR
OPENING
ACTUATOR
ACCESS DOOR (x6)
BLOCKER DOOR
DRAG LINK T/R DEACTIVATION POINTS
(FOR FLIGHT DISPATCH)
SYNC SHAFT
FIRE SEALS THRUST REVERSER

OPENING ACTUATOR
FWD
TRANSLATING
SLEEVE
HYDRAULIC
ACTUATOR
CTC-234-010-00
THRUST REVERSER COMPONENTS LOCATION
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
The T/R is a translating sleeve and cascade design. Each blocker door drag link attaches a blocker door to
the inner duct.
Each T/R has a left and right fan duct half with a
translating outer wall (sleeve). The T/R control system uses the hydraulic actuators to
move the translating sleeves. The sleeves move aft of the
The two sleeves on each T/R work at the same time. cascades during a deploy operation.
However, they are independent from each other.
Each drag link moves its blocker door into the fan air
The mechanical operation of each T/R half is made by the exhaust flow as the sleeves move aft.
following components:
The blocker doors change the direction of the fan air
- Hydraulic actuators and sync shafts. exhaust out through the cascades.
- A translating sleeve.
- Upper and lower sliders and tracks.
- Blocker doors.
- Blocker door drag links.
- Cascades.
The sleeves are in the stow position when they are in the
full forward position.
They are in the deploy position when they are in the full
aft position.
The sleeves have sliders which let them move forward

and aft in tracks.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
TRANSLATING
SLEEVE
TRANSLATING
BLOCKER SLEEVE
DOOR CASCADE
STOW POSITION DEPLOY POSITION
BLOCKER CASCADE CASCADE BLOCKER DOOR

DOOR (CLOSED)
(OPEN)
TRANSLATING TRANSLATING
SLEEVE SLEEVE
FAN AIR FAN AIR

EXHAUST BLOCKER DOOR EXHAUST
TRANSLATING
FWD DRAG LINK FWD DOOR
INNER DUCT
FORWARD THRUST REVERSE THRUST
CTC-234-007-00
THRUST REVERSER OPERATION
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
Translating sleeves. The inner skin is the outer wall of the fan duct. Blocker
doors and acoustic panels make up a large part of the
The translating sleeves have two purposes when the T/Rs inner skin.
are in the stow position:
- Protect the cascades and other internal

components.
- Control the outer edge of the fan air exhaust flow.
The translating sleeves have two purposes when the T/Rs

are in the deploy position:
- Expose the cascades.
- Move the blocker doors into the fan air exhaust flow.
The T/R sleeves are located aft of the fan cowl. Sliders
and tracks attach the sleeve to the structure.
The T/R sleeve is a composite assembly with an inner

and outer skin.
The outer skin completes the aerodynamic contour of the

engine cowls and protects internal components.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
BLOCKER
DOOR
FWD
BLOCKER
DOOR
DRAG LINK
FWD
TRANSLATING SLEEVE
(INNER COWL STRUCTURE NOT SHOWN)
BLOCKER CASCADE CASCADE BLOCKER DOOR

DOOR (CLOSED)
(OPEN) OUTER SKIN
OUTER SKIN
INNER SKIN
FAN AIR FAN AIR

EXHAUST EXHAUST
INNER SKIN
FWD FWD
BLOCKER DOOR
BLOCKER DOOR
FAN DUCT DRAG LINK FAN DUCT DRAG LINK
STOW POSITION DEPLOY POSITION
CTC-234-011-00
TRANSLATING SLEEVE
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
Auxiliary and main track liners.
The T/R auxiliary and main track liners hold the sliders
which let the translating sleeves move forward and aft.
They are located on the upper and lower hinge beams of

each T/R half. The liners are inside the tracks.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
UPPER AUXILIARY
TRACK AND LINER
A
UPPER MAIN
TRACK AND LINER
TRANSLATING
SLEEVE
REMOVED A
HINGE
BEAM
FWD UPPER
UPPER TRACKS AND LINERS AUXILIARY
LINER
UPPER
MAIN LINER A-A
LOWER
MAIN LINER
FWD
LATCH
B LOWER AUXILIARY LOWER MAIN
BEAM
TRACK AND LINER TRACK AND LINER
LOWER
LOWER TRACKS AND LINERS AUXILIARY
LINER B-B
CTC-234-017-00
AUXILIARY AND MAIN TRACK LINERS
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
Auxiliary and main track sliders.
The auxiliary and main track sliders permit the translating

sleeves to move forward and aft in the tracks.
They are located on the top and the bottom of each

translating sleeve.
The sliders have a wear surface that reduces the friction

between the sliders and the track liners.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
UPPER AUXILIARY TRACK

SLIDER AND WEAR SURFACE
FWD
LEFT TRANSLATING SLEEVE

BLOCKER
DOOR
FWD
UPPER MAIN
TRACK SLIDER
AND WEAR SURFACE
UPPER TRACK SLIDERS (SEE NOTE)

NOTE : LOWER TRACK SLIDERS
ALMOST THE SAME
CTC-234-018-00
AUXILIARY AND MAIN TRACK SLIDERS
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
Blocker doors and drag links. Each translating sleeve moves aft during a T/R deploy
operation. This movement causes the blocker doors to
The blocker doors change the direction of the fan air move into the fan duct. The fan air exhaust changes
exhaust flow during a T/R deploy operation. direction and exits through the cascades. This helps
create reverse thrust.
They are part of the fan duct outer wall when the T/R is
in the stow position.
The drag links connect the blocker doors to the fan duct
inner wall.
The blocker doors are part of the translating sleeve.

