GEK-109974 LM Rev B

GE Aviation
GE90 110B & 115B

Line Maintenance
BOEING 777
Customer Training Services
Sep 06
GEK-109974
REV B
GE AVIATION GE90 TRAINING MANUAL
1. INTRO
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GE90 Line Maintenance

For Mechanics
Document: GEK 109974

Revised: Sep 06
Published by:
Customer Training Service
GE Aviation
Customer Technical Education Center
123 Merchant Street
Cincinnati, Ohio 45246
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GE PROPRIETARY INFORMATION INTRO Sep 06
This publication is for TRAINING PURPOSES ONLY. This 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 the pertinent Maintenance Publication.
This product is considered GE Aviation technical data information and therefore is exported under U.S. Government
Export License Regulations. It is issued to the user under specific conditions that; the contained data, or it's product
may not be resold, diverted, transferred, trans-shipped, re-exported, or used in any other country without prior
written approval of the U.S. Government.
Proprietary Information Notice

The information contained in this document is disclosed in confidence. It is the property of GE and shall not be
used (except for evaluation), disclosed to others, or reproduced without the expressed written consent of GE. If
consent is given for reproduction in whole or in part, this notice shall appear on any such reproduction, in whole or in
part. The foregoing is subject to any rights the U.S. Government may have acquired as such information.
Copyright 2006 GE Aviation
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TABLE OF CONTENTS
Section Topic Revision Page Numbers
1. Table of Contents…………………………………………………………. Sep/06 ………………………………...1-7

Abbreviations and Acronyms…………………………………………….. Sep/06 ………………………………8-14
2. Engine Hazards …………………………………………………………... Feb/04…………………………………1-4
3. Nacelle …………………………………………………………………….. Sep/06 ………………………………1-28
4. Engine General …………………………………………………………... Sep/05…………………………….. 1-18
5. Engine Construction ……………………………………………………... Sep/06………………………………..1-32
6. Aircraft/Engine Interface …………………………………………………. Sep/02 ……………………………….1-12
7. FADEC System …………………………………………………………... Sep/05.……………………………….1-44
8. Fuel System ………………………………………………………………. Sep/05.……………………………….1-36
9. Air Systems ……………………………………………………………….. Sep/05 ……………………………….1-36
10. Oil System ………………………………………………………………… Sep/05………………………………..1-38
11. Start System ……………………………………………………………….Sep/05………………………………..1-14
12. Ignition System …………………………………………………………… Sep/06………………………………..1-10
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TABLE OF CONTENTS
Section Topic Revision Page Numbers
13. IDG Lubrication System………………………………………………….. Feb/04 ……………………………….1-14
14. BUG Lubrication System…………………………………………………. Sep/02 …………………………….. 1-12
15. AVM System ……………………………………………………………… Jul/04 …………………………………1-6
16. Drain System ……………………………………………………………… Jul/04 ...………………………………1-8
17. Engine Buildup Unit ……………………………………………………… Jul/04.……………………………….. 1-32
18. Primary Display System …………………………………………………. Sep/05………………………………..1-34
19. Central Maintenance Computing System ……………………………... Feb/04………………………………1-202
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ABBREVIATIONS AND ACRONYMS
AC Alternating Current CMCS Central Maintenance Computer System

ACC Active Clearance Control CON Continuous
A/C Aircraft CONFIG Configuration
A/D Analog/Digital CPU Central Processing Unit
AGB Accessory Gearbox CDN Combustor Diffuser Nozzle
ALF Aft Looking Forward CRZ Cruise
ALTN Alternate CTEC Customer Technical Education Center
ARINC Aeronautical Radio, Inc. CW Clockwise
ATA Air Transport Association DAC Dual Annular Combustor
BCAG Boeing Commercial Airplane Group D/A Digital to Analog Converter
BITE Built In Test Equipment DC Direct Current
BPR Bypass Ratio DMS Debris Monitoring System
BSI Borescope Inspection EBU Engine Buildup Unit
BUG Back Up Generator EEC Electronic Engine Control (or FADEC)
C Celsius EICAS Engine Indication and Crew Alert System
CBP Compressor Bleed Pressure EDIU Engine Data Interface Unit
CCC Core Compartment Cooling EEC Electronic Engine Control
CCD Cursor Control Device EGT Exhaust Gas Temperature (also T49)
CCDL Cross Channel Data Link EHSV Electro-Hydraulic Servo Valve
CCW Counter Clockwise EICAS Engine Indication and Crew Alerting System
CDP Compressor Discharge Pressure EIS Entry Into Service
CMCS Central Maintenance Computing System ESN Engine Serial Number
CH A Channel A ETOPS Extended Twin Engine Operations
CH B Channel B F Fahrenheit (Degrees)
CIT Compressor Inlet Temperature
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FB Feedback ID Identification
FAA Federal Aviation Agency IDG Integrated Drive Generator
FADEC Full Authority Digital Engine Control (or EEC) IGB Inlet Gearbox
FHF Fan Hub Frame IGN Ignition
FLA Forward Looking Aft IGV Inlet Guide Vane
FMV Fuel Metering Valve lbs. Pounds, Weight
FOD Foreign Object Damage L/E Leading Edge
GEAE GE Aircraft Engines L/H Left Hand
GND Ground LP Low Pressure
GSE Ground Support Equipment LPC Low Pressure Compressor
HMU Hydromechanical Unit LPCAI Low Pressure Compressor Anti-Ice
HP High Pressure LPT Low Pressure Turbine
HPC High Pressure Compressor LPTACC Low Pressure Turbine Active Clearance
HPCR High Pressure Compressor Rotor Control
HPCS High Pressure Compressor Stator LPTN Low Pressure Turbine Nozzle
HPSOV High Pressure Shutoff Valve LPTR Low Pressure Turbine Rotor
HPT High Pressure Turbine LPTS Low Pressure Turbine Stator
HPTACC High Pressure Turbine Active Clearance LRU Line Replaceable Unit
Control LVDT Linear Variable Differential Transducer
HPTN High Pressure Turbine Nozzle MAT Maintenance Access Terminal
HPTR High Pressure Turbine Rotor MFD Multi Functional Display
HREV Hard Reversionary mm Millimeters
Hx Heat Exchanger MO Aircraft Speed Mach Number
I/O Input/Output MCL Maximum Climb
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MCT Maximum Continuous RCC Remote Charge Converter

N1 Fan Speed RPM Revolutions Per Minute
N2 Core Speed RTD Resistance Thermal Device
NORM Normal RVDT Rotary Variable Differential Transducer
NVM Non Volatile Memory SV Staging Valve
OGV Outlet Guide Vane SAP Starter Air Pressure
O/O Oil/Oil SAV Starter Air Valve
OSG Overspeed Governor SB Service Bulletin
Pam Ambient Pressure SFC Specific Fuel Consumption
P/N Part Number SLS Sea Level Standard
PDS Primary Display System SLSD Sea Level Standard Day
PRSOV Pressure Regulating Shut Off Valve SLV Selector Valve
PPH Pounds Per Hour S/N Serial Number
PSI Pounds Per Square Inch SOV Shutoff Valve
PSIA Pounds Per Square Inch Absolute SREV Soft Reversionary
PSID Pounds Per Square Inch Differential SSLV Sync Shaft Lock Valve
PSIG Pounds Per Square Inch Gage STB Start Transient Bleed
Pt Total Pressure SW Switch
Po Ambient Pressure Outside TAI Thermal Anti-Ice
PS13 Fan Outlet Static Air Pressure TAT Total Air Temperature
P25 High Pressure Compressor Inlet Total Air TBD To Be Determined
Pressure TCF Turbine Center Frame
PS3 High Pressure Compressor Discharge T/C Thermocouple
Pressure T/E Trailing Edge
P49 Low Pressure Turbine Inlet Pressure TEO Engine Oil Temperature
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TGB Transfer Gearbox

TLA Throttle Lever Angle
TM Torque Motor
TRA Throttle Resolver Angle
TRF Turbine Rear Frame
T/R Thrust Reverser
T12 Fan Inlet Total Air Inlet Air
Temperature
T3 High Pressure Compressor Discharge Air
Temperature
T49 Exhaust Air Temperature
T5 Low Pressure Turbine Discharge Air
Temperature
UTC Universal Time Coordinate
VAC Voltage, Alternating Current
VBV Variable Bleed Valve
VDC Voltage, Direct Current
VIB Vibration
VSCF Variable Speed Current Frequency
VSV Variable Stator Vane
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2. Engine Hazards
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ENGINE HAZARDS
Objectives:
At the completion of this section a student should be able to:
…. Identify the engine hazards
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GE PROPRIETARY INFORMATION 71-00-00 Feb 04
ENGINE HAZARDS Engine damage can result when rags, eyeglasses, hats
or other loose objects go into the inlet cowl. You must
It is dangerous to work around engines. Use the engine attach or remove any loose objects before you work
entry corridors to go near an engine in operation. You around the engine.
must stay out of the inlet and exhaust hazard areas
when the engine is running. Heat
The hazards around a jet engine in operation include: The engine exhaust temperature can remain high for a
- Inlet suction long distance behind the engine.
- Heat
- Exhaust Exhaust
- Noise
The engine fan and thrust reverser develop high speed
Engine Entry Corridors exhaust gases that can cause injury. The exhaust gases
move forward when the thrust reverser is deployed.
Engine entry corridors are between the inlet hazard
areas and the exhaust hazard areas. You should go Noise
near an engine in operation only when:
Engine noise can cause temporary and permanent
- The engine is at idle (forward thrust only) hearing loss. You must wear cup-type ear protection
- You can speak with the flight deck. near an engine in operation.
Inlet Suction WARNING: Long exposures to jet engine noise can

cause hearing damage even when you wear ear
Suction at the inlet of an engine can pull objects, protection.
including a person, into the engine. At idle power, the
hazard area is an 15 ft. (4.5 m) radius around the inlet. At
Breakaway power, the hazard area is a 28.5 ft, (8.7 m)
radius around the inlet. At takeoff power, the hazard area is
a 63 ft. (19.2 m) radius around the inlet.
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ENGINE HAZARDS
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3. Nacelle
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NACELLE
Objectives:
…. Identify the engine nacelle major components.

…. State the purpose of the Power Door Opening System.
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GE PROPRIETARY INFORMATION 71-11-00 Sep 06
ENGINE NACELLE Thrust Reverser
The engine cowling is a cover that contains and gives The thrust reverser is aft of the fan cowl. The thrust
protection to the engine components. The cowling also reverser attaches to the strut and opens for maintenance.
controls the airflow through and around the engine. Some of Each thrust reverser half weighs 1540 lbs (698.5 kgs).
the engine cowling opens for maintenance access.
Turbine Exhaust System
The engine cowling has four parts:
The turbine exhaust system is aft of the thrust reverser. The
- Inlet Cowl system has three parts. The weights are:
- Fan Cowl
- Thrust Reverser - Primary nozzle 69.7 lbs (31.7 kgs)
- Turbine exhaust - Forward centerbody 39.7 lbs (18.0 kgs)
- Aft centerbody 39.7 lbs (18.0 kgs)
Inlet Cowl
The inlet cowl supplies a smooth airflow into the engine.

The inlet cowl weighs 1000 lbs (455 kgs).
Fan cowl
The fan cowl is aft of the inlet cowl. The fan cowl attaches
to the fan cowl support beam on the engine. The fan cowls
open for maintenance. Each fan cowl half weighs 270 lbs
(123 kgs).
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ENGINE NACELLE
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INLET COWL PDOS Switches

The PDOS opens the fan cowl and thrust reverser halves.
The inlet cowl controls the airflow into the engine fan. The Two PDOS switches are on each side of the inlet cowl.
inlet cowls for the left and right engines are The fan cowl switches are at the 4:00 and the 8:00
interchangeable. positions on the inlet cowl. The thrust reverser switches are
at the 4:00 and the 8:00 positions on the aft bulkhead. The
The cowl includes these components: PDOS switch electrical connection is at the 3:00 position
on the aft bulkhead.
- T12 sensor
- Engine anti-ice (EAI) system Hoist Points
- Powered door opening system (PDOS) switches The inlet cowl has eight hoist points. These are five hoist
- Hoist points points on the upper inlet assembly and three on the lower
inlet assembly. You install pins at the hoist points. A sling
T12 Sensor attached to the hoist points is show below.
The T12 sensor measures engine inlet temperature and
sends it to the FADEC (EEC). The T12 sensor is at the Training Information Points
12:30 position (ALF) of the inlet cowl. The T12 electrical A thrust reverser test enable switch and an interphone jack
connection is on the aft bulkhead of the inlet cowl. (not shown) are adjacent to the thrust reverser PDOS
switch on the right side of the inlet cowl.
EAI System
The EAI supply duct gives anti-ice air to the inlet cowl. The
supply duct attaches to the inlet cowl at the 11:00 position.
The EAI duct inside the inlet cowl has a shroud. It sends
EAI air into the fan compartment if the duct breaks open.
The EAI exhaust duct is at the 7:00 position on the inlet
cowl. The exhaust duct permits EAI air to flow overboard.
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INLET COWL
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FAN COWL Fan Cowl Opening Actuators

Each fan cowl has a hydraulic actuator to open and close it.
Each engine has two fan cowls that go around the fan case One end of the actuator attaches to the fan case. The other
and let air flow smoothly over the engine. end attaches to the fan cowl. You use the PDOS to open
and close the fan cowls.
Physical Description
The fan cowls are graphite-epoxy structures. Each hinge Hold-Open Rods
attaches to the fan cowl support beam on the fan case. Each fan cowl has two hold-open rods. The rods are
Each hinge has a quick release pin. There are four telescopic. One end of each hold-open rod attaches to a
adjustable latches at the bottom of the fan cowl. They hold bracket on the fan case. The other end attaches to the fan
the left and right fan cowls together. cowl. You do not have to disconnect the hold-open rods
when you open the fan cowls.
The inboard fan cowl on each engine has a chine at the
10:00 position. The chine controls the airflow direction over Each hold-open rod has a locking collar. When the hold-
part of the wing. open rod locks, you can see a yellow stripe next to the
collar.
An oil tank access door and a pressure relief door are on
the left fan cowl panel of each engine. You service the Latches
engine oil tank through the oil tank access door.
Each pair of fan cowls have four (4) latches. They are to be
Each fan cowl panel has three hoist points. You install pins unlatched AFT to FWD after relieving any stresses that
in the hoist points. A sling attached to the hoist points is may have built up in the PDOS system. The four (4) fan
shown below. cowl latches are to be re-latched FWD to AFT.
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FAN COWL
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THRUST REVERSER
You open the latches from aft to forward. You close the
The thrust reversers (T/R) deflect thrust to decelerate the latches from forward to aft.
airplane during landing rollout or rejected take-off. The
surface of the thrust reverser lets air flow smoothly around Defection Limiter Latches
the engine. You can open the thrust reversers to do There are four deflection limiter latches. These latches
maintenance. attach to two straps that go around the aft part of the TR.
You open the deflection limiter latches first.
Location
The thrust reverser is aft of the fan cowl and forward of the Caution: Failure to open the deflection limiter latches
turbine exhaust system. before you open the thrust reverser can cause
damage to the thrust reverser.
Physical Description
Each thrust reverser has a left and right half. Each thrust Aft Cowl Latches
reverser half has six hinges. Four hinges attach the thrust There are three aft latches. These latches hold the aft part
reverser to the strut. The two aft hinges attach to cross-tie of the thrust reverser together. You open the aft cowl
rods (not shown). latches after you open the deflection limiter latches.
Latches
The T/R latches hold the T/R halves together. There are
Six categories of latches:
- Deflection limiter (4)

- Aft cowl (3)
- T/R latch (5)
- Interlock pin (1)
- T-Handle latch (1)
- V-groove latch band (1)
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THRUST REVERSER LATCHES

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T/R Latches V-groove Latch Band

There are five T/R latches. These latches hold the forward The v-groove latch band supplies tension around the
part of the T/R together. You must open latch access doors forward part of the T/R. This tension holds the T/R to the
to get access to the three middle T/R latches. fan case. Use the v-groove latch has a handle that loosens
the v-groove latch band. You open the v-groove latch last.
The forward latch is next to the V-band latch handle on the
torque box. There is a trigger release lever on the forward
latch. You move the trigger release lever to the left before
you open the forward latch.
You open the T/R latches after you open the aft cowl
latches.
Interlock Pin
When the number two T/R latch is closed it moves a rod
upwards and causes the interlock pin to engage between
the plates of the left and right thrust reverser halves. When
you open the number two T/R latch make sure that the rod
assembly moves down allowing the pin to disengage from
the left and right thrust reverser plates.
T-Bolt Latch Handle

The T-Bolt latch handle is pulled down to rotate the gearbox
and unlock the T-Bolt located between the top forward end
of the left and right thrust reverser halves.
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TOP OF
THRUST
REVERSER
INTERLOCK PIN
BOTTOM OF ENGAGED
THRUST
REVERSER
INTERLOCK PIN
DISENGAGED
THRUST REVERSER LATCHES
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THRUST REVERSER (T/R) SYSTEM
To make reverse thrust, you use the reverse thrust levers

on the flight deck to control the direction of the fan exhaust
gases. The pilot uses reverse thrust to help slow the
airplane after landing or during a rejected takeoff.
The T/R uses these components to control the direction of

the fan exhaust:
- Cascade segments
- Sleeve
- Blocker doors
- Drag links
This system allows for forward and reverse thrust.
When the sleeves are forward (retracted) position, the fan

exhaust creates forward thrust.
When the sleeves are aft (extended) position, the blocker

door and cascade segments turn the fan exhaust forward.
This creates reverse thrust.
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THRUST REVERSER SYSTEM

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THRUST REVERSER HOLD-OPEN RODS
The thrust reverser hold-open rods keep the thrust reverser

halves open for maintenance. There is only one (1) hold-
open rod per thrust reverser half.
Location
The thrust reverser hold-open rods are forward on the
torque box of each thrust reverser half.
Thrust Reverser Hold-Open Rod

Each thrust reverser hold-open rod is telescopic.
The hold-open rod attaches to the thrust
reverser half and to the engine. There is a quick
disconnect pin on the end of the hold-open rod that
attaches to the thrust reverser half.
Each hold-open rod has a locking collar. The collar locks

the hold-open rod in extended position. When you can see
the yellow stripe next to the collar, it is locked.
Warning: Make sure the hold-open rod collar is locked

and the yellow stripe is visible before you go
under the thrust reverser.
Warning: The thrust reverser(s) must be locked-out

prior to opening.
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THRUST REVERSER HOLD-OPEN RODS

