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ignited. The expanding hot gases pass through the high pressure turbine which drives
the compressor. Air from the high pressure turbine passes through the low pressure
turbine which drives the N1 fan. The exhaust gases are then accelerated through the
exhaust nozzle to produce a portion of engine thrust.
A variable geometry (VG) system regulates airflow through the compressor by changing the
position of the compressor inlet guide vane and the variable geometry stator vanes on the
first five stages of the compressor. This is done to prevent compressor stall and surge by
optimizing the angle of attack of the vanes. The VG system is controlled by the fuel control
unit (FCU) which uses high pressure fuel to hydraulically move two actuators which are
mechanically linked to the VG system.
The engine fuel control system consists of a hydromechanical core engine speed (N2)
governing system and an electrical fan speed (N1) governing system. The engine is on N2
governing at low power settings and on N1 governing at high power settings.
An accessory gearbox, mounted on the engine, is driven by the N2 rotor. The following
components are mounted on and driven by accessory gearbox:
S Engine lubrication pump and integral oil reservoir
S Alternator (provides N2 speed indication and powers the fuel electronic control unit)
S Hydraulic pump
S Engine fuel pump assembly
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Introduction
Flight Crew Operating Manual MASTER
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S Integrated drive AC generator (IDG)
S Air turbine starter.
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Introduction
Flight Crew Operating Manual
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MASTER
Power Plant --- Cross Section
Figure 20---10---1
CENTERBODY
PRIMARY
EXHAUST
NOZZLE
AFT CORE
COWL
NOSE
INLET COWL
FAN
COWL
CONCENTRIC
SHAFT
6th--STAGE
BLEED
4th--STAGE
BLEED
TRANS
COWL
FORWARD
CORE COWL
LP TURBINE
SECTION (N1)
HP TURBINE
SECTION (N2)
COMBUSTOR
SECTION
COMPRESSOR
SECTION (N2)
REVERSER
ASSEMBLY
FAN
COMPARTMENT
POWER
TAKEOFF
FAN
SECTION
N1 ACCESSORY
GEARBOX
BYPASS
AIR
CORE
AIR
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POWER PLANT
Thrust Control
Flight Crew Operating Manual
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MASTER
1. THRUST CONTROL
The thrust control system supplies the control signals for engine operation. The flight
compartment quadrant assembly consists of two thrust levers, two thrust reverser levers,
friction knob and internal locks and stops to control the engines in the forward and reverse
thrust ranges. (see section 20--70 of this chapter for the thrust reverser system).
The thrust levers control the application of power in the forward thrust range and have lever
settings of SHUTOFF, IDLE AND MAX POWER. Release latches (painted red) are located
behind each thrust lever. The release latches are used to remove the mechanical locks that
guard against inadvertent movement of the thrust levers to SHUTOFF.
A mechanical interlock built into the thrust levers, prevents reverse selection by the thrust
reverser levers until the throttles are at the idle position.
The thrust levers are connected by cable systems to the associated engine fuel control unit.
The thrust levers mechanically control power from idle to takeoff and reverse.
For electronic fuel contol, the thrust lever positions are monitored by transformers that are
housed in the quadrant. The thrust lever position information is provided to an N1 amplifier.
The amplifier uses the information to supply inputs to the fuel control unit to adjust the fuel
schedule relative to throttle position and ambient conditions. Electronic fuel control is only
effective at engine speeds greater than 79% N1, such as on takeoff, climb or in cruise.
An auto--retarding thrust mechanism ensures that the throttle lever is at IDLE whenever the
thrust reverser is in transit. In flight, if a thrust reverser is inadvertently deployed, the
affected throttle lever is automatically retarded to IDLE to minimize asymmetric thrust.
A switching unit, located below the quadrant, contains four switches for each thrust lever:
S Takeoff configuration switch -- provides a warning when the thrust levers are
advanced for takeoff and the spoilers are not in the takeoff configuration.
　
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