They are usually smooth with the inner contour of the
translating sleeve.
The blocker door drag links are located in the fan duct.
Each translating sleeve has five blocker doors. There are

three different sizes of blocker doors on each sleeve.
Two hinges connect each blocker door to the forward end

of the inner sleeve.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
COVER
HINGE 1 2
BLOCKER (x2)
DOOR
3
FWD 10
FAN DUCT
LEFT T/R HALF BLOCKER DOOR NUMBERING
INNER WALL
(LOOKING FORWARD)
DRAG
LINK
FWD CASCADE
CASCADE BLOCKER
BLOCKER
BLOCKER DOOR INSTALLATION DOOR
DOOR
OUTER SKIN OUTER
INNER SKIN SKIN
FAN AIR FAN AIR

EXHAUST EXHAUST
DRAG LINK DRAG LINK
FAN DUCT FAN DUCT
FWD STOW POSITION FWD DEPLOY POSITION
CTC-234-015-00
BLOCKER DOORS AND DRAG LINKS
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
Cascade segments.
The cascades control the direction of the fan air exhaust

during a T/R deploy operation. This helps create reverse
thrust. The cascades also give structural strength to the
T/R.
Each T/R has 12 cascades. Numbers identify the cascade

locations. T/R 1 cascade numbers increase clockwise
when looking forward. T/R 2 cascade numbers increase
counterclockwise when looking forward.
Bolts attach the cascades to the torque box on the

forward edge and to the cascade support ring on the aft
edge.
The T/R needs to be deployed to get access to the

cascades.
There are 22 different cascades for each airplane. Each

type makes the fan air exhaust airflow go out in a different
direction.
Cascades 2 and 3 are partially blocked on each T/R.

These cascades do not let air go through a portion of
their vanes.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
12 1
11 2
10 3
FWD
CASCADE
9 INBD 4
8 5
7 6
DEPLOY POSITION
T/R 1 CASCADE LOCATIONS
(ALF)
FWD
PARTIALLY BLOCKED CASCADE
1 12
HYDRAULIC
ACTUATOR
CASCADE 2 11
SUPPORT RING
FAN AIR EXHAUST 3

TORQUE BOX
STRUCTURE
4 9
FWD INBD
5
BULLNOSE 8
FAIRING 6 7
T/R 2 CASCADE LOCATIONS
CASCADE INSTALLATION
(ALF)
CTC-234-014-00
CASCADE SEGMENTS
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
Krueger flap deflector and fairing.
The krueger flap deflector keeps separation between the

inboard leading edge (krueger) flap and the inboard thrust
reverser outer skin during these conditions:
- The inboard leading edge flap in the extend position.

- Anytime the T/R is out of the stow position.
The fairing gives an aerodynamic surface for airflow

around the top of the thrust reverser.
The krueger flap deflector is on the inboard T/R half of

each engine. The deflector is near the top of the T/R
half. Bolts on the inside of the translating sleeve hold the
deflector in position. You move the translating sleeve aft to
get access to these bolts.
The fairing is just aft of the deflector. Bolts attach the

fairing to the T/R half structure.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
VORTEX CONTROL
DEVICE
KRUEGER
FLAP
DEFLECTOR
T/R SLEEVE OUT OF STOW POSITION
FAIRING FWD
FWD
CTC-234-016-00
KRUEGER FLAP DEFLECTOR AND FAIRING
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
Rubstrips.
The rubstrips are the interface between the translating

sleeve and these areas of the structure:
- T/R torque box.

- Hinge (upper) beam.
These rubstrips are the interface between the engine fan

cowl and these areas of the structure:
- T/R torque box.

- Hinge (upper) beam.
- Latch beam.
All rubstrips are along the forward or aft side of the T/R
torque box.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
VIEW A
FWD
A
HINGE BEAM (FAN COWL OPEN)
VIEW B
AFT AND FORWARD
LATCH BEAM TORQUE TORQUE BOX
RUBSTRIP BOX RUBSTRIPS
BOTTOM
FWD TORQUE BOX BEAM
RUBSTRIPS RUBSTRIP
FWD
RIGHT T/R SLEEVE LATCH BEAM TENSION LATCHES

B
OUT OF STOW POSITION RUBSTRIP No. 1 AND No. 2
LATCH BEAM
CTC-234-019-00
RUBSTRIPS
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
Bullnose seal and retainer.
The bullnose seal prevents fan exhaust airflow from

entering the inner part of the T/R translating sleeve when
the T/R is in the stow position, by compressing against
the bullnose fairing.
The bullnose retainer holds the bullnose seal to the

acoustic panel assembly.
The bullnose seal and retainer are on the forward end of

the inner wall structure of the translating sleeve. They are
inboard of the blocker doors.
The retainer attaches to the acoustic panel assembly.

Grooves in the retainer hold the bullnose seal in position.
You move the translating sleeves aft to get access to the

bullnose seal and retainer.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
UPPER AUXILIARY
SLIDER
BULLNOSE SEAL
AND RETAINER
FWD
UPPER MAIN
SLIDE BLOCKER
DOOR
FWD
CASCADE
LEFT TRANSLATING SLEEVE TORQUE
BOX
BULLNOSE
ACOUSTIC
PANEL BLOCKER FWD BULLNOSE SEAL
ASSEMBLY DOOR AND RETAINER
INBD
CTC-234-020-00
BULLNOSE SEAL AND RETAINER
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
Fire seals.
The fire seals keep any engine fire in the turbine case
area away from these:
- T/R components.
- Engine fan.
- Components in the engine fan case area.
- Engine strut.
All fire seals are along the upper and forward edges of
the T/R cowls.
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
FIRE SEAL FIRE SEAL
FIRE SEALS FWD

FWD
FIRE SEAL
RIGHT T/R HALF LEFT T/R HALF
CTC-234-021-00
FIRE SEALS
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
EFFECTIVITY
T/R MECHANICAL
TOC
EFG
THRUST REVERSER CONTROL SYSTEM
EFFECTIVITY
T/R CONTROL
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL SYSTEM Page 1
TOC
EFG
The thrust reverser control system controls hydraulic and

electrical power to the thrust reverser for stow and deploy
operations.
The control components are located in the following areas

of the airplane:
- The control stand.