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TURBINE EXHAUST
The turbine exhaust system makes the airflow smooth as it

exits the engine. This increases engine efficiency and
reduces noise.
Primary Nozzle
The primary nozzle is aft of the thrust reverser. The primary
nozzle attaches to the turbine rear frame.
Centerbody
The centerbody is inside primary nozzle. The centerbody
has two parts. The forward centerbody attaches to the
turbine rear frame. The aft centerbody attaches to the
forward centerbody.
Vent Tube Extension

The vent tube extension supplies a path for the oil system
vent air to go overboard. The vent tube extension fits inside
the centerbody. It attaches to the no. 5 bearing sump
cover.
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TURBINE EXHAUST
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POWERED DOOR OPENING SYSTEM (PDOS) Hydraulic Cowl Opening Flexhoses

The hydraulic cowl opening flexhoses attach the pump/
The powered door opening system (PDOS) uses hydraulic power pack to the cowl opening actuators.
power to open the fan cowls and the thrust reversers (T/R).
It uses gravity to close them. Actuation and Control Switches
The fan cowl switches are on the outside of the inlet cowl at
The PDOS has these components: the 4:00 and 8:00 positions.
- Pump/power pack The T/R switches are on the aft bulkhead of the inlet cowl
- Cowl opening actuators near the fan cowl switches. You must open the fan cowls to
- Hydraulic cowl opening flexhoses get to the T/R switches.
- Actuation and control switches
- Hand pump connectors Hand Pump Connectors (Optional)
The fan cowl hand pump connectors are at the 6:00
Pump/Power Pack position on the aft bulkhead of the inlet cowl. The T/R hand
Each engine has one pump/power pack. The pump/power pump connectors are on each T/R half at the 6:00 position.
pack is under the number one strut fairing. You must open the fan cowls to get to each hand pump
connector.
Fan Cowl Opening Actuators
The fan cowl opening actuators are under the fan cowls.
The top of each actuator attaches to an actuator bracket on
the fan cowl. The bottom of each actuator attaches to the
engine.
The thrust reverser (T/R) opening actuators are under the

T/Rs. The top of each actuator attaches to the engine strut.
The bottom of the actuator attaches to the inner wall of the
T/R.
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POWER DOOR OPENING SYSTEM (PDOS)

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PDOS ACTUATION AND CONTROL SWITCHES
Actuation and Control Switches

The actuation and control switches are on each side of the
inlet cowl. There is an UP switch and a DOWN switch for
each fan cowl and for each T/R half. The switches are
momentary-action switches.
Training Information Point

The T/R test enable switch is on the aft bulkhead of the inlet
cowl. It is adjacent to the right T/R PDOS switches. This
switch permits you to extend the T/R when the engine is off.
A service interphone jack is below the right T/R PDOS

switches on the right side of the inlet cowl.
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PDOS CONTROL SWITCHES

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PDOS OPERATION OF FAN COWL Warning: Make sure the fan cowl hold-open rods are fully
extended and locked when the fan cowl panel is open. The
When you work on engine components under the fan cowl, rods are not locked when you can see the red stripe with
you open the fan cowl only. If engine components under the the word "UNLOCKED" on the lock collar. If the rods are
thrust reverser (T/R) need repair, you open the fan cowl not locked, they could retract and cause injury to persons or
first, and then you open the T/R. You must have electric damage to equipment.
power before you use the PDOS.
Close the Fan Cowl
Open the Fan Cowl This is a summary of the procedure to close the fan cowl:
Caution: Retract the leading edge slats and do the - Push the PDOS UP switch to take the fan cowl weight
deactivation procedure before you open the fan cowl off the hold-open rods.
panels. If the leading edge slats are not retracted, the fan - Manually unlock the collars on the hold-open rods
cowl panels will hit them and cause damage. (a red stripe will be visible)
- Push the PDOS ‘DOWN’ switch until the fan cowl
This is a summary of the procedure to open the fan cowl: closes
- Close the fan cowl latches (FWD to AFT).
- Make sure the area around the engine is clear
- Retract the leading edge slats Training Information Point
- Push the PDOS ‘DOWN’ switch to relieve any pressure Pull the lock collars toward the engine to unlock the fan
- Open the four fan cowl latches (AFT to FWD) cowl hold-open rods. When you unlock the hold-open rod
- Push the PDOS ‘UP’ switch until the cowl stops moving collars red bands show. The collars stay unlocked when
- Make sure the collars on the hold-open rods are you let go of them.
locked ( a yellow stripe will be visible)
- Push the ‘DOWN’ switch momentarily to put the fan The fan cowl opens in approximately 20 seconds.
cowl weight on the hold-open rods.
You can close only one fan cowl at a time. The fan cowl
closes in approximately 25 seconds.
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PDOS OPERATION OF FAN COWL

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PDOS OPERATION OF THRUST REVERSER - Push the ‘DOWN’ switch momentarily to put the T/R
weight on the hold-open rod.
Before you open the thrust reverser (T/R) you open the fan
cowl on the same side. Obey the warnings in the Close the Fan Cowl
procedure when you open the T/Rs. This is a summary of the procedure to close the T/R:
Caution: Retract the leading edge slats and do the - Push the PDOS UP switch to take the T/R weight off
deactivation procedure before you open the fan cowl the hold-open rod.
panels. If the leading edge slats are not retracted, the fan - Unlock the collar on the hold-open rod (a red stripe will
cowl panels will hit them and cause damage. be visible)
- Push the PDOS DOWN switch until the T/R closes
Warning: Do the deactivation procedure to prevent the - Close the T/R latches (forward to aft sequence).
operation of the thrust reverser. The accidental operation
of the thrust reverser can cause injuries to persons and Training Information Point
damage to equipment. Pull the lock collars toward the engine to unlock the T/R
hold-open rods. When you unlock the hold-open rod collars
Warning: Do not move between the engine and the open red band will show. The collars stay unlocked when you let
thrust reverser until you lock the hold-open rod. The thrust go of them.
reverser is heavy and can close quickly if the PDOS has a
failure. This can cause injuries to persons and damage to When you open the right T/R half you must open the left
equipment. and right fan cowls. This is because the v-groove band
latch handle will hit the left fan cowl panel if it is not open.
Open the T/R
This is a summary of the procedure to open the fan cowl: The T/R half opens in approximately 40 seconds. The
T/R half closes in approximately 25 seconds. You can
- Push the PDOS ‘DOWN’ switch to relieve any pressure close only one T/R half at a time.
- Open the T/R latches (aft to forward sequence)
- Push the PDOS UP switch until the collar on the hold-
open rod locks (a yellow stripe will be visible)
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B777/GE90-110B, -115B Page 3-24
PDOS OPERATION OF THRUST REVERSER

EFFECTIVITY
B777/GE90-110B, -115B Page 3-25
PDOS - MANUAL OPERATION
When there is no airplane power you can use the manual

drive lug and the solenoid valves to open and close the fan
cowls and the thrust reverser (T/R) halves. A placard on the
pump/power pack shows the manual operation procedures.
The manual drive lug is a 3/8 inch square drive. You use a
pneumatic drive to turn the drive lug. The fan cowl opens in
approximately 365 revolutions. The T/R opens in
approximately 730 revolutions.

The pump/power pack is approximately 14 ft. (4.3 m) from
the ground. There is a safety harness attach point with a
receptacle for a safety harness.
EFFECTIVITY
B777/GE90-110B, -115B Page 3-26
PDOS DECAL
B
PDOS - MANUAL OPERATION
EFFECTIVITY
B777/GE90-110B, -115B Page 3-27
EFFECTIVITY
B777/GE90-110B, -115B Page 3-28
4. Engine General
TAB Here

ENGINE GENERAL
Objectives:
At the completion of this section a student should be able to :
…. Identify the key features of the engine.

…. Identify the purpose of the key features of the engine.
EFFECTIVITY
B777/GE90-110B, -115B Page 4-1
BOEING 777 AIRCRAFT
The GE90-115B program is linked with Boeing’s efforts to

develop and market longer range versions of the B777
aircraft with ranges beyond the currently defined 777-
200ER at 656,000 lbs., and the 777-300 at 660,000lbs.,
Maximum Takeoff Weight (MTOW).
Late in 1998, various Preliminary Design Studies were

conducted by Boeing with all three engine manufacturers,
with thrust ranging up to 114K, and in early 1999 the
MTOW of both aircraft was raised to 750,000 lbs..
Various improvements were made to the aircraft and GE
Aircraft Engines offered an engine, initially at 110K, and
later at 115K. GE offered an engine capable of 115K,
together with weight and SFC levels, which allowed both
aircraft to meet or exceed their targets for all key aircraft
performance parameters. In particular, the 777-300ER
could now nearly match the design range of the 747-400.
Continued efforts between GE and Boeing resulted in the

announcement of a sole-source engine supplier
in July of 1999 and the subsequent launch of
the aircraft program on February 29, 2000.
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BOEING 777-300ER AIRCRAFT

EFFECTIVITY
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EFFECTIVITY
B777/GE90-110B, -115B Page 4-4
BOEING 777-200LR AIRCRAFT

EFFECTIVITY
B777/GE90-110B, -115B Page 4-5
ENGINE GENERAL Type of engine: Turbofan engine
The GE90 has been designed to power the BOEING 777 Arrangement: Two spool axial airflow
and future airplanes. With an initial thrust of 76,000 lbs it
has a growth capability up to 115,000 lbs ( and more ). Rotation: (both rotors) Clockwise (AFT looking
Forward)
The GE90 is an ultrahigh bypass (9:1), variable stator,
axial-flow turbofan propulsion system designed to meet Compressors:
high thrust commercial jet engine requirements of - Fan: Single stage
advanced aircraft manufactured during the mid 1990's and - Booster: Four stages
beyond. - High pressure compressor: Nine stages
The 75K to 115K+ lbs thrust family of engines is designed Combustion chamber: Dual-dome annular
to provide 10% improvement in specific fuel consumption
(SFC), and 33% lower emissions over previous Turbines:
commercial turbofan engines. In addition, its reduced - High pressure turbine: Two stages
noise level permits operation at the most noise sensitive - Low pressure turbine: Six stages
airports in the world.
Dimensions:
The specific fuel consumption (SFC) improvement is - Engine (no EBU or inlet):
achieved through a higher efficiency engine cycle. A - Nominal length: 287.36 inches (7.300 m)
higher overall pressure ratio than current engines gives - Nominal width: 134.86 inches (3.425mm)
higher thermal efficiencies, while the higher bypass ratio - Nominal weight (dry): 18,291 lbs (8314 kg)
(BPR) provides improved propulsion efficiency.
- Powerplant (with EBU and inlet):
The GE90 is designed for ease of maintainability and high - Nominal length: 323.24 inches (8.210 m)
overall system reliability. Many of the components were - Nominal width: 166.46 inches (4.228 m)
derived from proven designs on existing engines. This - Nominal weight (dry): 18,982 lbs (8628 kg)
derivative heritage provides a sound foundation for the
components and systems of the GE90.
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GE90 PROPULSION SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 4-7
ENGINE IDENTIFICATION NAMEPLATE
The Engine Identification Nameplate is mounted on the

Fan Hub Frame (FHF) at the 9:00 position below the
configuration box.
The engine identification nameplate provides

manufacturing and thrust rating information.
When the engine thrust rating is changed the nameplate
must be updated. This is done by marking a line through
the information on the identification plate blocks as
shown. Mark the information for the new rating on the
next row of blocks.
The Engine Rating Plug thrust rating must match the

Engine Identification Nameplate thrust rating.
EFFECTIVITY
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EFFECTIVITY
B777/GE90-110B, -115B Page 4-9
EFFECTIVITY
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EFFECTIVITY
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EFFECTIVITY
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GE90 PERFORMANCE DATA

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AIRFLOW DESCRIPTION
Internal, or parasitic airflow is used for engine internal
The airflow used in the GE90 engine is made of three purposes such as internal cooling, sump pressurization,
parts, named from their functions: and active clearance control (ACC).
- The primary airflow: is the air which is burnt with

fuel in the combustion chamber, and produces the - Provide pressurized air to the different systems in the
energy to drive the low and high pressure turbines. aircraft
- Provide pressurized hot air to the wing anti-ice
- The secondary airflow: is the air that passes only system (WAI).
through the fan and the outlet guide vanes (OGV).
It produces the main part of the thrust. When the thrust reverser mode is selected, the sleeves
move aft, revealing the cascade vanes, while blocker doors
- The bleed airflow: is air that is extracted from the close the secondary airflow. The air is then directed
primary airflow for use by the aircraft systems and for through the cascade vanes outward and in the forward
engine internal purposes direction
The engine bleed air system provides the necessary air to

the pneumatic system and to the engine anti-ice system
(EAI). It extracts this air from the primary airflow. The
pneumatic system uses and controls it to cover two main
functions:
EFFECTIVITY
B777/GE90-110B, -115B Page 4-14
SECONDARY AIRFLOW
BLEED AIR TO ENGINE AND AIRCRAFT
PRIMARY AIRFLOW
PRIMARY AIRFLOW
SECONDARY AIRFLOW
ENGINE AIRFLOWS
EFFECTIVITY
B777/GE90-110B, -115B Page 4-15
MECHANICAL STRUCTURE C Sump:

#5 Roller Supports the rear of the N1 rotor.
The GE90 features two independent rotating systems: Has dampened race.
- The low pressure system which rotates at the N1 Each sump is designed to ensure proper operation of the
speed. following functions:
- The high pressure system which rotates at the N2
speed. - Lubrication and cooling of the bearings and gears
- Oil scavenge
The two rotors are supported by 5 bearings which are - Cavity sealing by pressurized air/oil seals
housed in three dry-sump cavities (A, B and C): - Seal drainage
- Venting to ambient pressure.
A Sump:
#1 Roller Supports the front of the N1 rotor. Three 3 frames ensure the structural rigidity of the engine:
Has dampened race.
- The Fan Hub Frame (FHF)
#2 Ball Supports the front of the N1 rotor and is the - The Turbine Center Frame (TCF)
thrust bearing for the N1 rotor. - The Turbine Rear Frame (TRF)
#3 Ball Supports the front of the N2 rotor and is the

thrust bearing for the N2 rotor.
#3 Roller Supports the front of the N2 rotor.

Has dampened race.
B Sump:
#4 Roller Supports the rear of the N2 rotor.
EFFECTIVITY
B777/GE90-110B, -115B Page 4-16
MECHANICAL STRUCTURE
EFFECTIVITY
B777/GE90-110B, -115B Page 4-17
EFFECTIVITY
B777/GE90-110B, -115B Page 4-18
5. Engine Construction
TAB Here

ENGINE CONSTRUCTION
Objectives:
At the completion of this section a student should be able to :
…. Identify the basic engine module.

…. Identify the Fan module Line Replaceable Units.
…. Locate the Fan module Line Replaceable Units.
…. Identify the main features of the Fan module Line Replaceable Units.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-1
FAN SECTION
The fan section is located at the front of the engine, .

downstream the air inlet cowl.
The main components of the fan section are :
The fan rotor consists of a single stage fan and a smaller
four stage booster - the fan and booster module.
- the inlet gearbox module.
The single stage fan creates the engine secondary airflow - the variable bleed valve system.
which produces the main component of engine thrust (87%)
by accelerating the air coming into the inlet. The bypass The fan frame module is made of two parts:
ratio of secondary airflow to primary airflow is 9:1.
- The fan hub frame modules,
A percentage of this air goes through the Low Pressure - The fan stator module.
Compressor (LPC or Booster) which provides pressurized
air to the high pressure compressor (HPC). This is the These two parts are connected by two circumferential
engine primary airflow. flanges. These two flanges are used to separate the fan
stator module from the spare engine / propulsor.
The LPC / Booster consists of one stage of Inlet Guide
Vanes plus four (4) compressor stages. It has a
compression ratio of 2.42 to 1.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-2
FAN SECTION
EFFECTIVITY
B777/GE90-110B, -115B Page 5-3
FAN BLADE REMOVAL / INSTALLATION - Align the "1" of the spinner with number "1" on the
support ring to align the offset bolt holes.
The spinner is attached to the front of the fan disk.
NOTE: The number "1" is marked on the front of the
To remove the spinner do the following: support ring and on the spinner aft flange.
- Remove the 22 axial mount bolts on the spinner and

remove the spinner.
NOTE: The 44 radial screws on the outer diameter of

the spinner - and on either side of each axial mount bolt -
are fan assembly balance screws.
- Remove the 22 bolts that attach the support ring to

the fan disk and remove the support ring.
To install the spinner do the following:
- Align the support ring number "1"s with the number

"1"s on the fan disk. Install the 22 bolts.
Note: The number "1" is marked on the backside and front

side of two bolt flanges of the support ring. These number
"1"s are aligned with the number "1"s marked on either
side of the fan disk number 1 blade slot. The offset bolt
hole is marked with an "O". Alignment of the number "1"s
will align the offset bolt holes of the support ring and fan
disk.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-4
SPINNER CONE (ONE PIECE) REMOVAL / INSTALLATION

EFFECTIVITY
B777/GE90-110B, -115B Page 5-5
FAN BLADE REMOVAL/INSTALLATION NOTE: A rubber seal around the platform creates a tight fit
between the blades holding the platform in place during the
The twenty-two fan blades are located in the forward end assembly process. The platforms are secured in place by
of the engine. the spinner support ring.
The fan blades must be removed to allow for fan stator - Remove the bolt securing the spacer and the
module separation. retainer together.
NOTE: The blades are numbered counter clockwise when Fan Blade Spacer Removal:
you are facing them. The number "1" is engraved on the
forward face of the fan disk, on either side of the - Remove the spacer using the fan blade spacer
number one blade slot. A "5" is engraved on either side of removal tool (9C1202).
the number five blade slot. - Place the detail pin in the bolt hole of the fan blade
spacer
Note: The fan blade platforms and fan blades are - move the slide hammer aft and forward to remove
balance critical. Before removal use an approved marker the fan blade spacer.
to mark the location of the fan blade platforms, fan blades - Remove the dovetail key from the fan disk slot.
and other hardware. - Remove the retainer from the fan disk slot.
- Remove the fan blade from the fan disk slot.
- Number the blades and platforms before removal. - Keep the platform, retainer, spacer, dovetail key,
and fan blade as removed from each fan disk
- Turn the fan assembly counterclockwise to put the dovetail slot as a set to assure they are reinstalled
first fan blade to be removed at the 6 o'clock in the same dovetail slot from which they are removed
position.
Note: Do not remove the fan disk shims.
- Remove the blade platform on either side of the
blade to be removed. Record their original
position, to assure they are re-installed at the same
location.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-6
FAN BLADES REMOVAL / INSTALLATION

