EFFECTIVITY
GJ ALL EXCEPT B-2509 B-1510
K93295
5C8 Drum and Friction Brake Assembly
Jun 20/85 Figure 3 76-11-0
Page 9
BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
EFFECTIVITY
GJ B-2509, B-2510
Integrated Autothrottle Servomechanism 5C8
76-11-0 Figure 4 Jun 20/85
Page 10
BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
ENGINE CONTROL SYSTEM – TROUBLE SHOOTING
1. Engine Control System Trouble Shooting Chart
5C8
Jun 20/85 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. 76-11-0 Page 101
5C8
76-11-0 Page 102 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. Jun 20/85
500
Aug 15/68 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. 76-11-0 Page 103
5A1
76-11-0 Page 104 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. Jan 20/82
525
Sep 20/81 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. 76-11-0 Page 105
5A1
76-11-0 Page 106 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. Jun 20/83
5A1
Jun 20/83 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. 76-11-0 Page 107
ENGINE CONTROL SYSTEM – MAINTENANCE PRACTICES
1. General
A. This section provides a method of converting thrust lever angle in degrees to an equivalent arc length at the control stand cover top (Fig. 201). The linear dimensions can then be used to position thrust levers when this is required for adjustment/test.
B. To make the linear measurement, a flexible scale is required that will conform to the contour of the seal retainer along the top of the control stand, adjacent to the thrust levers. Thrust lever angle is measured from the lever contact surface on the idle stop to the aft surface of the thrust lever with the scale conforming to the contour of the seal retainer.
500
Jun 20/85 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. 76-11-0 Page 201
T54783
Thrust Lever Angle (Degrees) to Arc Length (Inches) Conversion Table 500
76-11-0 Figure 201 Jun 20/85
Page 202
BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.
ENGINE CONTROL SYSTEM -ADJUSTMENT/TEST
1. General
A. For the purpose of adjustment/test, the engine control system is divided into three parts: the forward thrust control system, the reverse thrust control system, and the start control system.
B. The adjustment procedure will describe adjustment of each part of the complete system. The sequence of adjustments for each system will proceed from the control stand to the fuel control. The control cables are adjusted first, followed by the thrust and start push-pull cables, and then the cross-shaft to fuel control linkage.
NOTE: The thrust rod and start rod require adjustment only when the fuel control unit is replaced.
Rig pins are inserted at fixed points in the systems to isolate various sections for adjustment (Fig. 501).
C. Procedures are given for testing the operation of each part of the complete system. These tests will verify that operation of the system is within prescribed limits. Rig pins are used in the test procedures to verify the correct positioning of controls.
D. The reverse thrust detent roller assembly is adjusted to engine EPR with the engines running. Refer to Thrust Reverser System Adjustment/Test, 78-32-01. Adjustment of the landing gear warning horn switches and the takeoff warning horn switches is dependent upon the procedure used to rig the engine control system. Refer to thrust lever actuated Aural Warning and Call Devices, Takeoff Warning System and Landing Gear Warning System Adjustment, 31-26-0.
E. In each area, adjustment/test of the complete system is provided. Should adjustment/test of only a portion of a system be desired, the reader should proceed to the appropriate subdivision of the full system involved.
F. When new control cables are installed, the initial yield must be compensated for before the control cables are rigged to the normal operating tension. In addition, the control cables must be well seated in the pulleys. This is accomplished by rigging to a high tension and cycling the system prior to adjusting to normal operating tension.
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