- The electronic equipment compartment.
- The T/R halves.
- The main gear wheel well.
EFFECTIVITY
T/R CONTROL
TOC
EFG
MAIN GEAR WHEEL WELL, KEEL BEAM :

- T/R CONTROL VALVE MODULES
- HYDRAULIC VOLUMETRIC FUSES
- HYDRAULIC SHUTTLE VALVES
CONTROL STAND :
- CONTROL SW
- ARM SW
- STOW SW
- SYNC LOCK SW
JUNCTION BOXES J22, J24 :

- T/R CONTROL RELAYS
- TIME DELAY MODULES
THRUST REVERSER HALVES :
- HYDRAULIC ACTUATORS
- SYNC SHAFTS
ELECTRONIC EQUIPMENT COMPARTMENT : - SYNC LOCKS
- ENGINE ACCESSORY UNIT (M528) - TRANSLATING SLEEVE LOCK AND STOW
SENSORS
CTC-234-022-00
T/R CONTROL SYSTEM - COMPONENTS LOCATION
EFFECTIVITY
T/R CONTROL
TOC
EFG
The thrust reverser control system controls hydraulic The sync lock is also a manual drive mechanism. You
power and electrical power to deploy and stow the thrust use the sync lock to manually move the T/R translating
reverser (T/R) translating sleeves. sleeves for maintenance operations.
The system uses 24/28V DC electrical power and reverse The Engine Accessory Unit (EAU) has the electrical
thrust lever position for control. circuits necessary for stow operation. The EAU also uses
input from sleeve proximity sensors for auto-restow logic.
There are two T/R control valve modules on the airplane,
one for each T/R. The reverser thrust levers operate switches on the
autothrottle switch packs. These switches control signals
Each control valve module controls hydraulic power to to these components:
deploy or stow its T/R.
- EAU.
Each module contains the electrical and hydraulic - Sync locks.
components necessary to control the hydraulic flow to the - Control valve module.
T/R hydraulic actuators.
Sync shafts on each translating sleeve make sure the

sleeve’s three actuators operate at the same speed. The
actuators can operate only if the shaft is free to turn.
A sync lock connects to the bottom hydraulic actuator on

each T/R half. The sync lock must unlock for the sync
shafts to turn. During normal T/R operation, the sync
locks energize to unlock.
EFFECTIVITY
T/R CONTROL
TOC
EFG
DEPLOY
MAIN OR STANDBY TO RIGHT
SYSTEM HYDRAULIC POWER T/R HALF
STOW PROXIMITY
REVERSE SENSORS
THRUST T/R 1 DEPLOY
CTRL T/R 1
LEVER CONTROL DEPLOY
SW
VALVE
MODULE
STOW
28 V DC ARM
ENG 1 ARM
STANDBY
FIRE SW SYNC LOCK
BUS
EAU
ARM (STOW)
STOW
STOW AUTOTHROTTLE
SWITCH PACK
ARM (DEPLOY)
LEGEND DEPLOY
MISC FCC A
ELECTRICAL SYNC LOCK SYNC LOCK EQUIP
PANEL
MECHANICAL
(J22)
SYNC LOCK (POWER)
HYDRAULIC SYNC LOCK
(POWER)
NOTE : T/R 1 IS SHOWN.
T/R 2 IS ALMOST THE SAME.
CTC-234-047-00
T/R CONTROL SYSTEM - GENERAL DESCRIPTION
EFFECTIVITY
T/R CONTROL
TOC
EFG
Thrust lever interlock.
A thrust-lever interlock provides the crew with a tactile

indication that the thrust reverser has, or has not
deployed. The interlock prevents the flight crew from
moving the reverse-thrust lever beyond the reverse-idle
position, until the EEC detects that both thrust-reverser
sleeves have deployed more than 60% of full deploy and
energizes the interlock solenoid, removing the interlock.
The thrust-lever interlock affects only the operation of

the reverse-thrust lever. Once the reverse-thrust lever
is returned to the normal, stowed position, the forward-
thrust lever can be advanced, regardless of the thrust-
reverser position. However, the EEC constrains the thrust
command to idle until the thrust reverser is stowed.
The interlock is operated by a solenoid. The interlock

solenoid receives power directly from an airplane 28Vdc
supply.
EFFECTIVITY
T/R CONTROL
TOC
EFG
28V DC
BATTERY
BUS
T/R INLK RIGHT
60% SLEEVE
P6 CIRCUIT
DEPLOY LVDT
BREAKER PANEL
REVERSE THRUST LEVER
CHANNEL A
(IN THE STOW POSITION)
60% RIGHT
DEPLOY SLEEVE
LVDT
CHANNEL B
EEC THRUST
REVERSER
INTERLOCK
LATCH
THRUST LEVER
INTERLOCK SOLENOID
CTC-234-048-00
THRUST LEVER INTERLOCK SOLENOIDS
EFFECTIVITY
T/R CONTROL
TOC
EFG
Arm, stow and sync lock switches. The thrust lever rod moves when you move its reverse
thrust lever. This movement transmits through a series of
The arm and stow switches control the arm and deploy linkages to turn the crank.
signals to the T/R control system. The system uses these
signals to control hydraulic power to the T/R. The A/T switch pack cam turns with the crank. Movement
of the cam operates the switches.
The sync lock switches control power to the circuits which
control sync lock power.
All of the switches are in the two autothrottle (A/T) switch

packs, below the flight compartment aisle stand.
There are two arm switches, one switch for each T/R.
Each arm switch supplies electrical power to the arm

solenoid in the thrust reverser (T/R) control valve module.
There are two stow switches, one switch for each T/R.
Each stow switch supplies power to the engine accessory

unit (EAU) stow logic circuits.
There are two sync lock switches, one switch for each
T/R.
Each sync lock switch supplies power to the T/R sync

lock circuits.
EFFECTIVITY
T/R CONTROL
TOC
EFG
THRUST LEVER
ROD (x2)
FWD
CRANK
AISLE STAND
CAM
COVER
SYNC LOCK
SWITCH
STOW
SWITCH
ARM
CRANK SWITCH
LOWER NOSE FWD
COMPARTMENT FWD
ACCESS DOOR
AUTOTHROTTLE SWITCH PACK
AUTOTHROTTLE SWITCH PACK (NO COVER, NO CRANK)
CTC-234-023-00
ARM, STOW AND SYNC LOCK SWITCHES
EFFECTIVITY
T/R CONTROL
TOC
EFG
Control switch.
The control switch supplies electrical power to the deploy

solenoid in the T/R control valve module during a T/R
deploy operation. There are two control switches, one for
each T/R.
The control switches are in the thrust levers. Each thrust

lever has one switch. You must remove the cover on the
side of the thrust lever to get access to the switch.
The thrust lever camshaft turns when you move the

reverse thrust lever. The camshaft causes the roller
assembly and rod to move down when you raise the
reverse thrust lever. The control switch spring compresses
and operates the control switch.
The spring around the rod keeps the rod and the roller
assembly against the cam. The rod and the roller move
back to their normal position when you lower the reverse
thrust lever. The control switch spring relaxes and the
switch moves back to the stow position.
EFFECTIVITY
T/R CONTROL
TOC
EFG
ROLLER ASSEMBLY
ROD (INSIDE SPRING)

THRUST LEVER
CAMSHAFT REVERSE THRUST
LEVER
FWD
AISLE STAND
CONTROL SWITCH SPRING

FORWARD
THRUST LEVER CONTROL SWITCH
INTERLOCK
LATCH
FWD
NOTE : SIDE COVER REMOVED
CTC-234-024-00
CONTROL SWITCH
EFFECTIVITY
T/R CONTROL
TOC
EFG
Sleeve lock proximity sensor.
The sleeve lock proximity sensor supplies a hydraulic

actuator lock/unlock signal to the engine accessory unit
(EAU).
The EAU uses this signal for these functions:
- Normal T/R stow control.