EFFECTIVITY
B777/GE90-110B, -115B Page 5-7
FAN BLADE INSTALLATION: - Install the bolt that holds the retainer and the
spacer together.
Install the fan blades, fan blade platforms, and associated
hardware at their original dovetail slot location (for balancing - Install the blade platforms on either side of the
purposes). fan blade.
- Turn the fan assembly counterclockwise to put NOTE: Insert the rear of the platform under the booster
the fan blade slot for the fan blade to be installed flange, then push the forward part of the platform toward
at the 6 o'clock position. the fan disk. The seal on the either side of the platform
forms a tight fitting with the fan blades.
Note: Be sure to clean and lubricate the fan blades and
fan disk before installation.
- Install the fan blade into the fan disk blade slot.
- Install the blade retainer into the fan disk retainer

slot.
- Install the dovetail key into the fan disk blade

slot.
- Insert the fan blade spacer between the fan blade

and the dovetail key.
- Hit the spacer with a plastic mallet until fully

installed.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-8
FAN BLADE SPACER REMOVAL TOOL (9C1202)

EFFECTIVITY
B777/GE90-110B, -115B Page 5-9
FAN BLADE REPLACEMENT (ONE) 3. Calculate the difference by subtracting the removed
blade moment-weight from the replacement blade
When one fan blade is found damaged beyond the Aircraft moment-weight. This number can be negative or positive.
Maintenance Manual limits the fan blade must be replaced
with a new blade. 4. Look at the chart on the next page and find the fewest
number of fan blade balance weights that will add up to
If the new blade moment-weight is more than 200 gram the difference.
inches different ( + or - ), then you must do a calculation to
find the weight , quantity, and location of fan balance weight 5. Find the location in the spinner cone balance weight
bolts to install in the fan spinner. This is done to adjust for holes for installation of balance weights:
the weight difference of the damaged blade and - in front of the replacement blade if the moment-
replacement blade and to reduce the need for fan trim weight difference is negative.
balance. The moment-weight of a fan blade is found on the - opposite the replacement blade if the moment-
dovetail of the fan blade. weight difference is positive.
If the replacement fan blade moment-weight is more than 6. Determine the balance weight part numbers of the
9000 gram inches different ( + or - ) from the removed balance weights currently installed in the spinner cone at
blade, you must find a replacement blade that is within 9000 the locations where you want to install the new weights. You
gram inches ( + or - ) of the removed blade or do a fan must make allowances for the balance weights (other than
blade SET replacement. P01’s) currently installed in these locations. Adjust the
balance weights to be installed according to any balance
Do the following steps for a single fan blade replacement: weights (other than P01’s) currently installed.
See example on next page.
7. Install the balance weights in the spinner cone.
1. Remove the damaged blade and record the moment- Heaviest weight in front of or opposite the blade.
weight. -Next heaviest in the leading spinner cone bolt hole
(direction of rotation).
2. Record the replacement blade moment-weight. -Next heaviest in the trailing spinner cone bolt hole.
-Next heaviest in the next leading spinner bolt hole.
-Next heaviest in the next trailing spinner cone bolt hole
and so on.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-10
FAN BALANCE WEIGHT TO GRAM-INCHES CHART

EFFECTIVITY
B777/GE90-110B, -115B Page 5-11
FAN BLADE SET REPLACEMENT
When one fan blade cannot be replaced because it

exceeds the moment-weight limits of the one fan blade
replacement procedure or if multiple fan blades will be
replaced because they exceed the Aircraft Maintenance
Manual limits, the fan blade set must be mapped*.
Do the following steps for fan blade set replacement:
1. Remove all the fan blades from the engine.
2. Get replacement fan blades for the damaged ones.
3. Record the acceptable and replacement blade

moment-weights (in gram inches) from the dovetails of the
fan blades.
4. Number the fan blades (using tape and marker) from

the heaviest blade (number 1) to the lightest blade
(number 22).
5. Install the fan blades in the fan disk dovetail slots as

shown in the chart on the next page. Dovetail slots are
numbered 1 to 22 counter clockwise FWD looking AFT from
the number 1 dovetail slot as marked on the fan disk..
* Fan Mapping Balance (9C1259) Program is computer

software that can chart the fan blade installation for you.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-12
FAN BALANCE SET INSTALLATION CHART

EFFECTIVITY
B777/GE90-110B, -115B Page 5-13
HIGH PRESSURE COMPRESSOR The HPC stator case features stage 4; 7 and 9 external
bleed air ports for the following purposes:
The high pressure compressor (HPC) is located
between the fan section and the combustion section. 4th stage:
The HPC is a nine stage axial flow compressor with a - Aircraft bleed air (ECS)
compression ratio of 19 to 1. - Turbine Center Frame strut and LPT stage 1 nozzle
cooling
The inlet guide vanes (IGV), which are physically located
in the fan hub frame, and the first three stages of stators 7th stage:
are variable. These four (4) stages are referred to as the
Variable Stator Vanes (VSV’s) - Inlet cowl anti-ice
- LPC anti-ice (eliminated by SB75-003)
The high pressure compressor (HPC) provides air to the - Stage two HPT nozzle cooling
combustor and to the engine bleed airflow systems. It also - Sump Eductor Air Valve
provides the drive torque necessary for the accessory
gearbox (AGB) mounted components thru the inlet gearbox 9th stage:
(IGB) and transfer gearbox (TGB) systems (see page 5-22).
- Aircraft bleed air (ECS)
EFFECTIVITY
B777/GE90-110B, -115B Page 5-14
4TH STAGE
ENGINE BLEED PORTS
(4 PORTS)
7TH STAGE
VARIABLE STATOR VANE 9TH STAGE
ENGINE BLEED PORTS
ACTUATING SHAFT AIRCARFT BLEED
(5 PORTS)
4TH STAGE (2 PORTS)
AIRCRAFT BLEED
(1 PORT)
HIGH PRESSURE COMPRESSOR (HPC)

EFFECTIVITY
B777/GE90-110B, -115B Page 5-15
COMBUSTION SECTION
The combustion section is located in between the high

pressure compressor (HPC) section and the high pressure
turbine (HPT) section.
The combustion section receives air from the HPC and

fuel from the fuel nozzles. This mixture is burned in the
dual dome combustion chamber to generate the hot gas
which exhausts through the turbines.
The combustion section consists of:
- the combustor, diffuser, nozzle (CDN) case,

- the combustion chamber
- the stage 1 high pressure turbine (HPT) nozzle.
The combustion case supports the combustion chamber

and provides a mounting location for the thirty (30) fuel
nozzles and the two (2) igniter plugs.
The double annular combustion chamber is designed to

reduce the emissions at idle speed as well as at cruise
speed.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-16
COMBUSTION SECTION
EFFECTIVITY
B777/GE90-110B, -115B Page 5-17
HIGH PRESSURE TURBINE TURBINE CENTER FRAME
The high pressure turbine (HPT) is located between the The turbine center frame (TCF) is located in between the
combustion section and the turbine center frame (TCF). high pressure turbine (HPT) and the low pressure turbine
(LPT).
The two-stage high pressure turbine (HPT) extracts the
energy of the hot gases coming out from the combustion It is the second structural part of the engine. It provides
chamber, to drive the high pressure compressor (HPC). radial stiffness at the aft end of the HPT to minimize blade
tip clearances. The struts of the TCF are cooled with HPC
The major components of the high pressure turbine are: fourth stage air through external tubing.
- the two-stage rotor. This frame also supports a transition duct between the
- the two-stage high pressure turbine nozzle HPT and LPT. The frame struts are encapsulated in the
(HPTN). LPT transition duct fairing, resulting a relatively cool
Strut environment.
The HPT active clearance control (ACC) system for both
stages of rotor is an integral part of the stage two nozzle The transition duct forms the core engine flowpath
assembly. between the HPT and LPT and protects the TCF structure
from hot gases.
EFFECTIVITY
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HIGH PRESSURE TURBINE (HPT)

EFFECTIVITY
B777/GE90-110B, -115B Page 5-19
LOW PRESSURE TURBINE
The low pressure turbine (LPT) is located at the rear of

the engine, aft of the turbine center frame (TCF), and
supports the primary exhaust nozzle on its AFT face.
The six-stage low pressure turbine (LPT) extracts energy

from the core engine exhaust gases. This energy is used
to drive the fan and booster . The LPT stage one nozzle
is cooled by HPC fourth stage air.
The major components of the low pressure turbine are:
- the six-stage rotor.

- the six-stage stator.
- the turbine shaft
- the turbine rear frame (TRF)
The LPT active clearance control (ACC) system is an

integral part of the LPT case.
Located aft of the LPT, the turbine rear frame (TRF) is

the third structural part of the engine.
The TRF supports the aft mount to attach the engine to

the strut.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-20
LOW PRESSURE TURBINE (LPT)

EFFECTIVITY
B777/GE90-110B, -115B Page 5-21
ACCESSORY DRIVE SYSTEM The Fuel Adapter is mounted on the aft face of the AGB .
The fuel adapter is designed to optimize the removal and
The accessory drive system consists of the following main replacement of the fuel system line replaceable units (LRU)
items: by providing internal fuel passages, thus eliminating many
external pipes and tubing.
- The inlet gearbox
- The transfer gearbox
- The accessory gearbox (AGB)
The AGB is located below the high pressure compressor

(HPC).
The accessory gearbox provides a mounting location for

the numerous engine and aircraft accessories required for
propulsion
operation.
It is also used to transmit an external torque to drive the

core engine during engine start. The engine air starter
provides this torque.
Power to drive the AGB mounted accessories is extracted

from the high pressure compressor rotor shaft through the
inlet gearbox linked to the transfer gearbox by the radial
drive shaft.
The transfer gearbox is connected to the AGB through the

horizontal drive shaft.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-22
ACCESSORY DRIVE SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 5-23
ACCESSORY GEARBOX The fuel adapter is mounted on the right side aft face of
the AGB.
The accessory gearbox is mounted under the high
pressure compressor, at the 6:00 o'clock position. Mounted on the fuel adapter, but driven by the AGB are the
following LRU components:
It is attached to the HP compressor case by two clevis
mounts, and secured to the fan frame by three support - the hydromechanical unit (HMU)
rods. - the fuel pump
- the main fuel/oil heat exchanger
Its forward face connects with the horizontal drive shaft - the Integrated Drive Generator (IDG) fuel/oil heat
housing and features mounting pads for the following LRU exchanger.
components:
A titanium heatshield located between the accessory
- the lube pump gearbox and the core engine, protects the AGB
- the N2 speed sensor components from the propulsor heat, and prevents
- the control alternator combustible fluids from spraying directly onto the hot
- the backup generator engine casings.
- the hydraulic pump.
In addition to this heatshield, cooling fan air is send around
Its aft face provides mounting pads for the following LRU the AGB mounted components.
components:
- the integrated drive generator (IDG)

- the starter.
EFFECTIVITY
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ACCESSORY GEARBOX (FLA)

EFFECTIVITY
B777/GE90-110B, -115B Page 5-25
FUEL ADAPTER
The following LRU components are bolted to the Fuel

Adapter:
- the hydromechanical unit (HMU)

- the fuel pump
- the main fuel/oil heat exchanger
- the IDG fuel/oil heat exchanger.
The fuel adapter features internal passages connecting

the mounting pads orifices.
This allows the fuel to flow inside this adapter between

the HMU, the fuel pump and the heat exchangers, instead
of having external pipes and tubing.
This is done to simplify the removal and installation of

these components, and to reduce the risk of leakage.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-26
ACCESSORY GEARBOX + FUEL ADAPTER (ALF)

EFFECTIVITY
B777/GE90-110B, -115B Page 5-27
ENGINE MOUNTS
The engine mounting system is located inside the nacelle,

between the airplane strut and the top of the engine.
It is comprised of three main items:
- the forward mount

- the aft mount
- the two thrust links.
The purpose of the engine mount system is to support the

engine under the aircraft wing, and to transmit the engine
thrust to the aircraft.
Forward engine mount
The forward engine mount sustains gyroscopic and vertical

loads.
It features a load spreader mounted on the outer diameter

of the fan frame, and a platform attached to the aircraft
strut with four (4) bolts and a shear pin.
Two inconel links attach the load spreader to the platform.
The platform also features a integral fail-safe clevis to

provide an alternate load path in case of a link failure.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-28
FORWARD ENGINE MOUNT

EFFECTIVITY
B777/GE90-110B, -115B Page 5-29
Aft engine mount
The aft engine mount sustains gyroscopic, vertical and

thrust loads.
The thrust loads from the front of the engine are

transferred from the fan hub frame to the aft mount
through two thrust links.
The aft engine mount is attached to the turbine rear frame

via two side links and one fail-safe link. These links are
attached to a platform mounted to the aircraft strut with
eight bolts and two shear pins.
This platform receives the two thrust links connected to

the fan hub frame.
EFFECTIVITY
B777/GE90-110B, -115B Page 5-30
AFT ENGINE MOUNT

EFFECTIVITY
B777/GE90-110B, -115B Page 5-31
EFFECTIVITY
B777/GE90-110B, -115B Page 5-32
6. Aircraft/Engine Interface
TAB Here

AIRCRAFT/ENGINE INTERFACE
Objectives:
…. State the purpose of the aircraft/engine flight deck interfaces.

…. Recall the AIMS functions that interface with the engine.
…. Recall the purpose of the EDIU.
EFFECTIVITY
B777/GE90-110B, -115B Page 6-1
GE90 FLIGHT DECK INTERFACES position the Aircraft will provide 115 VAC to the FADEC, 28
volts for the Starter Air Valve (SAV) and the SAV open
Thrust Lever signal. In the NORM position the Starter Air Valve will be
When the Thrust Lever is moved, linkages in the aisle closed. Placing the switch to the CON (continuous) position
stand rotate a Throttle Resolver. The dual Throttle will cause both igniters to be fired, but only if the airplane is
Resolver changes the physical movement of the throttle in the air and with low combustor pressure. Placing the
into an electrical signal which is sent to the FADEC. Autostart switch in the ON position, the FADEC will control
the start; in the OFF position allows for a manual start.
Fuel switch
Placing the Fuel switch in the run position will energize EEC Maint switch
the HMU High Pressure Shutoff Valve (HPSOV) solenoid, The EEC Maint switch has two positions NORM and
provide 115 VAC for the FADEC and for the Igniters. TEST. If the engine is not running, placing the switch in
Moving the Fuel switch to the Cutoff position energizes the TEST position will provide 115 VAC to the FADEC for
the HPSOV solenoid to the OFF position, turns off the maintenance and ground test purposes. In the NORM
115 VAC to the FADEC and Igniters and sends a reset position, no electrical power will be provided.
signal to the FADEC channels.
Engine Indication and Crew Alert System (EICAS)
Electronic Engine Control (EEC) Mode switch The EICAS display shows the main engine parameters
When the NORM legend is visible the FADEC is and Flight Deck Effect (FDE) messages.
operating in the normal mode. If the FADEC should lose
the aircraft Total Pressure (PT) input it will turn on the Multi Functional Display (MFD)
ALTN light. With the NORM legend visible and the ALTN Allows for the display of the EICAS secondary page
light illuminated the FADEC is in the soft reversionary and engine maintenance pages.
mode of operation. When the EEC Mode switch is
pressed the FADEC will transfer to the alternate mode of Maintenance Access Terminal (MAT)
operation. The NORM legend will be removed but the The MAT provides for access to the engine maintenance
ALTN light will remain lit. messages, operation of engine ground tests and On
Board Engine Balancing System (OEBS). A data loader
Start/Ignition Panel switches is also provided for software updates to the FADEC and
When the Start/Ignition switch is placed in the Start other airplane systems.
EFFECTIVITY
B777/GE90-110B, -115B Page 6-2
B777/GE90 FLIGHT DECK INTERFACES

EFFECTIVITY
B777/GE90-110B, -115B Page 6-3
AIRCRAFT/FADEC ANALOG & DIGITAL INTERFACES - IDG and VSCF Filter Delta P Switch - Input is
processed and placed on the ARINC buses.
From the flight deck interfaces and other aircraft systems
the following analog and digital hardwired inputs/outputs Thrust Reverser hardwired analog inputs/outputs:
are received/send from the FADEC. - T/R Isolation Valve - FADEC commands the thrust
reverser isolation valve open.
Aircraft hardwired analog inputs/outputs: - T/R Isolation Valve Pressure Switch - Indicates
- Throttle Resolver Angle (TRA) - Electrical input of hydraulic pressure down stream of the isolation
throttle position. valve.
- 115V AC EEC Power CH A & B - Used during - T/R Position Transducer (Left or Right Sleeve) -
start, ground test and if engine alternator fails. Provides position feedback.
- 115V AC Igniter #1 & #2 Power - One source for - T/R Maintenance Override Switch - Provides for
each igniter. T/R operation without the engine running.
- 28V DC T/R (Thrust Reverser) Power - Power for
the T/R Isolation Valve. Aircraft ARINC 429 hardwired digital inputs/outputs
- T/R Interlock Solenoid Command - Command from - EDIU 1 - Engine Digital Interface Unit data bus 1
the FADEC to remove the reverser throttle inputs to FADEC Channel A.
interlock. - EDIU 2 - Engine Digital Interface Unit data bus 2
- 28V DC Starter Air Valve Power - Power for the inputs to FADEC Channel B.
Starter Air Valve. - EDIU 3 - Engine Digital Interface Unit data bus 3
- Starter Air Valve Command - Start/Ignition switch inputs to FADEC Channel A.
in Start position. Starter Air Valve commanded - EDIU 4- Engine Digital Interface Unit data bus 4
open. "CON" position for continuous ignition. inputs to FADEC Channel B.
- EEC CH A & B Reset Commands - Fuel switch is in - FADEC A1 - Full Authority Digital Electronic
CUTOFF position, FADEC reset is commanded. Control Channel A data bus 1.
- EEC Mode Select - EEC Mode switch has been - FADEC A2 - Full Authority Digital Electronic
placed in the alternate position. Control Channel A data bus 2.
- EEC Mode Indication - Illuminated by the FADEC - FADEC B1 - Full Authority Digital Electronic
when aircraft PT is lost or when in alternate mode. Control Channel B data bus 1.
- Engine Position - Position indication for FADEC. - FADEC B2 - Full Authority Digital Electronic
Control Channel B data bus 2.
EFFECTIVITY
B777/GE90-110B, -115B Page 6-4
Aircraft Inputs/Outputs: Thrust Reverser Inputs/Outputs:
Throttle Resolver Angle

