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Revision 4
Engine LP turbine RPM indication is displayed on the center
instrument panel through the EICAS and standby engine
instruments indicator. The LP tach generator is installed to and
driven by the low speed gearbox providing signals directly to the
appropriate EICAS Data Acquisition Unit (DAU) and standby engine
instrument panel input. These signals give an indication of LP
compressor shaft speed in percent.
LP tachometer signals are also provided to the EVM system for
processing and displaying turbine vibration and to the engine
synchronizer system for synchronizing LP turbines when desired.
Output of each HP tach generator is fed directly into the EICAS.
Signals from the right engine HP tach generator are sent to EICAS
DAU #2 and signals from left engine HP tach generator are sent to
EICAS DAU #1.
Each tachometer generator also sends signals to the standby
engine instrument signal conditioner to provide a digital display on
the standby engine instruments indicator when the indicator switch
is placed in MAN or AUTO mode when EICAS is not operational.
(2) High Pressure (HP) Speed:
Engine HP turbine RPM indication is displayed on the center
instrument panel through the EICAS and the standby engine
instruments indicator. The HP tach generator is installed to and
driven by the high speed gearbox providing signals directly to the
appropriate EICAS DAU and standby engine instruments indicator
input. These signals give an indication of HP compressor shaft
speed in percent.
HP tachometer signal inputs are also provided to the EVM system
for processing and displaying turbine vibration and to the engine
synchronizer system for synchronizing HP turbines when desired.
Output of each HP tach generator is fed directly into the EICAS.
Signals from the right engine HP tach generator are sent to EICAS
DAU #2 and signals from left engine HP tach generator are sent to
EICAS DAU #1.
Each tachometer generator also sends signals to the standby
engine instrument signal conditioner to provide a digital display on
the standby engine instruments indicator when the indicator switch
is placed in MAN or AUTO mode when EICAS is not operational.
C. Turbine Gas Temperature (TGT) Indicating System:
The TGT indication is displayed on the center instrument panel on the
EICAS and standby engine instruments indicator. Nine dual element
thermocouples are mounted equally spaced around the periphery of the
forward section of the turbine outer case. The thermocouples are
connected in parallel and coupled to a set of terminals in the junction box
located at bottom of each engine. The thermocouples are used for both top
temperature control and TGT indication. The thermocouples are located in
the LP turbine stage one nozzle guide vanes and protrude into the hot
exhaust gas stream providing a signal for TGT indication. Due to
temperature scatter which exists within an engine, thermocouples will
sense different temperatures. The temperature indicated is the average of
OPERATING MANUAL
2A-77-00 PRODUCTION AIRCRAFT SYSTEMS
Page 2
May 31/01
Revision 4
the nine positions.
Output from each engine thermocouple junction box is fed directly into the
EICAS. Signals from left engine junction box are sent to EICAS DAU #1
and signals from right engine junction box are sent to EICAS DAU #2.
Each junction box also sends signals to the associated top temperature
control amplifier and standby engine instrument signal conditioner to
provide a digital display on the standby engine instruments indicator when
the indicator switch is placed in MAN or AUTO mode when EICAS is not
operational.
D. Engine Vibration Monitoring (EVM) Indication System:
(1) General:
The purpose of the vibration monitoring system is to provide crew
with a means of continuous monitoring of balance of rotating
assemblies in engine in order to detect a possible internal failure
which could result in an engine failure. The EVM system is capable
of early detection of such failures which can greatly reduce cost of
engine overhaul.
(2) Operation:
The system consists of two sensors (primary and secondary)
mounted side by side on the intermediate compressor of engine.
The sensors are positioned to pick up vibration emanating from both
LP and HP rotating assemblies. The two units provide system
redundancy and provide for a second measurement point. The
sensor signals are processed by a Signal Conditioning Unit (SCU) in
the forward port radio rack behind the main entrance door. Each of
the four sensors (two per engine) are conditioned independently in
the SCU, providing signal redundancy from the sensor through the
　
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