- Auto-restow control.
- Fault logic and fault indication.
- Fault isolation.
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.
Each sensor has two output levels. One level for the lock
position, the other level for the unlock position.
It is a proximity type sensor. The actuator’s manual unlock

lever is the target for the sensor. The sensor’s output
changes when target is close (near).
EFFECTIVITY
T/R CONTROL
TOC
EFG
FWD
LOCKING HYDRAULIC
ACTUATOR
SLEEVE
LOCK PROXIMITY
SENSOR TORQUE
BOX
MANUAL UNLOCK LEVER

(SLEEVE PROXIMITY
SENSOR TARGET)
SLEEVE STOW
PROXIMITY SENSOR
AND TARGET
FORWARD, UPPER TORQUE BOX
CTC-234-025-00
SLEEVE LOCK PROXIMITY SENSOR
EFFECTIVITY
T/R CONTROL
TOC
EFG
Sync lock. During a T/R deploy operation, the internal solenoid

energizes and the sync lock clutch disengages (unlocks).
The sync lock has two purposes: The sync shafts are free to turn and the hydraulic
actuators can operate.
- It locks the sync shafts to prevent operation of the
hydraulic actuators when there is no T/R deploy
signal.
- It provides a manual drive for the hydraulic
actuators.
A sync lock attaches to the head end of the lower

hydraulic actuator on each T/R half.
The sync lock is a mechanical lock which requires

electrical power to operate during normal T/R operation.
The sync lock has one electrical connector.
The manual drive is on the bottom. You use the manual

drive to disengage the lock mechanism.
Electrical power is not always necessary when you use

the manual drive.
Without electrical power, the sync lock is in the lock

position, and the sync shafts cannot turn. The T/R
hydraulic actuators cannot operate.
EFFECTIVITY
T/R CONTROL
TOC
EFG
SYNC SHAFT
(INSIDE TUBE)
LOWER HYDRAULIC
ACTUATOR
SYNC LOCK
ELECTRICAL
CONNECTOR
FWD
SYNC LOCK
MANUAL
MANUAL DRIVE
DRIVE
LOCK
RELEASE
PIN
CTC-234-026-00
SYNC LOCK
EFFECTIVITY
T/R CONTROL
TOC
EFG
Engine Accessory Unit (EAU).
The engine accessory unit has these functions:
- It controls the thrust reverser (T/R) auto-restow

operation.
- It helps to do troubleshooting of the T/R control
system, through a built-in test equipment (BITE).
- It controls the REVERSER lights on the P5 aft
overhead panel in the flight compartment.
The EAU contains the auto-restow logic circuits. These

circuits control the stow operation.
The EAU is located on the E3 rack in the electrical

equipment (EE) compartment.
EFFECTIVITY
T/R CONTROL
TOC
EFG
E1 E3 E2
ENGINE ACCESSORY UNIT
P/N 285A1300
S/N
A B C D E F G H J K
ENGINE 1 ENGINE 2
R R
T/R STOW FAULTS
Push and hold to show.
R T/R DEPLOY FAULTS R
Push and hold to show.

Deploy T/R to permit reset.
G NO FAULTS DETECTED G
V148 R L SLEEVE SYNC LOCK PWR R V148
S831 R L SLEEVE STOW SENSOR R S831
S835 R L SLEEVE LOCK SENSOR R S835
S833 R HYD ISO VALVE SENSOR R S833
S834 R DIR CONT VALVE SENSOR R S834
V150 R R SLEEVE SYNC LOCK PWR R V150
S832 R R SLEEVE STOW SENSOR R S832
EE COMPARTMENT S836 R R SLEEVE LOCK SENSOR R S836

(LOOKING AFT)
FAULT RESET
Push and hold to clear.
M528 R EAU FAULT R M528
EAU (M528)
CTC-234-027-00
ENGINE ACCESSORY UNIT (EAU)
EFFECTIVITY
T/R CONTROL
TOC
EFG
Control valve module.
The T/R control valve modules control hydraulic power

to the T/R hydraulic actuators. Each module also has a
handle that lets you deactivate the T/R for maintenance.
The T/R control valve modules are located in the main

gear wheel on the keel beam. The T/R 1 control valve
module is on the left side. The T/R 2 control valve module
is on the right side.
Each T/R control valve module has the following internal

components:
- Isolation valve.
- Directional control valve.
- Isolation valve proximity sensor.
- Directional control valve proximity sensor.
- Arm solenoid.
- Stow solenoid.
- Deploy solenoid.
- Manual isolation (shutoff) valve.
The manual isolation valve handle has a hole for the T/R
maintenance deactivation pin.
EFFECTIVITY
T/R CONTROL
TOC
EFG
HYDRAULIC SUPPLY
HYDRAULIC RETURN
STOW HYDRAULIC
LINE TO T/R
DEPLOY HYDRAULIC
LINE TO T/R
FWD T/R CONTROL
MODULE
MANUAL ISOLATION
OUTBD VALVE HANDLE
MAIN GEAR WHEEL WELL
CTC-234-028-00
CONTROL VALVE MODULE
EFFECTIVITY
T/R CONTROL
TOC
EFG
Volumetric hydraulic fuses.
There are three volumetric hydraulic fuses in the thrust

reverser control system, in the main and standby
hydraulic systems.
They close and stop hydraulic fluid flow to prevent a

complete loss of system hydraulic fluid if a leak occurs.
The standby hydraulic system supply lines to the thrust

reversers have two fuses, one for each T/R. There is one
fuse in the supply line to each T/R.
These fuses are located on the keel beam in the wheel

well.
The main hydraulic system is divided into system A and

system B.
The third fuse is in the system A hydraulic supply line

to T/R 1. This fuse is located on main gear wheel well
forward bulkhead, on the left side.
System B does not have a fuse in its supply to T/R 2.
EFFECTIVITY
T/R CONTROL
TOC
EFG
STANDBY SYSTEM
RESERVOIR
STANDBY SYSTEM
LEFT FUSE
FWD
KEEL BEAM
STANDBY SYSTEM
RIGHT FUSE
FORWARD
BULKHEAD
MAIN GEAR WHEEL WELL
(RIGHT SIDE)
SYSTEM A
FUSE
FWD
MAIN GEAR WHEEL WELL FORWARD BULKHEAD