T/R Isolation Valve
115V AC EEC Power - CH A
T/R Islolation Valve Pressure Switch
115V AC EEC Power - CH B
T/R Position Transducer (Left Sleeve)
115V AC Ignitor #1 Power

T/R Position Transducer (Right Sleeve)
115V AC Ignitor #2 Power
F T/R Maintenance Override Switch
28V DC T/R Power
T/R Interlock Solenoid Command

A Aircraft ARINC 429 Inputs/Outputs:
28V DC Starter Air Valve Power
Starter Air Valve Command

D EDIU 1
EDIU 2
EEC CH A & B Reset Commands E EDIU 3
EEC Mode Select
EEC Mode Indication

C EDIU 4
FADEC A1
Engine Position FADEC A2
IDG Filter Delta P Switch FADEC B1
VSCF Filter Delta P Switch FADEC B2
AIRCRAFT/FADEC ANALOG & DIGITAL INTERFACES

EFFECTIVITY
B777/GE90-110B, -115B Page 6-5
AIRCRAFT/FADEC DIGITAL INTERFACES - ASCPC - Air Supply Cabin Pressure Control Units (2)
and CACTS (Cabin Air Conditioning and
The aircraft provides the following inputs via the EDIU Temperature System) Unit provide environmental
ARINC 429 data buses: system control and thermal anti-icing bleed status
signals to the FMCS of AIMS.
- Pt ADMs - Total Pressure Air Data Modules (3)
sense the total air pressure and transmits these - FSEU - Flaps Slats Electronic Unit transmits the
values to the ADIRU and SAARU. flaps position to the FADEC. This information is
used to determine the appropriate idle level
- Pam ADMs - Ambient Pressure Air Data Modules (3) (Minimum or Approach).
sense the ambient air pressure and transmits
these values to the ADIRU and SAARU. - ELMS - Electrical Load Management System
transmits the status of aircraft to engine provided
- TAT Sensors - Total Air Temperature coils (2) sense power supply electrical relays to the FADEC.
the total air temperature and is transmitted to the
ADIRU and SAARU via AIMS. - Card Files HYDIM (Hydraulic Data Interface Module
provides the status of Air Driven Hydraulic Pump,
- ADIRU (Air Data Inertial Reference Unit) and thrust reverser system pressure and landing gear
SAARU (Secondary Attitude and Air Data truck tilt pressure. ACIPS (Airfoil and Cowl Ice
Reference Unit) provide air data to the FADECs via Protection System) cards provide the wing anti-ice,
AIMS. Each FADEC compares this data with engine anti-ice and automatic ice detector
engine sensor data. If the sources agree the discretes to the FADEC for idle selection logic.
aircraft data is used by the FADEC for thrust rating
computations and for scheduling various engine - Forward Overhead Panel - The status of the
systems. Autostart switch is provided to the FADEC.
- Aft Overhead Panel - The status of the EEC Maint

switch is provided to the FADEC to determine
ground test mode.
EFFECTIVITY
B777/GE90-110B, -115B Page 6-6
AIRCRAFT/FADEC DIGITAL INTERFACES (PAGE 1)

EFFECTIVITY
B777/GE90-110B, -115B Page 6-7
AIRCRAFT/FADEC DIGITAL INTERFACES (CONT.) - EICAS - Engine Indication and Crew Alert System
display the primary and secondary engine param-
The aircraft provides the following inputs via the EDIU eters, flight deck effect messages. It also provides
ARINC 429 data buses (cont): for the display of the engine maintenance pages.
AIMS - Airplane Information Management System (2) has - CMCS - Central Maintenance Computing System
consolidated the flight and thrust management avionics collects, stores and displays maintenance
(FMCS), primary flight display (EICAS), on-board information and provides for ground test operation
maintenance system (CMCS & ACMS) into one system. of the engines and many aircraft systems.
AIMS provides the date and time to its functions and the
FADEC. - ACMS - Airplane Condition Monitoring System
records, processes and store data for monitoring
- FMCS - Flight Management Computing System airplane, engine and APU performance for trend
provides the Autothrottle control function which analysis. The recording trigger logic and report
transmits thrust commands to autothrottle servo to formats may be customized by the airline.
control engine thrust settings via the FADEC.
Engine thrust ratings are computed by the FMCF - EDIU - Engine Data Interface Unit. AIMS communi-
based on air data provided by the ADIRU or cates on ARINC 629 digital data busses while the
SAARU and transmits digital values of N1 Trim to FADEC communicates on ARINC 429. The EDIU
each FADEC for the purpose of equalizing the acts as the translator between ARINC 629 an 429.
commanded power settings. Also transmitted by It translates in both directs.
the FMCF are the environmental system control
and thermal anti-icing bleed status signals which - FADEC - Full Authority Digital Engine Control
are used by the FADEC in it's limit calculations. In transmits to the left and right AIMS the aircraft
addition, date, UTC time, departure airport, primary and secondary engine parameters for flight
destination airport, flight phase, aircraft tail number deck display to EICAS, these and additional engine
and flight number are provided. The Low Range parameters for trend analysis to ACMF and
Radio Altimeter Unit signals are also sent to the maintenance page display to EICAS and fault data
FADEC. for storage and retrieval to CMCF.
EFFECTIVITY
B777/GE90-110B, -115B Page 6-8
AIRCRAFT/FADEC DIGITAL INTERFACES (PAGE 2)

EFFECTIVITY
B777/GE90-110B, -115B Page 6-9
AIRCRAFT/ENGINE HARDWIRED INTERFACES - Turbine Rear Frame Accelerometer is hardwired to

the Airborne Vibration Monitor System to be used
The following aircraft/engine interfaces are not connected in determining core and low pressure turbine
to the FADEC but are hardwired directly to the aircraft: vibration.
- Fuel Switch - The fuel switch is connected to a

double latching solenoid on the engine
Hydromechanical Unit (HMU) and controls the HMU
High Pressure Shut Off Valve (HPSOV). Twenty-eight
VDC are required to open (RUN) or close
(CUTOFF) the valve.
- Oil Quantity Sensor is connected to the Airplane

Information Management System (AIMS) and is
used for flight deck display.
- N1 Speed Sensor is connected to AIMS for use by

the Airborne Vibration Monitor and as a backup for
flight deck display.
- N2 Speed Sensor is connected to AIMS for use by

the Airborne Vibration Monitor and as a backup for
flight deck display.
- Number 1 Bearing Accelerometer is hardwired to the

Airborne Vibration Monitor System to be used in
determining fan vibration.
EFFECTIVITY
B777/GE90-110B, -115B Page 6-10
ENGINE NACELLE
EFFECTIVITY
B777/GE90-110B, -115B Page 6-11
EFFECTIVITY
B777/GE90-110B, -115B Page 6-12
7. FADAC System
TAB Here

FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC) SYSTEM
Objectives:
…. Identify the purpose of the FADEC system sensors.

…. Locate the FADEC system LRUs.
…. Recall the FADEC (EEC) functions.
…. Recall the FADEC (EEC) control modes.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-1
FULL AUTHORITY DIGITAL ENGINE CONTROL

(FADEC) SYSTEM
The Full Authority Digital Engine Control (FADEC) is

located at the 2:30 position of the fan case.
The FADEC is the brain of the engine systems. It

provides control, maintenance tests and fault monitoring
of the engine valves, actuators, solenoids, data busses,
power supplies, sensors and probes.
The FADEC operates automatically and controls the

engine systems based upon flight deck Thrust Lever
position, Fuel Condition, Engine EEC Mode, Start/Ignition
switches. The aircraft Maintenance Access Terminal
(MAT) will allow fault data retrieval. When the engine is
not operating, use of the EEC Maintenance switches and
the MAT allows ground tests to be performed.
The FADEC is reprogrammable on wing.
Fault monitoring of the FADEC is performed by the

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-2
FULL AUTHORITY DIGITAL ENGINE CONTROL

EFFECTIVITY
B777/GE90-110B, -115B Page 7-3
FULL AUTHORITY DIGITAL ENGINE CONTROL Both FADEC channels are essential identical. Both are
(FADEC) fully capable of operating the engine systems. However
only one of them will operate the engine valves,
The dual channel FADEC has three basic functions: actuators and solenoids. This channel is the "Active"
1. Engine Systems Control channel. The other channel will be in "Standby“. The
2. Fault Monitoring FADEC will change the channel in control every other
3. Maintenance Tests flight as long as they are equally healthy as determined
by the FADEC during each engine start.
1. Engine Systems Control Thrust reverser control is shared between the aircraft
and FADEC.
The FADEC uses the inputs provided by the engine
sensors and probes, plus, information from the aircraft
computers, switches and controls. Each of the FADEC
channels processes this information and performs
calculations of and comparisons to stored information in
its memory. The Cross Channel Data Link (CCDL)
allows the FADEC channels to exchange data internally.
Adjustments are then made, by the FADEC channel in
control to engine valves, actuators and solenoids, either
directly or with fuel signals from the HMU, to provide the
fuel and air needed to produce the thrust requested and
engine air flows needed for cooling. Position feedback
from the engine valves, actuators and solenoids allows
the FADEC to close the loop by knowing that the correct
position was reached. The FADEC attempts to do this
without exceeding engine temperature, pressure and
rotational speeds limits.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-4
DUAL REDUNDANT SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 7-5
FULL AUTHORITY DIGITAL ENGINE CONTROL The dual control FADEC (channel A and channel B)
controls the engine systems based upon flight deck
1. Engine Systems Control (Cont.) Thrust Lever position, Fuel Condition, Engine EEC Mode,
Start/Ignition and EEC Maintenance switch inputs.
The Full Authority Digital Engine Control (FADEC) system
includes all control features required to achieve steady Each channel of the FADEC receives inputs from the
state and transient control of the engine when operated separate aircraft data buses, switches and separate
in combination with all applicable airframe supplied engine sensors. This information is processed, shared
subsystems including cockpit controls, aircraft by each channel, used in calculations and compared to
configuration information and aircraft air data. information and schedule models stored in their
memories. Based upon these calculations and
The Full Authority Digital Engine Control (FADEC) comparisons, the FADEC then positions the switches,
receives electrical power and information from the valves, solenoids and actuators of the various systems
following engine mounted items: under its control to produce the thrust requested and
cooling needed. This is done within the temperature,
- Control Alternator pressure and rotational speed limits of the engine. While
- Engine Rating Plug both channel A and B receive their own inputs and make
- Configuration Box their own calculations and comparisons all the time, only
- N1 Speed Sensor one of the channels (active) will control the various
- N2 Speed Sensor engine valves and actuator. The other channel (standby)
- T12 Temperature Sensor is available instantly and automatically, to take control if
- PT25 Pressure/Temperature Sensor the need arises.
- PS3 Sense Tube
- T3 Temperature Sensor Following engine maintenance the FADEC is capable of
- T49 Temperature Sensors performing several maintenance tests of the engine
- Bleed Bias Sensor (P3B) systems and flight deck interface.
- P0 Ambient Air Pressure
The FADEC provides fault monitoring of the engine
systems, including itself, and condition monitoring of the
IDG and VSCF lubrication cooling systems.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-6
FULL AUTHORITY DIGITAL ENGINE CONTROL INTERFACES

EFFECTIVITY
B777/GE90-110B, -115B Page 7-7
FULL AUTHORITY DIGITAL ENGINE CONTROL If normal mode control is not possible by the FADEC and
the pilot has not commanded the alternate control mode,
1. Engine Control (Cont.) then a "soft" alternate mode is entered, that is:
The FADEC has two modes of operation NORMAL and - Control is achieved using the last valid total pressure
ALTERNATE. The FADEC mode is controlled through (Pt) input and the ALTN legend is illuminated on
the flight deck Electronic Engine Control (EEC) Engine the EEC Mode push button switch by the FADEC.
Control switch located on the overhead engine start (No. 2)
panel. The activation of this push button switch results
in: When the operator then selects the alternate control
mode by pressing the EEC Engine Control push button
- Changing the FADEC of the appropriate engine from switch:
the normal control laws (software scheduling) to
alternate control laws (cornerpoint software - The FADEC uses the alternate cornerpoint software
scheduling). scheduling and the NORM legend is covered.
(No. 3)
- The illumination of the ALTN legend of the push
button switch. The transition from normal control If the EEC Engine Control switch is later deselected:
mode to alternate control does not result in a
thrust decrease. - The ALTN light extinguishes and the FADEC returns
to normal control mode, if the aircraft total
If the total pressure (Pt) required by the FADEC for the pressure (Pt) is available and valid. (No. 1)
normal control mode is available and valid, then the EEC
ENGINE CONTROL switch display NORM (No. 1). The - The ALTN light remains illuminated and the FADEC
operator is able to select and deselect the alternate remains in alternate cornerpoint software
control mode by pressing the switch. scheduling, if the aircraft total pressure (Pt) is still
unavailable or invalid. (No. 3)
EFFECTIVITY
B777/GE90-110B, -115B Page 7-8
ENGINE MODE CONTROL SWITCH

EFFECTIVITY
B777/GE90-110B, -115B Page 7-9
FULL AUTHORITY DIGITAL ENGINE CONTROL - at 22% N2 speed single ignition and fuel are
introduced
1. Engine Control (Cont.) - if an abnormal start is detected, the FADEC turns off
The Autostart switch of the Start/Ignition Panel on the the fuel and ignition and it motors the engine for a
flight deck allows the engine operator to select manual or few seconds.
automatic start. The Autostart switch has two positions:
Second start attempt:
- OFF for manual start
- ON for an automatic start. - ignition (dual, if no start) and fuel ( at a lower flow
rate, if hot or hung start) are introduced again
Manual Start - if an abnormal start is detected again, the fuel and
ignition is turned off by the FADEC and it
When the OFF position of the Autostart switch is continues to motor the engine for a few seconds.
selected the engine operator is responsible for starting
and for aborting an abnormal start. Third start attempt:
Autostart - ignition (dual, if no start) and fuel (at an even lower

flow rate, if hot or hung start) are introduced again
When the ON position of the Autostart switch is selected - if an abnormal start is detected again, the fuel and
the FADEC is responsible for starting and aborting an ignition is turned off by the FADEC and it
abnormal start. The FADEC will usually make multiple continues to motor the engine for 30 seconds
attempts at starting the engine before aborting the start. - the FADEC closes the starter air valve.
If multiple start attempts are made, the following is a Note: All fault data will be lost it the FADEC is not allowed
typical sequence: to complete it's start sequence.
First start attempt: The FADEC will make three attempts to start the engine
on the ground before aborting the autostart. In the air
- the FADEC opens the starter air valve the FADEC will continue to attempt to start the engine,
making a fourth, fifth, sixth, etc. attempt, until the engine
starts or the operator aborts the start.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-10
AUTOSTART SWITCH
EFFECTIVITY
B777/GE90-110B, -115B Page 7-11
2. Fault Monitoring
Any time the engine is operating, and to a lesser extent
when the FADEC is powered by the EEC MAINT switch,
the FADEC is constantly monitoring the inputs of the
engine sensor, probe, position feedbacks and aircraft
inputs. (Also, The FADEC monitors its own outputs and
internal working for possible problems.) The FADEC
checks that these inputs/outputs are within range, good
and consistent. If the information is found to be bad for
a certain period of time, the FADEC will record the “fault”
in its memory. At the same time, the FADEC informs
the CMC function of AIMS of the fault.
The FADEC also provides engine indicating parameters,

as well as advisory and status messages for flight deck
display to the EICAS function of AIMS. (See CMCS
section)
3. Maintenance Tests
To confirm a fault exists, or after maintenance to correct
a fault, many of the engine sensors, valves, actuators,
etc., can be checked by the FADEC without having to
perform an engine run. (Some of the checkouts do
require engine motoring or engine operation at idle
speed.) With the EEC MAINT switch providing aircraft
electrical power to the FADEC, maintenance tests can be
performed through the flight deck MAT. This is done to
save the time, wear and tear and cost of performing an
engine power run. (See CMCS section)
EFFECTIVITY
B777/GE90-110B, -115B Page 7-12
EFFECTIVITY
B777/GE90-110B, -115B Page 7-13
THRUST REVERSER ACTUATION SYSTEM (TRAS) Extend

