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Note: Loss of either DEU results in a loss of signal to both EECs. The EEC
ALTN lights illuminate and each EEC reverts to the alternate mode to
prevent the engines from operating on a single source of data.
When the hard alternate mode is entered, the EEC reverts to the alternate mode thrust schedule. Hard alternate mode thrust is always equal to or greater than normal mode thrust for the same lever position. If the hard alternate mode is entered by reducing the thrust lever to idle while in the soft alternate mode, the ALTN switch remains illuminated and the ON indication remains visible. When ALTN is selected manually, the ON indication is blanked.
Structural Limit Protection
The EEC provides N1 and N2 redline overspeed protection in both normal and alternate modes. The EGT limit must be observed by the crew because the EEC does not provide EGT redline exceedance protection.
Copyright . The Boeing Company. See title page for details.
7.20.4  March 28, 2005

Engines, APU -Engine System Description 737 Flight Crew Operations Manual
Idle Operation
The EEC automatically selects ground minimum idle, flight minimum idle, and approach idle. Ground minimum idle is selected for ground operations and flight minimum idle is selected for most phases of flight. Approach idle is selected in flight if flaps are in landing configuration or engine anti–ice is ON for either engine. At the same airspeed and altitude, N1 and N2% RPM will be higher for approach idle than for flight minimum idle. This higher% RPM improves engine acceleration time in the event of a go–around. Approach idle is maintained until after touchdown, when ground minimum idle is selected. In flight, if a fault prevents the EEC from receiving flap or anti–ice signals, approach idle schedule begins below 15,000 feet MSL.
Copyright . The Boeing Company. See title page for details.
Engines, APU -Engine System Description

Power Plant Schematic

FROM FROM BLEED AIR FUEL SYSTEM SYSTEM
Copyright . The Boeing Company. See title page for details.
7.20.6  June 1, 2003

Engines, APU -Engine System Description 737 Flight Crew Operations Manual
Engine Fuel System
Fuel is delivered under pressure from fuel pumps located in the fuel tanks. The fuel flows through a fuel spar shutoff valve located at the engine mounting wing stations. The fuel passes through the first stage engine fuel pump where pressure is increased. It then passes through two fuel/oil heat exchangers where IDG oil and main engine oil heat the fuel. A fuel filter then removes contaminants. Fuel automatically bypasses the filter if the filter becomes saturated. Before the fuel bypass occurs, the fuel FILTER BYPASS alert illuminates on the fuel control panel. The second stage engine fuel pump adds more pressure before the fuel reaches the hydro mechanical unit (HMU). To meet thrust requirements, the EEC meters fuel through the HMU.
The spar fuel shutoff valve and engine fuel shutoff valve allow fuel flow to the engine when both valves are open. The valves are open when the engine fire warning switch is in and the start lever is in IDLE. Both valves close when either the start lever is in CUTOFF or the engine fire warning switch is out. SPAR VALVE CLOSED and ENG VALVE CLOSED lights located on the overhead panel indicate valve position.
Fuel flow is measured after passing through the engine fuel shutoff valve and is displayed on the display unit. Fuel flow information is also provided to the FMS.
Engine Oil System
Oil from the individual engine tank is circulated under pressure, through the engine to lubricate the engine bearings and accessory gearbox. The oil quantity indicator, oil temperature indicator, oil pressure indicator and LOW OIL PRESSURE alert are all located on the display unit.
The oil system is pressurized by the engine driven oil pump. Oil from the pump, goes to the engine bearings and gearbox. Sensors for the oil temperature indicator, oil pressure indicator and LOW OIL PRESSURE alert are located downstream of the oil pump prior to engine lubrication.
Oil is returned to the oil tank by engine driven scavenge pumps. From the scavenge pumps oil passes through a scavenge filter. If the filter becomes saturated with contaminants, oil automatically bypasses the filter. Prior to the oil bypassing the scavenge filter, the OIL FILTER BYPASS alert illuminates on the upper display unit.
Prior to returning to the oil tank, the oil passes through the main engine oil cooler where it is cooled by engine fuel to maintain proper oil temperature.
Copyright . The Boeing Company. See title page for details.
Engines, APU -Engine System Description

Engine Fuel and Oil System Schematic

VIA EEC

OIL FILTER BYPASS
NOTE:

OIL
ALL ENGINE OIL AND FUEL INDICATIONS (EXCEPT OILFROM FUEL QUANTITY AND ENGINE VALVE TANK CLOSED) ARE SENSED BY THECONDITION: EEC, DIGITIZED, AND SENT OPERATION TO THE CDS. NORMAL ENGINE
　
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