(LEFT SIDE)
CTC-234-029-00
VOLUMETRIC HYDRAULIC FUSES
EFFECTIVITY
T/R CONTROL
TOC
EFG
Shuttle valves.
The shuttle valves select the hydraulic source for T/R

operation.
The two shuttle valves are located on the keel beam, in

the main gear wheel well.
The shuttle valves move whenever the pressure

difference between the main hydraulic system and the
standby system exceeds 125 psi.
EFFECTIVITY
T/R CONTROL
TOC
EFG
T/R 2
SHUTTLE
SYSTEM B VALVE
RETURN
FILTER
SYSTEM A
PRESSURE MODULE
FWD
MAIN GEAR WELL FORWARD BULKHEAD

(RIGHT SIDE) (LOOKING FORWARD)
T/R 1
STBY
SHUTTLE TO T/R 1
PRESS
VALVE CONTROL
ENG 1
VALVE
PUMP
SYS A MODULE
PRESS ENG 1
ELEC 2 FUSES SHUTTLE
PUMPS VALVE
MAIN GEAR WELL FORWARD BULKHEAD
(LEFT SIDE) (LOOKING FORWARD)
CTC-234-030-00
SHUTTLE VALVES
EFFECTIVITY
T/R CONTROL
TOC
EFG
Hydraulic actuators and sync shafts. There are two sync shafts on each T/R half.
The hydraulic actuators move the translating sleeves The locking actuators are the top actuators on each T/R
during T/R deploy and stow operations. half. The two non-locking actuators are below the locking
actuators. All actuators attach to the torque box and to the
The sync shafts make the hydraulic actuators extend and translating sleeve.
retract at the same speed. The sync shafts also let you
manually operate the hydraulic actuators. You open the fan cowl and move the translating sleeve aft
to get access to the hydraulic actuators.
Each T/R half has three hydraulic actuators. The
actuators extend during a deploy operation and retract The upper sync shaft is inside the deploy hydraulic tube,
during a stow operation. between the upper and center actuators. The lower sync
shaft is inside the deploy hydraulic tube, between the
Each T/R half has one locking actuator and two non- center and lower actuators. The deploy tubes are larger
locking actuators. The locking actuator must unlock for the than the stow tubes. You open the fan cowl to get access
other hydraulic actuators on that same half to operate. to the tubing.
The locking actuators have a position feedback

mechanism and a manual unlock lever.
The position mechanism operates a linear variable

differential transformer (LVDT).
The manual unlock lever lets you unlock the locking

actuator for a manual translation of the T/R sleeve.
EFFECTIVITY
T/R CONTROL
TOC
EFG
ACTUATOR
(LOCKING)
ACTUATOR
(LOCKING)
POSITION FEEDBACK
THRUST REVERSER
MECHANISM
ACTUATOR
DEPLOY DEPLOY
(NON-LOCKING)
HYDRAULIC TUBE HYDRAULIC TUBE
STOW
HYDRAULIC TUBE
ACTUATOR
(NON-LOCKING) ACTUATOR
(NON-LOCKING)
FWD
STOW
HYDRAULIC TUBE
SYNC LOCKS
ACTUATOR
(NON-LOCKING)
CTC-234-012-00
HYDRAULIC ACTUATORS AND SYNC SHAFTS
EFFECTIVITY
T/R CONTROL
TOC
EFG
Actuators functional description. The locking actuators also have these components:
There are two types of T/R hydraulic actuators: - Manual unlock lever.
- Position feedback mechanism.
- Locking. - Internal lock mechanism.
- Non-locking.
Hydraulic pressure at the extend port unlocks the locking
Each T/R half has one locking actuator and two non- actuator during normal T/R operation. You can use the
locking actuators. The locking actuators have a feedback manual unlock lever to unlock the actuator for a manual
mechanism and a manual unlock lever. translation of a sleeve.
The feedback mechanism operates a linear variable

differential transformer (LVDT). The LVDT supplies
translating sleeve position data to the indicating system.
The manual unlock lever allows to manually unlock the

locking actuator. The manual unlock lever is also a target
for the T/R sleeve lock sensor.
All the hydraulic actuators have the following parts and

connections:
- Extend (deploy) pressure port.

- Retract (stow) pressure port.
- Gimbal assembly.
- Sync shaft and tubing connections.
EFFECTIVITY
T/R CONTROL
TOC
EFG
LVDT
CONNECTOR
POSITION
FEEDBACK
MECHANISM
FWD
T/R SLEEVE
LOCK SENSOR
LEFT T/R HALF
LOCKING ACTUATOR INSTALLATION
TORQUE
CASCADE BOX
(REF)
ACTUATOR
FWD
GIMBAL
ASSEMBLY
RIGHT TRANSLATING SLEEVE ACTUATOR ATTACHMENT
CTC-234-013-00
ACTUATORS FUNCTIONAL DESCRIPTION
EFFECTIVITY
T/R CONTROL
TOC
EFG
Deactivation for flight dispatch.
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.
EFFECTIVITY
T/R CONTROL
TOC
EFG
UPPER T/R
DEACTIVATION
POINT
LOWER T/R
DEACTIVATION T/R DEACTIVATION PIN
POINT
LEFT T/R HALF
TRANSLATING
SLEEVE
DEACTIVATION
OUTER SKIN TRANSLATING
PIN
SLEEVE OUTER
SKIN
CASCADE TRANSLATING
T/R TORQUE SEGMENT SLEEVE INNER
BOX STRUCTURE STRUCTURE
CASCADE
SEGMENT CASCADE SEGMENT
SUPPORT RING
CTC-234-031-00
DEACTIVATION FOR FLIGHT DISPATCH
EFFECTIVITY
T/R CONTROL
TOC
EFG
EFFECTIVITY
T/R CONTROL
TOC
EFG
EXHAUST SYSTEM
EFFECTIVITY
EXHAUST
TOC
EFG
EXHAUST SYSTEM
The exhaust system supplies an exit for the turbine