To extend the T/R sleeves you put the reverser thrust
The TRAS moves the thrust reverser (T/R) sleeves. It lever in the reverse thrust interlock position. This causes
operates on the ground only. The TRAS uses hydraulic three control signals to go to the TRAS. These are the
pressure for operation and electrical power for control. effects of the control signals:
The TRAS uses these valves to control hydraulic - the SLV to open and supplies hydraulic control
pressure to the hydraulic actuators: pressure to release the sync locks
- the directional control solenoid to opens and
- Sync Lock Valve (SLV) supplies hydraulic control pressure to the DCV.
- Directional Control Valve (DCV) This moves the DCV to permit hydraulic power to
- Isolation Valve (IS) which is FADEC controlled. go to the extend and retract sides of the
actuators.
The sync shafts keep the movement of the actuators - The isolation valve opens and supplies hydraulic
together. They also permit manual operation of the T/R pressure through the DCV to the actuators.
sleeves for maintenance.
Hydraulic pressure to the actuators releases the pocking
The sync lock/manual drive units lock the sync shafts in actuators and moves the sleeves to the aft (extended)
the retracted position. position.
The T/R interlock actuator prevents the maximum The FADEC will open the IV solenoid and send hydraulic
reverse thrust command until the T/R sleeves get near pressure to the T/R sleeve actuators so they extend
the extended position. The FADEC uses T/R sleeve when it sees:
position data from the RVDTs to control the interlock.
- TRA less than 30 degrees
The dual RVDTs are located on the upper hydraulic - airplane on the ground
actuator of each T/R sleeve. They provide T/R sleeve - engine operating.
position to the FADEC for fault monitoring and reverser
position thrust logic. The FADEC uses the IV pressure sensor input for fault
monitoring of the TRAS.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-14
EFFECTIVITY
B777/GE90-110B, -115B Page 7-15
The FADEC will cause an amber REV to appear on the actuators. The isolation valve closes when the
EICAS when the T/R sleeves are more than 10% time delay is complete.
extended. It will cause the green REV to appear when
the T/R sleeves are more than 90% extended. Hydraulic power to the retract side of the actuators
moves the T/R sleeves to the forward (retracted)
The FADEC energizes the interlock relay when: position.
- TRA is in reverse thrust and
- both T/R sleeves are more than 60% extended. The FADEC will de-energize the IV solenoid when it sees:
The FADEC will not allow full reverse thrust until the T/R - TRA greater than 30 degrees
sleeves are more than 90% extended. - airplane on the ground
- engine is operating
Retract - 20 second delay.
To retract the T/R sleeves you put the reverser thrust
lever in the forward thrust position. This causes two The FADEC uses the IV pressure sensor input for fault
control signals to go to the TRAS. These are the effects monitoring of the TRAS.
of the control signals:
The FADEC will cause a green REV, on the EICAS, to be
- the signal to open SLV is removed. A time delay replaced by the amber REV when the T/R sleeves are
circuit in the ELMS keeps the sync lock solenoid less than 90% extended. It will cause the REV to
valve energized. This keeps the SLV open the disappear when the T/R sleeves are less than 10%
sync lock unlocked. The sync locks stay unlocked extended.
until the time delay is complete.
- the directional control solenoid valve closes and The FADEC de-energizes the interlock relay when:
removes the hydraulic control pressure to the - TRA is in forward thrust and
DCV. This moves the DCV to permit hydraulic - both T/R sleeves are less than 40% extended.
power to flow to the retract side of the actuators.
- The FADEC begins a time delay before closing the The FADEC will not allow full forward thrust until the T/R
isolation valve. The isolation valve stays open and sleeves are less than 10% extended.
supplies hydraulic power through the DCV to the
EFFECTIVITY
B777/GE90-110B, -115B Page 7-16
THRUST REVERSER ACTUATION SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 7-17
CONTROL ALTERNATOR (CA) Guide pins (9C1163) are installed when removing the CA
stator case to prevent scraping of the stator windings on
The Control Alternator is located in the center of the the rotor.
forward side of the accessory gear box.
Fault monitoring of the CA is provided by the FADEC.
The Control Alternator provides electrical power for the
FADEC. The FADEC will use aircraft electrical power
until the core speed, which drives the CA through the
accessory gearbox, is fast enough (greater than 7% N2)
for the CA to provide sufficient power. The aircraft power
will remain available as a back up power source should
the CA fail.
The Control Alternator produces two separate electrical

power sources, one for each channel of the FADEC.
Aircraft 115v/400hz backup power to both FADEC
channels provides additional redundancy. The switching
between aircraft and control alternator power is done
automatically by the FADEC.
Two, three phase stator windings produce electrical

power when a magnetic rotor is spun inside the windings.
The stator case has an internal passage way through

which engine oil flows for cooling of the stator.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-18
CONTROL ALTERNATOR
EFFECTIVITY
B777/GE90-110B, -115B Page 7-19
ENGINE RATING PLUG The plug is attached to the fan case with a lanyard. The
Engine Rating Plug remains with the fan module.
The Engine Rating Plug is mounted on the FADEC. Fault monitoring of the plug is provided by the FADEC.
The Engine Rating Plug provides engine thrust, lapse and

bump rating information to the FADEC.
Electrical current is send to pins of the engine rating plug.

These pins are either connected or not connected to
ground inside the FADEC. A combination of these
electrical "opens" and "shorts" provides the FADEC with
a binary data word that tells it what FADEC programmed
thrust or bump rating to use for the current engine
installation.
The FADEC "reads" the plug during initialization each

time the FADEC is powered.
Each engine rating uses a different part number rating

plug. The current rating plugs in service are:
Rating Part Number

GE90-110B1L 390-803-001-0
GE90-110B1L1 390-803-011-0
GE90-115B1 390-800-001-0
GE90-115BL 390-805-001-0
GE90-115BL1 390-805-011-0
The Engine Rating Plug thrust rating must match the Engine
Identification Nameplate thrust rating.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-20
ENGINE RATING PLUG

EFFECTIVITY
B777/GE90-110B, -115B Page 7-21
CONFIGURATION BOX The engine configuration number received by the FADEC

can be seen on the SYSTEM CONFIGURATION page of
The Engine Configuration Box is mounted on the FHF at the MAT. (See the CMCS Section)
the 9:00 position.
The possible engine hardware configurations in service
The Configuration Box provides the FADEC with engine are as follows:
hardware configuration information for proper control
system operation. MAT
Configuration
Electrical current is sent to pins of the engine Number SBXX-XXX
configuration box. These pins are either connected or
not connected to ground inside the FADEC. A 0 DACII *
combination of these electrical "opens" and "shorts"
provides the FADEC with a binary data word that tells it * An "X" means that the hardware is installed on the
what FADEC programmed configuration to use for the engine.
engine.
The FADEC "reads" the box during initialization each time

the FADEC is powered.
The Configuration Box is bolted to and remains with the

propulsor.
Fault monitoring of the box is provided by the FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-22
CONFIGURATION BOX
EFFECTIVITY
B777/GE90-110B, -115B Page 7-23
N1 SPEED SENSOR
The N1 Speed Sensor is mounted at the 8:30 position on

the aft side of the fan hub frame.
The N1 speed sensor provides the fan speed of the

engine to the aircraft and to the FADEC for flight deck
display and for use in several of its calculations. The
sensor provides redundancy by having three separate
sensing coils. One for each channel of the FADEC and
one for the aircraft airborne vibration monitor, which is
available as an aircraft display backup.
The N1 speed sensor is a pulse sensor, which measures

the rotational speed of the fan shaft.
CAUTION: The N1 speed sensor is installed in an engine

sump. Up to 8 ounces (237 ml) of oil can drain from
sensor during removal. Hot oil can burn you.
Fault monitoring is performed by the FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-24
N1 SPEED SENSOR
EFFECTIVITY
B777/GE90-110B, -115B Page 7-25
N2 SPEED SENSOR
The N2 Speed Sensor is mounted on the forward side of

the engine accessory gearbox.
The N2 speed sensor provides the core speed of the

engine to the aircraft and to the FADEC for flight deck
display and is used in several of its calculations. The
sensor provides redundancy by having three separate
sensing coils. One for each channel of the FADEC and
one for the aircraft airborne vibration monitor, which is
available as an aircraft display backup.
The N2 speed sensor is a pulse sensor, which measures

the rotational speed of a gear in the accessory gearbox.
Fault monitoring of the sensor is performed by the

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-26
N2 SPEED SENSOR
EFFECTIVITY
B777/GE90-110B, -115B Page 7-27
T12 SENSOR
T12 Sensor is mounted at the 12:30 position of the

nacelle inlet cowl.
The purpose of the T12 sensor is to provide the

temperature of the fan inlet air to the FADEC to be used
in several of its calculations. The sensor provides
redundancy by having two separate outputs. One
dedicated to each channel of the FADEC.
The T12 temperature sensor is a resistive thermal device

(RTD). The T12 sensor protrudes into the fan inlet air
where the resistance of the sensing elements change
with the air temperature.
T12 is use by the FADEC as a backup to the airplanes

Total Air Temperature (TAT) input.
The T12 sensor is accessed through a removable panel

on the nacelle inlet cowl.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-28
T12 SENSOR
EFFECTIVITY
B777/GE90-110B, -115B Page 7-29
P/T25 SENSOR
P/T25 Temperature Sensor is mounted at the 7:00

position of the fan hub frame.
The P/T2.5 sensor provides the temperature and

pressure (optional) of the airflow entering the high
pressure compressor to the FADEC to be used in its
calculations. The sensor provides redundancy by having
two separate temperature sensors. One dedicated to
each channel of the FADEC.
The T25 temperature sensor is a resistive thermal device

(RTD).
The P/T25 sensor protrudes into the high pressure

compressor inlet air where the resistance of the sensing
elements change with the air temperature.
A port on the leading edge of the sensor directs HPC inlet

air pressure (P25) through an external line to an internal
FADEC transducer.

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-30
P/T25 SENSOR
EFFECTIVITY
B777/GE90-110B, -115B Page 7-31
P/T25 SENSOR ICE SHIELD
The P/T25 sensor ice shield is located on the P/T25

sensor.
The ice shield reduces the build up of ice on the sensor

that could damage the high pressure compressor.
When the P/T sensor is changed the ice shield must be

removed and installed on the new sensor.
A port on the leading edge of the sensor now directs HPC

inlet STATIC air pressure (P25) through an external line
to an internal FADEC transducer.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-32
NEW P/T25 SENSOR ICE SHIELD

EFFECTIVITY
B777/GE90-110B, -115B Page 7-33
T3 SENSOR
The T3 temperature sensor is located at 1:00 on the

Combustor, diffuser, nozzle (CDN) case.
The T3 sensor provides to the FADEC the temperature

of the compressor discharge pressure (PS3) airflow to be
used in several of its calculations. The sensor provides
redundancy by having two thermocouples within the
same sensor housing. One T/C is dedicated to each
channel of the FADEC.
The T3 sensor extends into the PS3 airflow. The output

of the thermocouples is sent through separate FADEC
cables to the individual FADEC channels.

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-34
T3 SENSOR
EFFECTIVITY
B777/GE90-110B, -115B Page 7-35
BLEED BIAS SENSOR (P3B)
The Bleed Bias Sensor is located at the 3:30 position of

the combustor diffuser nozzle case in the lower high
pressure bleed duct.
The Bleed Bias Sensor provides the FADEC with the

static pressure at the throat of a sensing venturi. With
this information, adjustments to the engine fuel schedule
can be made to improve engine acceleration times.
A port at the throat of the BBS sensing venturi sends a

static pressure signal (P3B) through an external line to a
pressure transducer mounted in the FADEC. The high
pressure ECS bleed flow can be calculated using this
static pressure and PS3.

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-36
BLEED BIAS SENSOR (P3B)

EFFECTIVITY
B777/GE90-110B, -115B Page 7-37
T49 EGT PROBES
The T49 EGT temperature probes are located at eight

positions around the turbine center frame.
The T49 EGT probes provide the low pressure turbine inlet
(or EGT) temperature to the FADEC.
There are two groups of four probes. Each set of four

probes has its own cable. Both probe leads run forward
along the HPC case at 10:00 o'clock.
Each T49 EGT probe contains dual thermocouples which

are averaged in the sensor.
Fault monitoring of the probes is performed by the FADEC.

which can isolate the faulted probe(s) to one of four - two
probe sectors.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-38
T49 SENSORS
EFFECTIVITY
B777/GE90-110B, -115B Page 7-39
P0 SENSING
The ambient pressure (P0) sensing ports are located at

the 4:00 and 8:00 positions of the fan cowls.
The purpose of P0 sensing is to provide the static

pressure of the outside air to the FADEC to be used in
several of its calculations. The sensing ports provides
redundancy by sending the ambient pressure to two
separate transducers in the FADEC. One transducer is
dedicated to each channel of the FADEC.
The static sensing ports at the 4:00 and 8:00 positions of

the fan cowls send the sensed pressure through tubes,
attached to the inside of the fan cowls, to the top of the
engine. At this point the two lines join together and a
single line runs down the right side of the fan case to P0
connector off the FADEC.
P0 is use by the FADEC as a backup to the airplanes

ambient pressure input.
Fault monitoring of the P0 sensor is performed by the

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-40
P0 SENSING
EFFECTIVITY
B777/GE90-110B, -115B Page 7-41
PS3 SENSING
The compressor discharge pressure (PS3) sensing port

is located at the 1:00 position of the compressor,
diffuser, nozzle (CDN) case.
The purpose of PS3 sensing is to provide the static

discharge pressure of the compressor air to the FADEC
to be used in several of its calculations. The sensing
port provides redundancy by sending the ambient
pressure to two separate transducers in the FADEC.
One transducer is dedicated to each channel of the
FADEC.
The PS3 sensing port at the CDN case picks up the PS3
air pressure in a tube. The PS3 tube takes the pressure to
the FADEC transducer.
Fault monitoring of the PS3 sensor is performed by the

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 7-42
PS3 SENSING
EFFECTIVITY
B777/GE90-110B, -115B Page 7-43
EFFECTIVITY
B777/GE90-110B, -115B Page 7-44
8. Fuel System
TAB Here

DUAL ANNULAR COMBUSTOR (DAC II) FUEL SYSTEM
Objectives:
…. Identify the fuel system LRUs.

…. Locate the fuel system LRUs.
…. Recall the purposes of the HMU.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-1
DUAL ANNULAR COMBUSTOR II (DAC II) FUEL Fuel from the aircraft enters the Main Fuel Pump (MFP)
SYSTEM passes through the boost and high pressure gear stage
elements. The pressurized fuel then flows out of the
The main flow of the Engine Fuel system runs along the pump through the Main Fuel/Oil Heat Exchanger and
bottom of the core engine aft to and around the then into the IDG Fuel/Oil Heat Exchanger. The fuel
combustor diffuser nozzle case, while the servo fuel lines comes out of the IDG Fuel/Oil Heat Exchanger and flows
run to the various valves and actuators that surround the back into the MFP and through the fuel filter.
high pressure compressor. Downstream of the filter, a small amount of the fuel is
sent back to the Main Fuel/Oil Heat Exchanger and then
The Engine Fuel system provides the fuel flow to the to the servo fuel port of the Hydromechanical Unit
combustor and to fuel activated valves and actuators . (HMU). The rest of the fuel flow exits the MFP again
The fuel system is made up of the following items: and passes into the HMU. Based upon FADEC inputs, the
HMU distributes servo fuel to the engine valves and
- Main Fuel Pump (MFP) actuators. The main fuel flows through the FADEC
- Fuel Filter Assembly controlled HMU Fuel Metering, Staging Valves, the Fuel
- Fuel Filter Delta Pressure Sensor Flowmeter, and then to the Fuel Nozzles. The HMU
- Main Fuel/Oil Heat Exchanger bypasses any excess fuel back to the MFP.
- IDG Fuel/Oil Heat Exchanger
- Hydromechanical Unit (HMU) The Fuel Filter bowl and the MFP have drain plugs.
- Fuel Manifold Pressure Sensor
- Fuel Flowmeter Fault monitoring is performed by the FADEC with the aid
- Fuel Manifolds of the following sensors installed in the fuel system:
- Fuel Nozzles
- Fuel Filter Delta Pressure Sensor
The FADEC controls the fuel system based upon flight - Fuel Manifold Pressure Sensor
deck Thrust Lever, Fuel Condition Switch and Engine EEC
Mode inputs.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-2
DUAL ANNULAR COMBUSTOR II (DAC II) FUEL SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 8-3
MAIN FUEL PUMP (MFP)
The Main Fuel Pump (MFP) is mounted on the right

side, aft face of the accessory gearbox.
The MFP delivers fuel under high pressure to the

Hydromechanical Unit (HMU). The fuel pump of the
GE90-115B engine is a positive displacement pump
with a pumping capacity of approximately 40,000
pounds of fuel per hour at a maximum pressure of
1500 psia.
The main fuel pump is shaft driven by the accessory

gearbox. Any time the core engine is turning the MFP
will provide fuel pressure and flow.
The Fuel Filter assembly

mounts into the MFP housing.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-4
MAIN FUEL PUMP

EFFECTIVITY
B777/GE90-110B, -115B Page 8-5
MAIN FUEL PUMP (MFP) CONT.
Fuel from the aircraft passes through the boost stage,

inlet strainer and high pressure gear stage of the pump.
The fuel flow then exits the MFP passing through the
Fuel Adapter to the fuel/oil heat exchangers before
returning to the fuel pump. It then passes thru the fuel filter,
past a wash screen and out of the MFP thru the Fuel
Adapter to the HMU. HMU servo fuel is extracted through
the wash screen, sent thru the Fuel Adapter to the main
fuel/oil heat exchanger and then back to the HMU.
The Fuel Filter Delta Pressure Sensor is mounted on the

MFP and provides fuel filter monitoring information to the
FADEC.
Fault monitoring of the MFP is performed by the FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-6
MAIN FUEL PUMP SCHEMATIC

EFFECTIVITY
B777/GE90-110B, -115B Page 8-7
LINE REPLACEABLE UNITS REMOVAL/

INSTALLATION FIXTURE (9C1132)
The Line Replaceable Units (LRU) Removal/Installation

Fixture is used to remove some LRUs. This is done
because of the weight of the LRUs.
The Main Fuel Pump housing has a bolting mount pad for
installation of the LRU removal/installation tool.
You raise and lower the fixture with the hydraulic pump
foot pedals.
You can tilt the fixture left/right and forward/aft with the
adjustment screw and handle.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-8
LINE REPLACEABLE UNITS REMOVAL/INSTALLATION FIXTURE (9C1132)

EFFECTIVITY
B777/GE90-110B, -115B Page 8-9
INTERSTAGE FUEL STRAINER
The Interstage fuel strainer is located on the bottom right

side of the main fuel pump.
The Interstage Fuel Strainer filters the main fuel pump

fuel coming from the boost stage and going to the high
pressure gear stage.
The Interstage Fuel Strainer has a bypass valve in it.
The Interstage Fuel Strainer cover has jackscrew holes

for use when removing the strainer.
Caution: Do not use mechanical force to install the strainer

in the strainer housing. Such force can cause damage to
the strainer, strainer cover, or strainer housing.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-10
INTERSTAGE FUEL STRAINER

EFFECTIVITY
B777/GE90-110B, -115B Page 8-11
FUEL FILTER ELEMENT
The engine fuel filter element is located on the aft end of

the Main Fuel Pump.
The purpose of the filter is to remove contaminates from

the fuel.
The fuel will flow from the main fuel pump into the filter
bowl. The fuel then flows through the filter and back into
the main fuel pump.
Fault monitoring of the fuel filter is performed by the

FADEC.
To remove the engine fuel filter:
- drain the fuel from the filter by removing the drain

plug.
- push the lock tab and hold it
- turn the fuel filter bowl hex with a box-end wrench or

socket to disengage the filter bowl.
The fuel filter element is disposable.
All preformed packings (O-rings) and backup rings must be

replaced with new
EFFECTIVITY
B777/GE90-110B, -115B Page 8-12
FUEL FILTER ELEMENT

EFFECTIVITY
B777/GE90-110B, -115B Page 8-13
FUEL FILTER ASSEMBLY REMOVAL/INSTALLATION To install the fuel filter assembly :
The fuel filter assembly is made by a different - install new preform packings and back up rings with
manufacturer than the main fuel pump and is a separate clean engine oil
line replaceable unit (LRU). The main fuel pump may or
may not arrive at the engine for installation with the fuel - install the removal/installation tool onto the fuel filter
filter assembly installed. If a replacement main fuel assembly
pump arrives without a fuel filter assembly the assembly
must be moved from the old pump to the replacement - turn the fuel filter by hand to install in the main fuel
pump. pump port.
To remove the fuel filter assembly: - use a two inch box end wrench or socket over the
hex on the bottom of the tool.
- drain the fuel from the filter by removing the drain
plug - turn the fuel filter assembly until it tightens and
stops. See the AMM for the required torque value
- Remove the filter bowl ratchet assembly from the main
fuel pump - remove the removal/installation tool
- remove the 2 bolts and the assembly locking lug - install the locking lug, go evenly from one bolt
to the other (the locking shoulder will cut its own
- install and connect the removal/installation tool (P/N safety grooves)
AA-B999-30SE1) in position over the fuel filter
bowl by inserting the teeth into the fuel filter - install the filter bowl ratchet assembly
assembly
- install the drain plug.
- install tool retention bolt
- use a 2 inch box inch wrench or socket on the hex

on the bottom of the tool to remove the assembly.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-14
FUEL FILTER ASSEMBLY REMOVAL/INSTALLATION

EFFECTIVITY
B777/GE90-110B, -115B Page 8-15
FUEL FILTER DELTA PRESSURE SENSOR
The Fuel Filter Delta Pressure Sensor is mounted on the

aft end of the MFP just above the filter bowl.
The fuel filter sensor provides the differential pressure

across the fuel filter. The FADEC uses this information
for fuel system fault monitoring. The sensor provides
redundancy by having two separate sensing elements,
one for each channel of the FADEC.
The Fuel Filter Delta Pressure Sensor is a piezoresistive

device. The differential of fuel filter inlet and outlet
pressures is measured by a diaphragm mounted strain
gauge.