exhaust gases. The system increases the turbine exhaust
gas velocity to increase engine thrust.
To control the direction of the exhaust gases, the system

uses the following components:
- A nozzle.
- A plug.
The exhaust nozzle and plug are attached to the aft of the
turbine rear frame.
EFFECTIVITY
EXHAUST
TOC
EFG
FAN AIR
EXHAUST
EXHAUST
NOZZLE
TURBINE
EXHAUST
TURBINE
EXHAUST
EXHAUST
PLUG
FAN AIR
EXHAUST
ENGINE AIRFLOW
CTC-234-032-00
EXHAUST SYSTEM GENERAL DESCRIPTION
EFFECTIVITY
EXHAUST
TOC
EFG
EXHAUST SYSTEM
Exhaust nozzle. The exhaust nozzle assembly is on the aft end of the
engine. It is necessary to open the fan cowls and thrust
The exhaust nozzle assembly controls the outer edge of reverser halves to get access.
the turbine exhaust flow. The aft part also controls the
inner edge of the fan air exhaust flow. An alignment pin on the inner sleeve, near the 12:00
position, helps to align the nozzle assembly during
The exhaust nozzle assembly has these components: installation.
- Inner sleeve.
- Labyrinth seals.
- Fairing.
- Fences.
Bolts attach the inner sleeve to the turbine rear frame

(TRF).
The exhaust nozzle uses labyrinth seals to contain fire.

Bolts attach the seals to the inner sleeve.
The fairing helps smooth the inner edge of the fan air
exhaust flow. Rivets attach the fairing to the inner sleeve.
The nozzle fences control the airflow of the fan air

exhaust over the nozzle assembly.
EFFECTIVITY
EXHAUST
TOC
EFG
ENGINE TURBINE LABYRINTH SEALS

REAR FRAME
NOZZLE FENCES
EXHAUST
PLUG
FWD
EXHAUST PLUG INNER SLEEVE FAIRING
NOTE : NOZZLE ASSEMBLY SHOWN DETACHED

FROM ENGINE TURBINE CASE
CTC-234-033-00
EXHAUST NOZZLE
EFFECTIVITY
EXHAUST
TOC
EFG
EXHAUST SYSTEM
Exhaust plug.
The exhaust plug assembly controls the inner edge of the

turbine exhaust flow.
The engine vent system uses a hole at the aft end of the
exhaust plug to vent to ambient air.
The exhaust plug assembly has a forward and an aft plug

bolted together.
The forward plug is bolted to the TRF.
The exhaust plug assembly is only accessible after:
- The fan cowls are fully opened.

- The thrust reverser cowls are opened.
- The exhaust nozzle is removed.
An alignment pin on the forward plug facilitates its

installation on the TRF.
The aft plug has a small notch which facilitates its

installation on the forward plug.
EFFECTIVITY
EXHAUST
TOC
EFG
ENGINE TURBINE
REAR FRAME
FORWARD PLUG
NOTCH
AFT PLUG
FWD
ENGINE
VENT SYSTEM
EXIT
NOTE : EXHAUST NOZZLE

ASSEMBLY REMOVED
CTC-234-034-00
EXHAUST PLUG
EFFECTIVITY
EXHAUST
TOC
EFG
EFFECTIVITY
EXHAUST
TOC
EFG
ENGINE HYDRAULIC SYSTEM
EFFECTIVITY
ENGINE
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL HYDRAULIC SYSTEM Page 1
TOC
EFG
ENGINE HYDRAULIC SYSTEM
Hydraulic power comes from two hydraulic systems: The engine hydraulic system is located around the engine
fan case, on the left hand side, and consists of the
-The main hydraulic system. following equipment :
-The standby hydraulic sysyem. - The engine driven hydraulic pump, installed on the
forward flange of the accessory gearbox.
The main hydraulic system is divided in two independant
systems A and B. - The suction line.
System A is for the left T/R, and system B is for the - The pressure line.
right T/R.
- The case drain filter, installed near the pylon on the
The purposes of the main hydraulic system are: left side of the fan compartment, which filters the
return flow of fluid.
- To pump hydraulic fluid from the reservoir to different
aircraft equipment and the engine thrust reverser. To access the engine hydraulic system equipment, the left
hand side fan cowl must be opened.
- To supply clean pressurized hydraulic fluid to the
dedicated aircraft hydraulic circuits.
- To drain and clean hydraulic leakage from the

hydraulic pump and return it to the aircraft
hydraulic reservoir.
EFFECTIVITY
ENGINE
TOC
EFG
CASE DRAIN
SUPPLY
PRESSURE
CASE
DRAIN
LINE
OUTPUT
PRESSURE
LINE
FWD
CASE DRAIN
FILTER
HYDRAULIC
SUPPLY LINE
ENGINE DRIVEN
FWD PUMP
CTC-234-049-00
MAIN HYDRAULIC SYSTEM
EFFECTIVITY
ENGINE
TOC
EFG
EFFECTIVITY
ENGINE
TOC
EFG
ENGINE BLEED AIR SYSTEM
EFFECTIVITY
ENGINE
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL BLEED AIR SYSTEM Page 1
TOC
EFG
The engine bleed air distribution system supplies The bleed air regulator, pressure regulator, and shutoff
pressure and temperature regulated air to the pneumatic valve control the flow of engine bleed air to the pneumatic
manifold. manifold. The bleed air regulator has an overpressure
switch to prevent overpressure conditions and turns on
Bleed air comes from the 9th and 5th stages of the the BLEED TRIP OFF light.
engine high stage compressors.
The 450°F (232°C) thermostat make the pressure
At low engine speed, the pneumatic system uses 9th regulating and shutoff valve move towards closed when
stage bleed air. 5th stage air is not sufficient for the temperature gets to 450°F (232°C).
pneumatic system demands at low engine speeds.
The air conditioning accessory unit (ACAU) is an interface
At low engine speed, the high stage regulator and high between the air conditioning bleed air controls panel and
stage valve control the pressure of the engine bleed air. the pressure regulating and shutoff valve.
The 5th stage check valve prevents reverse flow.
The 490°F (254°C) overheat switch turns on the BLEED
At high engine speed, the high stage valve closes and TRIP OFF light and closes the pressure regulating and
the 5th stage check valve opens to supply bleed air to shutoff valve. This prevents overheat damage to the
the pressure regulating and shutoff valve. The PRSOV pneumatic manifold and user systems.
controls the engine bleed pressure.
The air conditioning bleed air controls panel has engine