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-16
FUEL FILTER DELTA PRESSURE SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 8-17
MAIN FUEL/OIL HEAT EXCHANGER
The Main Fuel/Oil Heat Exchanger is located on the aft

side of the fuel adapter on the right hand side of the
accessory gearbox.
The Main Fuel/Oil Heat Exchanger provides cooling of

the engine oil and heating of the HMU fuel to prevent fuel
icing. The Main Fuel/Oil Heat Exchanger includes a
separate internal heat exchanger for additional heating of
HMU servo fuel. Heat exchanging takes place whenever
the core engine is turning and providing fuel and oil flow.
The main fuel flow enters and flows through the Main
Fuel/Oil Heat Exchanger tubes before exiting. The
separate servo fuel flow enters and flows through its own
heat exchanger tubes before exiting the heat exchanger.
The engine oil flow makes several passes over the servo
and main fuel tubes before exiting.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-18

EFFECTIVITY
B777/GE90-110B, -115B Page 8-19
IDG FUEL/OIL HEAT EXCHANGER
The IDG Fuel/Oil Heat Exchanger is located on the

forward side of the fuel adapter on the right hand side of
the accessory gearbox.
The IDG Fuel/Oil Heat Exchanger provides cooling of the

IDG oil. Heat exchanging takes place whenever the core
engine is turning and providing fuel and IDG oil flow.
The main fuel flow enters and flows through the IDG
Fuel/Oil Heat Exchanger tubes before exiting the heat
exchanger. The IDG oil flow enters and makes several
passes over the fuel tubes before exiting.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-20

EFFECTIVITY
B777/GE90-110B, -115B Page 8-21
HYDROMECHANICAL UNIT (HMU)
The Hydromechanical Unit (HMU) is bolted to the back

side of the accessory gearbox, just to the right of the
engine center line.
The HMU meters and distributes the proper amount of

fuel needed for combustion, plus, provides the servo fuel
to position the actuators and valves of other engine
systems.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-22
HYDROMECHANICAL UNIT
EFFECTIVITY
B777/GE90-110B, -115B Page 8-23
HYDROMECHANICAL UNIT (HMU) CONT. A dual channel resolver attached to the fuel metering valve
will provide position feedback to the FADEC. The Fuel
Based upon engine sensor and aircraft data, the FADEC Manifold Pressure Sensor (FMPS) attached to the HMU on
calculates the proper amount of fuel needed for Fuel manifold 2 will provide the Staging Valve and
combustion, schedules the engine variable geometry, Pressurizing and Shutoff Valve (PSOV) position feedback
and the proper position of engine valves to control some to the FADEC.
of the engine cooling airflows. The FADEC controls
combustor fuel flow by controlling the electrical current to The heated servo fuel enters the HMU through a
the HMU Fuel Metering Valves and the Staging Valve separate port and the HMU, under FADEC control,
torque motors. The FADEC also controls the VSV, VBV delivers the needed servo fuel to position the HPT Active
torque motors and the HPTACC electro-hydraulic servo Clearance Control (HPTACC) Valve and VSV and VBV
valve. actuators.
The main fuel enters the HMU, where the bypass valve The HMU also houses a core engine mechanical over
returns excess fuel to the main fuel pump. It then flows speed governor.
through the Fuel Metering Valve (FMV) and the flight
deck controlled (Fuel Switch) high pressure shut off valve. Fault monitoring of the HMU is performed by the FADEC.
Fuel exits the HMU, passes through the flow-meter and
back into the HMU. The manifold 1 fuel exits the HMU and
enters fuel manifold 1.
When fuel flow to both main fuel manifolds is needed,

the Staging Valve (SV) is opened by the FADEC and/or
internal servo fuel pressure, and the fuel flow is split
between manifold 1 and manifold 2.
Normally, fuel flow to both manifolds will occur at idle and

above.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-24
HYDROMECHANICAL UNIT SCHEMATIC

EFFECTIVITY
B777/GE90-110B, -115B Page 8-25


Fixture is used to remove some LRUs. This is done
because of the weight of the LRUs.
The HMU housing has a bolting mount pad for installation

of the LRU removal/installation tool.
You raise and lower the fixture with the hydraulic pump
foot pedals.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-26

EFFECTIVITY
B777/GE90-110B, -115B Page 8-27
FUEL MANIFOLD PRESSURE SENSOR
The Fuel Manifold Pressure Sensor is an LRU mounted on

the forward side of the HMU.
The fuel manifold pressure sensor provides the fuel

pressure in the HMU manifold 2. The FADEC uses this
information for fuel system fault monitoring.
The Fuel Manifold Pressure Sensor is a piezoresistive

device. The pressure of the fuel manifold is measured
by diaphragm mounted strain gauges.

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-28
FUEL MANIFOLD PRESSURE SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 8-29
FUEL FLOW TRANSMITTER
The Fuel Flow Transmitter is located on right hand side

forward face of the accessory gearbox just AFT of the lube
and scavenge pump.
This mass flowmeter measures the amount of the fuel

going to the combustor. These are sent to the FADEC
for cockpit indication.
Magnets on the Flowmeter rotor induce electrical pulses

into the sensing coils in the flowmeter housing. The
pulses picked up by the coils are sent to the FADEC.
The time difference of the pulses corresponds to the
amount of fuel flow.
Fault monitoring of the flowmeter is performed by the

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-30
FUEL FLOWMETER
EFFECTIVITY
B777/GE90-110B, -115B Page 8-31
FUEL MANIFOLD
The Fuel Manifold is located around the circumference of

the combustor, diffuser, nozzle case.
The dual fuel manifold distributes the fuel from the HMU
to the 30 fuel nozzles. There are two different part number
fuel nozzles. Fuel nozzles at positions 22 and 24 (aft
looking forward) are a different part number from the other
twenty-eight.
The fuel manifold is two manifolds in one. There are

two separate halves to the dual manifold for ease of
removal.
Manifold 1fuel, from the HMU, is distributed to 20 fuel

nozzles while manifold 2 fuel is delivered to 10 fuel nozzles.
Manifold 1 supplies fuel to 20 fuel nozzles in ten paired

groups. Manifold 2 distributes fuel to every third fuel
nozzle for a total of 10 .
EFFECTIVITY
B777/GE90-110B, -115B Page 8-32
FUEL MANIFOLD
EFFECTIVITY
B777/GE90-110B, -115B Page 8-33
FUEL NOZZLES
The 30, dual tipped Fuel Nozzles are equally spaced During ground idle, 70% of the fuel volume flowing
around the circumference of the combustor diffuser thru the fuel nozzles is flowing from the outer tip; 30%
nozzle case. thru the inner tip. During takeoff, 70% of the fuel
volume flowing thru the fuel nozzles is flowing from
The Fuel Nozzles properly distribute metered fuel to the the inner tip; 30% thru the outer tip.
dual domed combustor.
NOTE: The fuel manifold-to-fuel nozzle B-nut
The FADEC, through control of the HMU fuel metering
connections must be double torqued and lock wired /
and staging valves, delivers the correct amount of fuel,
cabled to assure a leak-free connection.
through two separate manifolds, to the Fuel Nozzles. There
are two different part number fuel nozzles. Fuel nozzles at
positions 22 and 24 (aft looking forward) are a different part
number from the other twenty-eight.
Based upon the HMU fuel pressure delivered to the

nozzles, check and distributor valves port fuel to both the
inner and outer fuel nozzle tips.
Manifold 1 supplies fuel to 20 fuel nozzles in ten paired

groups. Manifold 2 distributes fuel to every third fuel
nozzle for a total of 10. All the fuel nozzles distribute fuel
to the primary and secondary flow circuits of each tip in
the outer and inner domes.
EFFECTIVITY
B777/GE90-110B, -115B Page 8-34
FUEL NOZZLES
EFFECTIVITY
B777/GE90-110B, -115B Page 8-35
EFFECTIVITY
B777/GE90-110B, -115B Page 8-36
9. Air Systems
TAB Here

AIR SYSTEMS
Objectives:
…. Identify the air systems of the engine that can be locked out.
…. Recall the purpose of the air system's LRUs.
…. Identify each air system's LRUs.
…. Locate each air system's LRUs.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-1
AIR SYSTEMS The FADEC system provides actuation of the engine

variable geometry systems and control of the engine
The engine air systems are made up of the following cooling air valves. All of the engine air systems are
independent sub systems: automatically controlled by the FADEC.
- Variable Stator Vane system The LPT ACC and CCC systems can be individually locked
- Variable Bleed Valve system out. At this time the HPT ACC valve CAN NOT be
- HPT Active Clearance Control system locked out
- LPT Active Clearance Control system
- Core Compartment Cooling system The FADEC will provide condition monitoring and fault
monitoring of all systems valves and actuators.
The Variable Stator Vane (VSV) system controls the air
flow through the high pressure compressor.
The Variable Bleed Valve (VBV) system controls booster

air entering the high pressure compressor.
The HPT Active Clearance Control (ACC) system controls

and distributes fan air to the HPT case.
The LPT Active Clearance Control (ACC) system controls

and distributes fan air to the LPT case .
The Core Compartment Cooling (CCC) system controls

and distributes fan/booster discharge air around the
exterior of the high pressure compressor.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-2
AIR SYSTEMS
EFFECTIVITY
B777/GE90-110B, -115B Page 9-3
VARIABLE STATOR VANE (VSV) SYSTEM LVDTs located inside each of the VSV actuators provide
actual stator vane position to the individual FADEC
The Variable Stator Vane (VSV) system surrounds the channels.
Inlet to the high pressure compressor from the Inlet Guide
Vanes (IGV) through stage 3. The FADEC will provide VSV system control fault
monitoring.
The purpose of the VSV system is to control the amount
of airflow through the high pressure compressor to
provide optimum compressor performance at steady
state conditions and to prevent compressor stall during
engine acceleration and deceleration.
The VSV actuation system varies the angle-of-attack of

the first 4 stages of high pressure compressor stator vanes
(IGV's and stages 1 - 3) to maintain a smooth, turbulent
free airflow through the compressor at all engine operating
speeds, temperatures and altitudes.
Based upon engine sensor inputs, the FADEC

continuously determines the needed VSV position. The
FADEC sends an electrical signal to the HMU which
sends servo fuel to both VSV actuators. As the VSV
actuator rods move, they rotate the torsion tubes to which
they are attached. The torsion tubes in turn move the four
links attached to the opposite side of the tubes. The
links move the four individual unison rings which rotate
the VSV's lever arms attached to the individual stator
vanes.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-4
VARIABLE STATOR VANE SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 9-5
VARIABLE STATOR VANE (VSV) ACTUATORS
The two Variable Stator Vane (VSV) Actuators are

located on the high pressure compressor case at the
2:30 and 8:30 positions.
The VSV actuators provide the muscle to properly

position the IGVs through stage 3 high pressure
compressor variable stator vanes.
Using sensor inputs, the FADEC uses HMU servo fuel to

move the VSV actuators which in turn position the VSVs.
Each of the actuators contains a single LVDT. One

actuator provides stator vane position feedback to one
channel of the FADEC while the other actuator provides
position feedback to the other channel.
Fault monitoring of the VSV actuators is performed by

the FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-6
VARIABLE STATOR VANE ACTUATORS

EFFECTIVITY
B777/GE90-110B, -115B Page 9-7
VSV SYSTEM - MAINTENANCE PRACTICES Manual VSV system operation
For maintenance and BSI purposes, the VSV system can To prepare the VSV system for manual operation as
be operated in two ways: follows:
- Through the flight deck Maintenance Access - remove the VSV actuator lines from the HMU and
Terminal (MAT) drain the fuel into a container
- Manually, with a hydraulic pump. (10w oil)
- take loose the clamp bolt forward of the HMU
The VSV system may need to be operated for two
reasons: - connect the hydraulic actuator pump (9C1256) to
VSV actuator lines.
- To check the operation of the system after the
removal and installation of a VSV actuator. - apply no more than 50 -100 psig (345 - 690 kPa) to
- To open the VSVs for borescope inspection of the the actuation system in either direction.
high pressure compressor.
NOTE: Closing the VSVs after maintenance is NOT
Maintenance Access Terminal (MAT) REQUIRED. They will close at the next engine
motoring or start.
To open the VSV system through the MAT do the
following:
- select EEC MAINT switch to TEST

- access Special Functions under OTHER menu
- select OPEN VSV's under Special Functions
- dry motor engine for 30 seconds
- return the EEC MAINT switch to NORM.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-8
VSV SYSTEM OPERATION - MANUAL

EFFECTIVITY
B777/GE90-110B, -115B Page 9-9
VARIABLE BLEED VALVE (VBV) SYSTEM LVDTs located inside each of the VBV actuators provide
actual bleed valve position to the individual FADEC
The Variable Bleed Valve (VBV) system surrounds the channels.
fan hub frame AFT of the Low Pressure Compressor /
Booster. The FADEC will provide VBV system control fault
monitoring.
The purpose of the VBV system is to control the amount
of low pressure compressor bleed to provide optimum
booster performance at steady state conditions and
prevent stall by controlling the booster operating line.
The variable bleed valves act as doors, being opened to

bleed off excess booster discharge airflow or closed to
allow no bleed. The VBV system is controlled
automatically by the FADEC and operates from idle
(open) to take off power (closed). During reverse thrust
the FADEC will open the VBVs to increase booster
stability and to prevent core engine FOD.
Based upon engine sensor inputs, the FADEC

determines the needed VBV position. The FADEC sends
an electrical signal to the HMU which sends servo fuel to
both VBV actuators. As the VBV actuators rods move,
they push or pull on adjustable links which rotate the
bellcranks. The bellcranks rotate moving a 360 degree
unison ring clockwise or counter clockwise around the
fan frame hub. As the unison ring moves, the ten other
bellcranks move linkages that open and close the inward
opening variable bleed valves.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-10
VARIABLE BLEED VALVE SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 9-11
VARIABLE BLEED VALVE (VBV) ACTUATORS
The two Variable Bleed Valve (VBV) Actuators are

mounted to the fan hub frame at the 4:00 and 10:00
positions.
The VBV actuators provide the muscle to properly

position the booster variable bleed valves.
Using sensor inputs, the FADEC causes the HMU to

send servo fuel to move the VBV actuators which in turn
position the VBVs.
Each of the actuators contains a single LVDT. One

actuator provides bleed valve position feedback to one
channel of the FADEC while the other actuator provides
position feedback to the other channel.
A guide pin (9C1163) is used during installation/removal

of the VBV Actuators.
Fault monitoring of the VBV actuators is performed by

the FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-12
LEFT VARIABLE BLEED VALVE ACTUATOR (SHEET 1)

EFFECTIVITY
B777/GE90-110B, -115B Page 9-13
EFFECTIVITY
B777/GE90-110B, -115B Page 9-14
LEFT VARIABLE BLEED VALVE ACTUATOR (SHEET 2)

EFFECTIVITY
B777/GE90-110B, -115B Page 9-15
VBV SYSTEM - MAINTENANCE PRACTICES
The VBV system can be operated in one way:
- Manually, with a hydraulic pump.
The VSV system will need to be operated for one

reason:
- To remove and install a VBV actuator
Prepare the VBV system for manual operation as

follows:
- Remove the caps and drain the fuel into a container
- Remove the VBV lines clamp forward of the HMU
- remove the VBV actuator lines from the DAC II

HMU
- connect the hydraulic actuator pump (9C1256) to

the VBV actuator lines.
- apply no more than 50 -100 psig (345 - 690 kPa) to

the actuation system in either direction.
NOTE: Opening the VBVs after maintenance is not

required. They will open at the next engine
motoring or start.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-16
VBV SYSTEM ACTUATION

EFFECTIVITY
B777/GE90-110B, -115B Page 9-17
HPT ACTIVE CLEARANCE CONTROL (ACC) SYSTEM
The HPT Active Clearance Control (ACC) System is The FADEC will provide HPT ACC system control
located on the left hand side of the core engine at the fault
9:00 position. It runs aft and surrounds the high pressure monitoring
turbine (HPT) case.
The purpose of the HPT ACC system is to regulate

cooling air flow to the exterior of the HPT case. This
cooling air is used to minimize the clearances between
the case and the rotor blades. The tighter clearances
improve the SFC and reduce the EGT overshoot during
rapid acceleration.
Using sensor inputs, the FADEC modulates the fuel

operated HPT ACC valve during all power conditions.
Fan discharge air enters the HPT ACC system, passes

through the valve and into the duct. The duct directs the
air to the HPT ACC manifold which distributes the air to
the eight shroud segments. The air exhausts from the
holes on the inner diameter of the shroud segments and
makes contact with the HPT case. The air then goes
overboard through the core compartment cooling vent.
NOTE: The HPT ACC system can physically be locked out.

Currently, however, the GE90-115R powered 777 CAN
NOT be dispatched with the HPTACC valve locked out. .
EFFECTIVITY
B777/GE90-110B, -115B Page 9-18
HPT ACTIVE CLEARANCE CONTROL SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 9-19
HPT ACTIVE CLEARANCE CONTROL (ACC) VALVE
The HPT Active Clearance Control (ACC) Valve is

located on the forward end of the high pressure
compressor at the 9:00 position.
The HPT ACC valve controls the amount of fan air

delivered to the HPT case.
The operation of the HPT ACC valve is performed by the

FADEC using HMU servo fuel.
The HMU servo fuel drives an actuator which rotates the

butterfly valve shaft.
Dual LVDTs, attached to the actuator, provide valve

position feedback through separate cables to each
FADEC channel.
The HPT ACC valve can be manually locked out in the

closed position. However, the GE90-115R powered 777
CAN NOT be dispatched with the HPTACC valve locked
out.
Fault monitoring of the HPT ACC valve is performed by

the FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-20
HPT ACTIVE CLEARANCE CONTROL VALVE

EFFECTIVITY
B777/GE90-110B, -115B Page 9-21
HPT ACTIVE CLEARANCE CONTROL (ACC) VALVE

(CONT.)
High Pressure Turbine Active Clearance Control

Valve lockout procedure.
The Minimum Equipment List for the 777 does not allow for
the lockout of the HPT ACC valve.
See instructions on the valve for lockout procedure.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-22
HPT ACTIVE CLEARANCE CONTROL VALVE LOCKOUT

EFFECTIVITY
B777/GE90-110B, -115B Page 9-23
LPT ACTIVE CLEARANCE CONTROL (ACC) SYSTEM The engine can be operated with the LPT ACC system
deactivated, however a SFC penalty will occur.
The LPT Active Clearance Control (ACC) System is
located on the right hand side of the core engine at the The FADEC will provide LPT ACC system control fault
3:00 position. It runs aft and surrounds the low pressure monitoring.
turbine (LPT) case.
The purpose of the LPT ACC system is to regulate

cooling air flow to the exterior of the LPT case. This
cooling air is used to minimize the clearances between
the case and the rotor blades. The tighter clearances
improve the SFC and reduce the EGT overshoot during
takeoff.
Using sensor inputs, the FADEC will open the valve

during high power conditions. The two position, air
actuated LPT ACC valve is normally in the low flow
position at idle and low power operation. This is done to
prevent rotor to case rubs during rapid accelerations.
Fan discharge air enters the LPT ACC system, passes

through the valve and into the duct. The valve provides a
large air flow when open and a reduced airflow when
closed. The duct directs the air to the LPT ACC manifold
which distributes the air to the eight shroud segments.
The air exhausts from the holes on the inner diameter of
the shroud segments and makes contact with the LPT
case. The air then goes overboard through the core
compartment cooling vent.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-24
LPT ACTIVE CLEARANCE CONTROL SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 9-25
LPT ACTIVE CLEARANCE CONTROL (ACC) VALVE The LPT ACC valve can be manually locked out in the
low flow (closed) position. See the MEL manual and
The LPT Active Clearance Control (ACC) Valve is placard on the valve for instructions.
located on the forward end of the high pressure
compressor at the 3:00 position.
The LPT ACC valve controls the amount of fan air

delivered to the LPT case. A separate orifice plate
downstream of the valve further controls the total airflow.
The LPT ACC valve is electrically controlled by the

FADEC CH A and is spring loaded to the low flow
(closed) position. It is a butterfly type valve.
The normal (de-energized) position of the valve is the low

flow position. The FADEC will energize the solenoid and
place the valve in the high flow position when the engine
is at a high fan speed (approximately 89%).
When FADEC CH A energizes the valve solenoid, 7th

stage high pressure compressor muscle air drives an
actuator which rotates the butterfly valve to the high flow
(open) position.
A cam mounted on the butterfly valve shaft operates a

feedback switch providing valve position feedback to the
FADEC. The feedback switch itself is line replaceable.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-26
LPT ACTIVE CLEARANCE CONTROL VALVE

EFFECTIVITY
B777/GE90-110B, -115B Page 9-27
LPT ACTIVE CLEARANCE CONTROL (ACC) VALVE

(CONT.)
Low Pressure Turbine Active Clearance Control

Valve lockout procedure.
The Minimum Equipment List for the 777 states:
Turbine Case Cooling Air Flow Systems:

LPT Systems (GE) - May be inoperative provided
associated turbine case cooling valve remains
closed.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-28
LPT ACTIVE CLEARANCE CONTROL VALVE LOCKOUT

EFFECTIVITY
B777/GE90-110B, -115B Page 9-29
CORE COMPARTMENT COOLING (CCC) SYSTEM The FADEC will provide CCC system fault monitoring.
The Core Compartment Cooling (CCC) System is located

on the upper right hand side and at the forward end of
the high pressure compressor.
The purpose of the CCC system is to keep the air

temperatures within structural and component limits by
removing heat and vapors from the core compartment
airspaces. The CCC system cooling air flow is controlled
during cruise to minimize the SFC penalty.
The two position, air operated CCC valve is normally

open providing maximum air flow for cooling at all
operating conditions except cruise. When the FADEC
determines, through aircraft and sensor inputs, that the
engine is at cruise conditions, the CCC valve is
commanded to the closed position. A reduced
airflow continues to move through the system.
Booster or fan discharge air enters the CCC system duct

from the VBV duct. The air flows through the CCC valve
and into the manifold which distributes the air flow to the
core compartment cavities and components. The air
then exhausts overboard into the airstream through the
gearbox and core engine vents.
The engine can be operated with the CCC system

deactivated however a SFC penalty will occur.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-30
CORE COMPARTMENT COOLING SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 9-31
CORE COMPARTMENT COOLING (CCC) VALVE Fault monitoring of the CCC valve is performed by the
FADEC.
The Core Compartment Cooling (CCC) Valve is located
on the aft side of the 1:00 VBV duct.
The CCC valve controls the fan/booster cooling air flow

to the core cavity air spaces.
The CCC valve is electrically controlled by the FADEC

and is spring loaded open (SLO) as a failsafe.
The normal (de-energized) position of the valve is the

high flow (open) position. The FADEC CH B will
energize the solenoid and place the valve in the low flow
(closed) position when the fan is at a high fan speed. The
CCC valve should be closed when the airplane is at cruise
conditions.
When FADEC CH B energizes the valve solenoid, 7th

stage high pressure compressor air drives an actuator
which rotates the butterfly valve to the low flow position
(closed).
A cam mounted on the butterfly valve shaft operates a

switch providing valve position feedback to the FADEC.
The switch is open when the valve is open. The
feedback switch is line replaceable.
The CCC valve can be manually locked out in the open

(failsafe) position.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-32
CORE COMPARTMENT COOLING VALVE

EFFECTIVITY
B777/GE90-110B, -115B Page 9-33
CORE COMPARTMENT COOLING (CCC) VALVE

(CONT.)
Core compartment cooling valve lockout procedure.
The Minimum Equipment List for the 777 states:

Core Compartment Cooling Valves (GE) - May be
inoperative provided associated valve is locked
open.
EFFECTIVITY
B777/GE90-110B, -115B Page 9-34
CORE COMPARTMENT COOLING VALVE LOCKOUT

EFFECTIVITY
B777/GE90-110B, -115B Page 9-35
EFFECTIVITY
B777/GE90-110B, -115B Page 9-36
10. Oil Systems

TAB Here

OIL SYSTEM
Objectives:
…. Identify the purposes of the oil system LRUs.

…. Locate the oil system LRUs.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-1
OIL SYSTEM Exchanger and VSCF Oil/Oil Heat Exchanger and on to the
bearing oil nozzles and outer races. The scavenged oil
The engine oil system contains many components which flows out of the Lube and Scavenge Pump past the Debris
are mounted at various locations on the engine Monitoring Sensor and back into the Oil Tank. Vent air
exits the oil tank through a check valve to the A sump.
The engine oil system is completely self contained and
separate from any other engine or aircraft fluid system. The oil filter housing has a shut off valve to minimize
Oil is distributed to engine bearings and gears requiring spillage when the oil filter is removed.
lubrication, cooling and dampening. The oil is then
scavenged from the engine sumps and gearboxes for Fault monitoring is performed by the FADEC with the aid
reuse. The oil system is made up of the following items: of the following sensors installed in the oil system:
- Oil Tank - Oil Level Sensor

- Oil Level Sensor - Oil Filter Delta Pressure Sensor
- Lube and Scavenge Pump - Oil Delta Pressure Sensor
- Oil Filter Delta Pressure Sensor - Oil Temperature Sensor
- Main Fuel/Oil Heat Exchanger - Debris Monitoring Sensor.
- VSCF Oil/Oil Heat Exchanger
- Oil Delta Pressure Sensor
- Oil Temperature Sensor
- Debris Monitoring Sensor
- Sump Eductor System
The engine oil system pressure is controlled by engine

core speed.
The oil from the oil tank flows to the lube and scavenge
pump. The pressurized oil is sent through the oil filter.
The oil then flows through the Main Fuel/Oil Heat
EFFECTIVITY
B777/GE90-110B, -115B Page 10-2
OIL SYSTEM
EFFECTIVITY
B777/GE90-110B, -115B Page 10-3
OIL TANK
The aluminum Oil Tank is mounted at the 9:00 position of

the fan case.
The oil tank is the engine oil reservoir. The Oil Level
Sensor is mounted inside the tank while the Debris
Monitoring Sensor or Master Chip Detector is mounted
on the top of the oil tank.
The Oil Tank has a removable fire blanket covering a

portion of The tank.
The oil tank stores and delivers the engine oil by gravity to
the engine lube and scavenge pump. A self sealing cap,
with an integral dipstick, permits manual filling of the tank.
Scavenged oil passes through the DMS and enters the top
of the oil tank where the oil level is sensed by the internal oil
level sensor.
The oil passes through a debris screen in the bottom of

the tank and into the attached oil tube which leads to the
lube and scavenge pump.
The oil tank capacity is between 22 and 26 US Gallons

depending on engine position.
Normal Oil consumption of the GE90-115 is approximately

0.1 US gallons per hour.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-4
OIL TANK
EFFECTIVITY
B777/GE90-110B, -115B Page 10-5
OIL TANK SERVICING
The oil tank is manually filled by hand pouring quart cans

of oil into the oil tank at the manual fill port. The oil
should be serviced between 5 minutes and 1 hour after
shutdown.
The manual fill port cap has a dipstick attached to it.

This dipstick indicates the amount of oil that needs to be
added to bring the oil level to full.
The oil tank dipstick reads in gallons:
- the 1/2 mark means that 1/2 gallon (2 quarts) needs

to be added.
- the 3/4 mark means that 3/4 gallon (3 quarts) needs

to be added
- the 4/4 mark means that 1 gallon (4 quarts) needs

to be added
- the 5/4 mark means that 1.25 gallon (5 quarts)

needs to be added.
Maintenance Tip: It is recommended that oil be added to

the oil tank until it is about to spill from the fill port into the
scupper:
EFFECTIVITY
B777/GE90-110B, -115B Page 10-6
OIL TANK DIPSTICK

EFFECTIVITY
B777/GE90-110B, -115B Page 10-7
VENT VALVE
The Vent Valve is located in the oil tank vent line at 11:00
o'clock of the aft fan case.
The vent valve maintains a positive air pressure of 7 to 15

PSI in the oil Tank.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-8
VENT VALVE
EFFECTIVITY
B777/GE90-110B, -115B Page 10-9
OIL TANK DRAINING
The oil tank is drained by using the two quick disconnect

ports in the oil supply and scavenge return lines.
The drain ports are located in the oil supply and

scavenge returns lines at the 6:00 position of the fan
case.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-10
OIL TANK DRAINING

EFFECTIVITY
B777/GE90-110B, -115B Page 10-11
OIL LEVEL SENSOR
The Oil Level Sensor is located in the Oil Tank which is

located at the 9:00 position of the Fan Case.
The Oil Level Sensor has a removable fire blanket covering

it.
The Oil Level Sensor provides the oil tank oil level to the
flight deck.
A magnet mounted on a float closes reed switches which

sends excitation voltage through resistors and back to
the aircraft.
Fault monitoring of the oil level sensor is performed by

the aircraft.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-12
OIL LEVEL SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 10-13
LUBE AND SCAVENGE (L & S) PUMP
The Lube and Scavenge (L & S) Pump is located on the

forward, right hand side of the accessory gearbox.
The L & S Pump delivers oil under pressure to the engine

bearings and gears then recovers the oil for reuse. The L & S
Pump of the GE90-115B engine is a positive displacement
pump with a pumping capacity of 12 to 15 gallons per minute
at 90 psid.
The gerotor Lube and Scavenge Pump is shaft driven by

the accessory gearbox. Any time the core engine is
turning the L & S Pump will provide oil flow.
Oil from the oil tank passes through the oil supply
element and the integral oil filter before exiting the pump.
The pressurized oil is sent to the heat exchangers and
then to the engine oil nozzles. The L & S Pump’s five
scavenge elements remove the oil from the five engine
sumps and returns the oil to the oil tank through a
common line.
The oil filter delta pressure sensor is mounted to the

Lube and Scavenge Pump.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-14
LUBE & SCAVENGE PUMP

EFFECTIVITY
B777/GE90-110B, -115B Page 10-15
L&S PUMP INLET SCREENS
The Inlet Screens are located on the bottom of the lube

and scavenge pump.
Each of the scavenge element inlets has a inlet screen

into which a removable magnetic chip detector is
installed.
The inlet screens are usually inspected when large debris

has been found on the DMS. The inlet screens are used to
isolate the engine sump that is producing the metal debris
found in the engine oil.
Note: When you install the inlet screen the opening in the
side of the screen must face the lube pump inlet. There is
an alignment pin on the inlet screen that will align with a slot
in the lube pump housing. When you install the inlet screen,
turn it until the inlet screen pin drops into the lube pump slot.
Continue to rotate the inlet screen until it is fully seated in
the pump.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-16
L&S PUMP INLET SCREEN

EFFECTIVITY
B777/GE90-110B, -115B Page 10-17
OIL FILTER
The oil filter is located on the forward end of the lube and
scavenge pump.
The purpose of the filter is to remove contaminates from the

engine oil.
The oil will flow from the L & S pump into the filter bowl.
Then the oil flows through the filter and back into the pump.
The oil filter element cavity drain plug screws directly into the
filter element. There is an anti-rotation pin on the bottom of
the oil filter element. To prevent oil filter element rotation
during drain plug removal and installation the oil filter cover
has one stiffener without a slot.
Caution: When installing the oil filter cover to the oil filter
element, make sure the anti-rotation pin of the element is
NOT positioned on top of the one oil filter cover anti-rotation
stiffener.
Fault monitoring of the engine oil filter is performed by the

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-18
OIL FILTER
EFFECTIVITY
B777/GE90-110B, -115B Page 10-19
ANTI-LEAK VALVE
The lube & scavenge pump Anti-Leak Valve is attached

to the L & S pump oil supply line and mounts to the inboard
side of the L & S pump.
The valve is in place to prevent drainage of the oil tank

during L & S pump removal.
Note: Be sure to unbolt the anti-leak valve from the

pump. Do Not disconnect the oil supply line from the
anti-leak valve. If the oil supply line is disconnected from the
anti-leak valve, all the oil in the oil tank will spill onto the
ground.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-20
ANTI-LEAK VALVE
EFFECTIVITY
B777/GE90-110B, -115B Page 10-21
OIL FILTER DELTA PRESSURE SENSOR
The Oil Filter Delta Pressure Sensor is mounted on the

bottom of the Lube and Scavenge Pump.
The Oil Filter Delta Pressure Sensor has an insulation

blanket around it.
The Oil Filter Delta Pressure Sensor provides the

differential pressure across the engine oil filter. The FADEC
uses this information for oil system troubleshooting. The
sensor provides redundancy by having two separate
sensing Elements, one for each channel of the FADEC.
The Oil Filter Delta Pressure Sensor is a piezoresistive

device. The differential of the oil filter inlet and outlet
pressures is measured by diaphragm mounted strain
gauges.

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-22
OIL FILTER DELTA PRESSURE SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 10-23
The Main Fuel/Oil Heat Exchanger is located on the aft

side of the fuel adapter pad on the right hand side of the
accessory gearbox.
The Main Fuel/Oil Heat Exchanger provides cooling of

the engine oil and heating of the HMU servo fuel to
prevent fuel icing.
Heat exchanging takes place whenever the core engine

is turning and providing fuel and oil flow.
The main fuel flow enters and flows through the Main
Fuel/Oil Heat Exchanger tubes before leaving the heat
exchanger. The separate servo fuel flow enters and
flows through its own heat exchanger tubes before exiting.
The engine oil flow makes several passes over the main
and servo fuel tubes before leaving the heat exchanger.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-24

EFFECTIVITY
B777/GE90-110B, -115B Page 10-25
OIL/OIL HEAT EXCHANGER
The Oil/Oil Heat Exchanger is mounted on the AFT side of

the fan hub frame at the 7:30 position.
The Oil/Oil Heat Exchanger provides cooling of the engine

oil.

is turning and providing engine oil and Backup Generator
oil flow.
The engine oil enters and flows through the Oil/Oil Heat
Exchanger tubes before leaving the heat exchanger. The
Backup Generator oil flow makes several passes over the
Engine oil tubes before leaving the heat exchanger.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-26

EFFECTIVITY
B777/GE90-110B, -115B Page 10-27
ENGINE OIL DELTA PRESSURE SENSOR
The Engine Oil Delta Pressure Sensor is mounted on the

aft side of the Oil/Oil Heat Exchanger which is located at
the 7:30 position of the fan hub frame.
The engine oil sensor provides the differential pressure

between the engine oil and the bearing sump air. The
FADEC uses this information for oil system fault
monitoring. The sensor provides redundancy by having
two separate sensing elements, one for each channel of
the FADEC.
The Engine Oil Delta Pressure Sensor is a piezoresistive

device. The differential pressure of engine oil and
bearing sump air is measured by diaphragm mounted
strain gauges.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-28
ENGINE OIL DELTA PRESSURE SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 10-29
OIL TEMPERATURE SENSOR
The engine Oil Temperature Sensor is mounted in the

engine oil supply line at 5:30 position of the HPC just aft
of the fan hub frame.
The engine Oil Temperature Sensor has an insulation

blanket around it.
The purpose of the oil temperature sensor is to provide the

temperature of the engine oil to the FADEC. The sensor
provides redundancy by having two separate sensing
elements, one for each channel of the FADEC.
The oil temperature sensor is a resistive thermal device

(RTD). The sensor is installed in a thermal well in the
pressurized oil line where the resistance of the sensing
elements change with the oil temperature.