bleed switches to control the pressure regulating and
shutoff valves. Also, there are BLEED TRIP OFF lights to
show overpressure or overtemperature.
EFFECTIVITY
ENGINE
TOC
EFG
490˚F/254˚C
5TH STAGE
BLEED AIR ACAU OVERTEMP SW
DUCT
REGULATOR
(BAR)
ENGINE AIR
5TH BLEED SW CONDITIONING
STAGE BLEED AIR
BLEED CONTROLS
5TH STAGE TRIP OFF PANEL
CHECK VALVE
TO THE PNEUMATIC
MANIFOLD
PRESSURE
REGULATING
9TH AND SHUTOFF
STAGE VALVE
(PRSOV)
HIGH STAGE
FWD VALVE
9TH STAGE
DUCT
HIGH STAGE 450˚F/232˚C

REGULATOR THERMOSTAT
CTC-234-050-00
EFFECTIVITY
ENGINE
TOC
EFG
EFFECTIVITY
ENGINE
TOC
EFG
ENGINE FIRE PROTECTION SYSTEM
EFFECTIVITY
FIRE PROTECTION
TOC
EFG
ENGINE FIRE PROTECTION SYSTEM
The engine fire protection system is integrated within

the general engine nacelle components and also at the
bottom forward section of the aircraft pylon.
The purposes of the engine fire protection system are:
- To prevent fire occurence.
- To detect the fire.
- To limit the area.
- To extinguish the fire.
When there is an overheat or fire condition, activation

of the related engine fire warning switch generates the
following:
- The high pressure fuel valve in the HMU (HPSOV)

closes.
- The T/R control power goes off.
- The engine-driven hydraulic pump SOV closes.
- The pneumatic pressure regulating and shutoff valve

closes.
EFFECTIVITY
FIRE PROTECTION
TOC
EFG
T/R A/C
CONTROL FUEL
POWER SYSTEM
HYDRAULIC ENGINE FIRE PNEUMATIC

SYSTEM PROTECTION SYSTEM SYSTEM
LIMIT EXTINGUISH
PREVENT FIRE DETECT FIRE
FIRE ZONE FIRE
CTC-234-051-00
FIRE PROTECTION SYSTEM PURPOSES
EFFECTIVITY
FIRE PROTECTION
TOC
EFG
EFFECTIVITY
FIRE PROTECTION
TOC
EFG
ENGINE FIRE DETECTION SYSTEM
EFFECTIVITY
FIRE DETECTION
TOC
EFG
The purpose of the engine fire detection system is to

detect and identify any fire source, and to transmit this
information to the cockpit.
On each engine, there are two continuous loops for fire

detection. The loops are connected in parallel to separate
channels of the engine and APU fire detection module.
One fire detection module, located in the electronic

equipment compartment, is provided for each engine and
they process signals received from the fire detectors.
The fire detection system is located in 3 areas around the

engine, and one at the engine/aircraft interface.
The system consists of:
- 2 fire detectors on the upper fan case section.
- 2 fire detectors on the lower fan case section.
- 2 fire detectors on the left core section.
- 2 fire detectors on the right core section.
EFFECTIVITY
FIRE DETECTION
TOC
EFG
GAS CHARGED GAS CHARGED
SENSE TUBE SENSE TUBE
DETECTOR
(LOOP A) (LOOP B)
(LOOP A)
SUPPORT
TUBE DETECTOR
(LOOP B)
ENGINE FIRE DETECTION

LOOP ASSEMBLY
TERMINAL STUD
FAULT
OVHT
FWD FIRE
CTC-234-052-00
EFFECTIVITY
FIRE DETECTION
TOC
EFG
EFFECTIVITY
FIRE DETECTION
TOC
EFG
ENGINE/AIRCRAFT CONNECTIONS
EFFECTIVITY
ENGINE/AIRCRAFT
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL CONNECTIONS Page 1
TOC
EFG
For engine removal/installation purposes, it is necessary

to disconnect hydraulic, electrical and pneumatic lines,
according to the instructions in the Aircraft Maintenance
Manual (AMM).
Fan compartment left side connections.
The following connections are made at the service

disconnect panel, on the left side of the fan cowl support
beam:
- The hydraulic case drain, supply and pressure lines,

which all feature quick disconnect fittings.
- The fuel supply line.
- The starter air duct, connected by means of a

coupling.
- Two electrical connectors.
EFFECTIVITY
ENGINE/AIRCRAFT
TOC
EFG
ELECTRICAL
CONNECTOR
HYDRAULIC
COUPLING D30038
LINES
ELECTRICAL CASE DRAIN

CONNECTOR SUPPLY
DP1234 PRESSURE
STARTER FWD
DUCT FUEL SUPPLY
LINE
CTC-234-053-00
FAN COMPARTMENT LEFT SIDE CONNECTIONS
EFFECTIVITY
ENGINE/AIRCRAFT
TOC
EFG
Fan compartment right side connections.
The following connections are made at the service

disconnect panel, on the right side of the fan cowl support
beam:
- Eight electrical connectors.
- The strut drain line and tube.
EFFECTIVITY
ENGINE/AIRCRAFT
TOC
EFG
ELECTRICAL ELECTRICAL
CONNECTORS CONNECTORS
DP0460 DP0324 DP0112 DP1452 DP1520 DP1328
DP0256
ELECTRICAL
CONNECTORS
DP1104
FWD
STRUT DRAIN LINE
STRUT DRAIN TUBE
CTC-234-054-00
FAN COMPARTMENT RIGHT SIDE CONNECTIONS
EFFECTIVITY
ENGINE/AIRCRAFT
TOC
EFG
Core compartment connections.
The following connections are made on the core

compartment left side:
- The pressure sense line hose and tube.
- The 450°F temperature sense line hose and tube.
The following connections are made on the core

compartment right side:
- The 390°F temperature sense line hose and tube.
- The 5th stage air duct to the precooler.
EFFECTIVITY
ENGINE/AIRCRAFT
TOC
EFG
PRESSURE SENSE
LINE TUBE
PRECOOLER 390˚F TEMPERATURE
PRESSURE SENSE PRECOOLER SENSE LINE TUBE
LINE HOSE
FWD FWD
450˚F TEMPERATURE 450˚F TEMPERATURE 390˚F TEMPERATURE 5TH STAGE

SENSE LINE HORSE SENSE LINE TUBE SENSE LINE HOSE DUCT COUPLING
CTC-234-055-00
CORE COMPARTMENT CONNECTIONS
EFFECTIVITY
ENGINE/AIRCRAFT
TOC
EFG
EFFECTIVITY
ENGINE/AIRCRAFT
TOC
EFG
POWERPLANT DRAINS
EFFECTIVITY
POWERPLANT
B737-600, -700, -800, -900, -BBJ, COMBI, C40A/ALL DRAINS Page 1
TOC
EFG
POWERPLANT DRAINS
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.
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 left fan cowl holes.
- The right fan cowl hole.
EFFECTIVITY
POWERPLANT
TOC
EFG
DRAIN HOLE SCUPPER FOR THE
DRAIN HOLE SCUPPER
DRAIN MAST, THE SERVICE
FOR THE FUEL PUMP
DISCONNECT (STRUT) DRAIN
PAD DRAIN
HMU PAD DRAIN AND MAIN
OIL/FUEL HEAT EXCHANGER
LEFT FAN
PAD DRAIN
COWL PANEL
STARTER AIR
DISCHARGE DUCT
DRAIN HOLE
SCUPPER FOR
THE OIL TANK
SCUPPER
DRAIN HOLE
SCUPPER FOR
THE HYDRAULIC
PUMP AND THE
IDG DRAIN RIGHT FAN
FWD COWL PANEL
CTC-234-036-00
DRAINS SYSTEM OUTPUTS
EFFECTIVITY
POWERPLANT
TOC
EFG
POWERPLANT DRAINS
Starter air discharge duct 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 double 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).
- Low Pressure Active Clearance Control Valve
(LPTACC).
- Forward Sump Drain.
EFFECTIVITY
POWERPLANT
TOC
EFG
RIGHT VBV
FORWARD
SUMP
BSV / LPTACC
VALVE
SERVICE DISCONNECT
(STRUT)
HPTACC
VALVE RIGHT VSV
HMU PAD TBV

MAIN OIL/FUELHEAT
EXCHANGER PAD LEFT VBV LEFT VSV
CTC-234-037-00
DRAINS AT STARTER AIR DISCHARGE DUCT
EFFECTIVITY
POWERPLANT
TOC
EFG
POWERPLANT DRAINS
Left fan cowl drains.
The left fan cowl holes drain fluids from the following
equipment:
- Fuel pump.
- Integrated drive generator (IDG).
- Hydraulic pump.
EFFECTIVITY
POWERPLANT
TOC
EFG
FWD
AGB
FUEL PUMP
PAD DRAIN
IDG PAD HYDRAULIC

DRAIN PAD DRAIN
CTC-234-038-00
LEFT FAN COWL DRAINS
EFFECTIVITY
POWERPLANT
TOC
EFG
POWERPLANT DRAINS
Right fan cowl drain.
The right fan cowl hole drains fluid from the oil tank
scupper.
EFFECTIVITY
POWERPLANT
TOC
EFG
OIL SCUPPER
DRAIN
FWD
CTC-234-039-00
RIGHT FAN COWL DRAIN
EFFECTIVITY
POWERPLANT
TOC
EFG
EFFECTIVITY
POWERPLANT
TOC

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EFG C F M 5 6

CFMI Customer Training Center CFMI Customer Training Services

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COPYRIGHT 1998 CFM INTERNATIONAL

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Table of Contents 1 to 2 Engine Fire Protection System 1 to 4

Lexis 1 to 10 Engine Fire Detection System 1 to 4

Nacelle General 1 to 6 Engine/Aircraft Connections 1 to 8

Powerplant Presentation 1 to 6 Powerplant Drains 1 to 10

Air Inlet Cowl 1 to 6

Fan Cowl Doors 1 to 4

Thrust Reverser Cowl Opening 1 to 6

Thrust Reverser General 1 to 4

Thrust Reverser Mechanical Structure 1 to 24

Thrust Reverser Control System 1 to 30

Engine Hydraulic System 1 to 4

Engine Bleed Air System 1 to 4

1 mile = 1,609 km 1 km = 0.621 mile

1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 lb. = 0.454 kg 1 kg = 2.205 lbs

1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

The cowls enclose the periphery of the engine so as to

The nacelle is the aerodynamic structure around the

- To smooth the airflow around and into the engine,

- To prevent damage to the external surface of the

- To give extra strength to the engine structure.

- To make connections for air, fluids and electricity.

- To enable access to the engine, or direct access to

AERODYNAMICS ENGINE RIGIDITY CONNECTIONS ACCESS

The nacelle is made up of different major sections along

- The fan inlet cowl.

- The fan cowl doors.

- The thrust reverser.

- The exhaust system.

INLET FAN THRUST EXHAUST

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The engine is attached to the wing strut by mounts,

Cowls enclose the periphery of the engine so as to form

Nacelle left side. - A pressure relief/T12 access door.

- A starter override access hole. - Thrust reverser actuators access doors.

- A pressure relief/access door for visual inspection of

- Thrust reverser actuators access doors.

- Thrust reverser deactivation holes.

T/R ACTUATORS OIL TANK

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The engine is connected to the strut by two mounts:

- The forward mount.

Both mounts are designed to:

- Withstand all the loads acting upon the nacelle.

FORWARD ENGINE MOUNT

AFT ENGINE MOUNT

The forward mount carries the engine vertical and lateral

It consists of the following elements:

- A fan case fitting assembly attached to the fan frame

- A hanger fitting assembly attached to the strut

The two fittings are mated by means of pawl pins and

The aft mount assembly is designed to restrain engine

It consists of the following elements:

The four links connect to the turbine rear frame clevisses

The hanger fitting connects to the wing strut structure

EVENER BAR THRUST LINK STRUT SHEAR PIN BARREL NUT

In conjunction with the engine mounts, a forward thrust