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-30
OIL TEMPERATURE SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 10-31
DEBRIS MONITORING SYSTEM The Debris Separator is an air/oil/particle separator. The

DMS Sensor measures the size of and captures any
The Debris Monitoring System (DMS) is made up of ferrous particles, while the Electronic Module conditions
three items: the sensors input.
- DMS Electronic Module Each of the three parts that make up the DMS is line
- Debris Monitoring Sensor replaceable.
- DMS Air/Oil Separator.
Fault monitoring of the DMS is performed by the FADEC.
The Air/Oil Separator in mounted on the top of the oil
tank which is located at 9:00 position of the fan case and is
covered by a fire blanket. The Sensor is mounted into the
Debris Separator and the Electronic Module is bolted to
the fan case just above the oil tank.
The Debris Monitoring System detects and

captures metal particles in the engine oil system
scavenge flow.
The FADEC determines the size and number of the chips

and generates a maintenance message that is sent to and
stored by the Airplane Information Management System
(AIMS). The FADEC will send the maintenance message
when it detects:
- 8 chips during one engine operation

or
- 20 chips cumulative over many engine operations.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-32
DEBRIS MONITORING SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 10-33
SUMP EDUCTOR AIR VALVE
The Sump Eductor System runs from the high pressure

compressor 7th stage bleed air port along the right side of
the engine into the turbine rear frame at 2:00.
The purpose of the Sump Eductor Air System is to reduce

engine oil consumption by assuring positive bearing sump
pressure at engine idle speed.
The Sump Eductor Air Valve is a two-position butterfly

valve. When 7th stage bleed air pressure is low (indicating
low sump-air pressure from the LPC) the spring loaded
eductor valve opens allowing 7th stage bleed air to flow thru
the eductor tube and across the engine center vent tube
venturi. This results in a lowering of the air pressure in the
bearing sumps to a pressure lower than the reduced sump
pressurization air. The purpose is to reduce oil loss across
the bearing sump air-oil seals during low engine power
settings.
The 7th stage eductor air flow is determined by air

pressure acting on the valve. The valve is open at low
engine power settings and closed at high power settings.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-34
SUMP EDUCTOR AIR SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 10-35
The Sump Eductor Air Valve is mounted on the turbine

center frame at 3:00.
The purpose of the Sump Eductor Air Valve is to reduce

engine oil consumption by providing positive bearing sump
airflow at engine idle speed.
The Sump Eductor Air Valve is a two-position butterfly

valve.
The position of the butterfly is determined by air pressure

acting on the muscle side of the actuator. The valve is
spring loaded in the open position and remains open for
low engine power settings. When engine power is
increased, and the 7th stage pressure increases above
65 psia, the actuator strokes the butterfly to the closed
position. The valve remains closed until 7th stage
pressure decreases to 35 psia.
EFFECTIVITY
B777/GE90-110B, -115B Page 10-36

EFFECTIVITY
B777/GE90-110B, -115B Page 10-37
EFFECTIVITY
B777/GE90-110B, -115B Page 10-38
11. Starter Systems

TAB Here

START SYSTEM
Objectives:
…. Identify the start system LRUs.

…. Locate the start system LRUs.
EFFECTIVITY
B777/GE90-110B, -115B Page 11-1
STARTING SYSTEM The FADEC will provide fault monitoring of the starting
system.
The start system runs down the left side of the combustor
diffuser nozzle and attaches to the aft side of the engine
accessory gearbox.
The purpose of the start system is to drive the core engine

rpm to a speed high enough for a ground start or a starter
assisted air start to occur. The start system is made up of
the following items:
- Starter Air Valve

- Starter Air Valve Manual Control Cable
- Starter Air Pressure Sensor
- Starter
The FADEC controls the starting system based upon flight

deck Engine Start/Ignition panel and Fuel Condition Switch
inputs.
Air pressure from the aircraft ECS manifold is supplied to

the Starter Air Valve. When the Starter Air Valve opens the
air flows past the Starter Air Pressure Sensor and into the
Starter. The Starter turns the core engine through the
accessory gearbox drive train.
NOTE: The duty cycle of the starter is five minutes ON, ten
minutes OFF.
A magnetic chip detector is installed in the starter.
EFFECTIVITY
B777/GE90-110B, -115B Page 11-2
STARTING SYSTEM
EFFECTIVITY
B777/GE90-110B, -115B Page 11-3
STARTER AIR VALVE (SAV) The Starter Air Pressure Sensor is mounted on the SAV.
The Starter Air Valve (SAV) is located at the bottom of the Fault monitoring of the Starter Air Valve is performed by the
core engine, just aft of the starter, on the backside of the FADEC.
starter.
The Starter Air Valve controls the starter air flow.
The Starter Air Valve has a fire blanket around it.
The Starter Air Valve is controlled by the FADEC using

aircraft 28v dc and Start/Ignition panel switch inputs.
When the SAV solenoid is energized, starter duct pressure

is used to open the valve.
The Starter Air Valve will be opened by the FADEC when:
- Start switch is placed in the start position

- N2 is less than 30%.
The Starter Air Valve will be closed by the FADEC when:
- engine reaches 62 - 64% N2 speed

- Start switch is taken out of the Start position
- an Autostart abort occurs
- if in Autostart, the starter duty cycle is exceeded.
EFFECTIVITY
B777/GE90-110B, -115B Page 11-4
STARTER AIR VALVE

EFFECTIVITY
B777/GE90-110B, -115B Page 11-5
STARTER AIR VALVE MANUAL CONTROL CABLE
The Proposed Minimum Equipment List for the 777 states:
Engine Start System:

Start Valves - One may be inoperative closed
provided alternate starting procedures are
established and used.
To start the engine on the ground the starter air valve

manual control cable can be used. The starter air valve
manual control cable is attached to the starter and runs
forward and down the back side of the engine drain mast.
Access to the starter air valve manual control cable is

through the thrust reverser cowl access panel just behind
the engine drain mast.
To operate the starter air valve manual control cable:
- open the starter air valve manual control cable access

door at the bottom of the thrust reverser
- remove the starter air valve manual control cable

handle from the spring clip
- rotate the handle to open the starter air valve.
EFFECTIVITY
B777/GE90-110B, -115B Page 11-6
STARTER AIR VALVE MANUAL CONTROL CABLE

EFFECTIVITY
B777/GE90-110B, -115B Page 11-7
STARTER AIR PRESSURE (SAP) SENSOR
The Starter Air Pressure (SAP) Sensor is mounted on the

left side of the starter air valve.
The Starter Air Pressure Sensor is covered by a fire

blanket.
The Starter Air Pressure Sensor provides the starter duct

pressure downstream of the Starter Air Valve to the
FADEC. This information is used to monitor the position of
the starter air valve and starter air flow for start control and
start system monitoring. The sensor provides redundancy
by having two separate sensing elements, one for each
channel of the FADEC.
The SAP Sensor is a piezoresistive device. The pressure

in the starter duct, downstream of the valve, is measured by
diaphragm mounted strain gauges.
Fault monitoring of the Starter Air Pressure Sensor is

performed by the FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 11-8
STARTER AIR PRESSURE SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 11-9
STARTER
The Starter is located at the bottom of the core engine, on

the backside of the accessory gearbox.
The Starter provides core engine rotational speed high

enough for light off.
The FADEC operates the Starter by controlling the air flow

to the starter with the Starter Air Valve (SAV).
When the SAV opens, air flows through the Starter turbine
causing it to rotate. The Starter output shaft turns the
accessory gearbox drive train which rotates the core
engine. The starter has a two stage centrifugal clutch
assembly. The clutch will only reengage below 30% N2.
The Starter is capable of motoring the engine at 24 - 28%

N2.
The starter must be hand serviced with oil following

installation. The engine oil system will maintain the starter
oil at the proper level.
The starter has a magnetic chip detector and a oil sight

glass.
Fault monitoring of the Starter is performed by the FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 11-10
STARTER
EFFECTIVITY
B777/GE90-110B, -115B Page 11-11


Fixture is used to remove the starter. This is done
because of the weight of the starter.
The Starter housing has a bolting mount pad for installation

of the LRU removal/installation tool.
You raise and lower the fixture with the hydraulic pump foot
pedals.
EFFECTIVITY
B777/GE90-110B, -115B Page 11-12

EFFECTIVITY
B777/GE90-110B, -115B Page 11-13
EFFECTIVITY
B777/GE90-110B, -115B Page 11-14
12. Ignition Systems

TAB Here

IGNITION SYSTEM
Objectives:
…. Identify the ignition system LRUs.

…. Locate the ignition system LRUs.
EFFECTIVITY
B777/GE90-110B, -115B Page 12-1
IGNITION SYSTEM
Objectives:
…. Identify the ignition system LRUs.

…. Locate the ignition system LRUs.
EFFECTIVITY
B777/GE90-110B, -115B Page 12-1
IGNITION SYSTEM During start, ignition will come on when:
The Ignition system is located between the middle of the Autostart:

high pressure compressor case and combustor diffuser - N2 > 22% (Air only) or N2 > 22% plus 15 seconds
nozzle case on the left hand side of the engine. (Ground only)
The Ignition system provides the electrical spark needed Manual start:
to start engine combustion. There are two separate - Fuel switch is move to RUN position
redundant ignition systems on the engine. The start
system is made up of the following items: During start, ignition will be turned off when:
- Ignition Exciters Autostart or manual start:

- Ignition Leads - N2 > 56%
- Igniters - Fuel switch moved to CUTOFF position
The FADEC controls the ignition system from flight deck Autostart:
Start/Ignition panel and Fuel Control Switch inputs. - Autostart abort
The 115 volt power for each ignition system is provided by If the engine is running, dual ignition will come on when:
the aircraft electrical system to, and controlled by, the
FADEC. The FADEC sends the 115 volts to the Ignition - Engine Flameout
Exciter which converts it and sends high energy pulses - Cowl Anti-Ice is ON, the airplane is in the air, and
though the Ignition Leads to the Igniters. low combustor pressure
- Flaps are not stowed, the airplane is in the air, and
low combustor pressure
- Start Switch placed in CON position, the airplane is in
the air, and low combustor pressure
The FADEC will provide fault monitoring of the ignition

system.
EFFECTIVITY
B777/GE90-110B, -115B Page 12-2
IGNITION SYSTEM
EFFECTIVITY
B777/GE90-110B, -115B Page 12-3
IGNITION EXCITERS
The Ignition Exciters are located on the left hand side of

the HPC just above the accessory gearbox. They are
hidden from view by the cooling air cover that is bolted
over them.
The ignition exciter is a capacitor discharge type ignition

power source that provides starting and continuous
ignition on demand.
When aircraft 115v power, which is controlled by the

FADEC, is sent to the ignition exciters, they transform,
rectify and store the energy in a capacitor. This stored
electrical energy is then discharged from the exciter to
the igniter.
When operation stops, a resistor bleeds off any residual

charge from the capacitor.
Fan air is used for external cooling of the Ignition

Exciters.
Fault monitoring of the ignition system is provided by the

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 12-4
IGNITION EXCITERS
EFFECTIVITY
B777/GE90-110B, -115B Page 12-5
IGNITION LEADS
The two Ignition Leads are located on the left hand side of
the combustor diffuser nozzle case, running from the
ignition exciters to the igniters.
The Ignition Leads deliver the electrical pulses from the

ignition exciters to the igniters.
When the ignition system is operating, the Ignition Leads

deliver the electrical energy pulses from the ignition
exciters to the igniters.
Fan air is used for internal cooling of the Ignition Leads.

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 12-6
IGNITION LEADS
EFFECTIVITY
B777/GE90-110B, -115B Page 12-7
IGNITERS
The two Igniters are located on the left hand side of the
combustor diffuser nozzle case at the 8:00 and 9:00
positions.
The Igniters provide the electrical sparks needed to start

combustion.
When the ignition system is operating, the ignition leads

deliver the electrical pulses from the ignition exciters to
the igniter. The energy is expended as a spark between
the igniter electrodes in the engine combustion chamber.
Igniter cooling shrouds are used to direct the fan cooling air
(supplied thru the ignition leads) around the igniters to lower
their operating temperature and extend their service life.

FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 12-8
IGNITERS
EFFECTIVITY
B777/GE90-110B, -115B Page 12-9
EFFECTIVITY
B777/GE90-110B, -115B Page 12-10
13. IDG Lubrication Systems

TAB Here

IDG LUBRICATION SYSTEM
Objectives:
…. Identify the IDG lubrication cooling system LRUs.

…. Locate the IDG lubrication cooling system LRUs.
EFFECTIVITY
B777/GE90-110B, -115B Page 13-1
IDG LUBRICATION COOLING SYSTEM
The Integrated Drive Generator (IDG) lubrication system

is located along the left hand side and bottom of the high
pressure compressor.
The IDG generator (Boeing supplied) has an

independent lubrication system. The engine provides for
the cooling of the IDG lubrication oil. The IDG lubrication
oil cooling system contains the following engine mounted
items:
- IDG Oil Check Valve

- IDG Outlet Temperature Sensor
- IDG Air/Oil Heat Exchanger
- IDG Fuel/Oil Heat Exchanger
- IDG Inlet Temperature Sensor
The IDG lubrication cooling system operates any time

the engine is running.
The lubrication oil exits the IDG and flows through the
IDG Oil Check Valve, past the IDG Outlet Temperature
Sensor and through the IDG Air/Oil Heat Exchanger.
The lubrication oil then passes through the IDG Fuel/Oil
Heat Exchanger, past the IDG Inlet Temperature
Sensor and back into the IDG.
Fault monitoring information is provided to the aircraft by

the FADEC.
EFFECTIVITY
B777/GE90-110B, -115B Page 13-2
IDG LUBRICATION COOLING SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 13-3
IDG OIL CHECK VALVE
The IDG Oil Check Valve is mounted in the IDG oil out
tube on the heatshield above the IDG.
The check valve allows minimum spillage when the oil out
tube is removed.
EFFECTIVITY
B777/GE90-110B, -115B Page 13-4
IDG OIL CHECK VALVE

EFFECTIVITY
B777/GE90-110B, -115B Page 13-5
IDG OUTLET OIL TEMPERATURE SENSOR
The IDG Oil Outlet Temperature Sensor is mounted on the

IDG oil out tube on the heatshield above and right of the
IDG.
The purpose of the IDG sensor is to provide the

temperature of the IDG outlet oil to the FADEC.
The IDG Oil Outlet Temperature Sensor is a resistive

thermal device (RTD). The sensor is installed in a thermal
well in the oil out line where the resistance of the sensing
elements change with the oil temperature. The IDG Oil
Outlet Temperature sensing element does not come into
direct contact with the oil.
EFFECTIVITY
B777/GE90-110B, -115B Page 13-6
IDG OIL OUTLET TEMPERATURE SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 13-7
IDG/VSCF AIR/OIL HEAT EXCHANGER
The IDG/VSCF Air /Oil Heat Exchanger is mounted to a

bracket on the high pressure compressor left hand side at
9:00.
The IDG/VSCF Air/Oil Heat Exchanger contains two

separate and independent air/oil heat exchangers which
provides cooling of the separate IDG and VSCF lubrication
oils.
Heat exchanging takes place whenever the engine is

turning and providing IDG/VSCF oil flows and fan airflow.
The IDG oil enters the IDG/VSCF Air /Oil Heat Exchanger
and flows through the several oil passage ways which make
up the lower 2/3 of the IDG/VSCF Air /Oil Heat Exchanger .
The VSCF/ Backup generator (BUG) oil enters the

IDG/VSCF Air /Oil Heat Exchanger and flows through the
several oil passage ways that make up the upper 1/3 of the
IDG/VSCF Air /Oil Heat Exchanger .
The fan discharge air flows around the oil passages of both
sections of the IDG/VSCF Air /Oil Heat Exchanger .
Each section of the IDG/VSCF Air/Oil Heat Exchanger has

its own individual oil drain port.
EFFECTIVITY
B777/GE90-110B, -115B Page 13-8
IDG/VSCF AIR/OIL HEAT EXCHANGER

EFFECTIVITY
B777/GE90-110B, -115B Page 13-9
The IDG Fuel/Oil Heat Exchanger is located on the

forward side of the fuel adapter pad on the right hand
side of the accessory gearbox.
The IDG Fuel/Oil Heat Exchanger provides cooling of the

IDG oil.

is turning and providing fuel and IDG oil flow.
The main fuel flow enters and flows through the IDG
Fuel/Oil Heat Exchanger tubes before leaving the heat
exchanger. The IDG oil flow makes several passes over
the fuel tubes before leaving the heat exchanger.
EFFECTIVITY
B777/GE90-110B, -115B Page 13-10

EFFECTIVITY
B777/GE90-110B, -115B Page 13-11
IDG OIL INLET TEMPERATURE SENSOR
The IDG Oil Inlet Temperature Sensor is mounted in the

IDG oil in tube on the heatshield above and left of the
IDG.
The purpose of the IDG sensor is to provide the

temperature of the IDG inlet oil to the FADEC.
The IDG Oil Inlet Temperature Sensor is a resistive

well in the oil in line where the resistance of the sensing
elements change with the oil temperature. The IDG inlet oil
temp sensing element does not come into direct contact
with the oil.
EFFECTIVITY
B777/GE90-110B, -115B Page 13-12
IDG OIL INLET TEMPERATURE SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 13-13
EFFECTIVITY
B777/GE90-110B, -115B Page 13-14
14. BUG Lubrication Systems

TAB Here

BACKUP GENERATOR (VSCF) LUBRICATION SYSTEM
Objectives:
…. Identify the VSCF lubrication cooling system LRUs.

…. Locate the VSCF lubrication cooling system LRUs.
EFFECTIVITY
B777/GE90-110B, -115B Page 14-1
BACKUP GENERATOR (VSCF) LUBRICATION Fault monitoring information is provided to the aircraft by
COOLING SYSTEM the FADEC.
The Backup Generator lubrication cooling system is

located along the left hand side of the high pressure
compressor.
The Backup Generator (Boeing furnished) has an

independent lubrication system. The engine provides for
the cooling of the Backup Generator lubrication oil. The
VSCF lubrication oil cooling system contains the following
engine mounted items:
- VSCF Outlet Temperature Sensor

- Oil/Oil Heat Exchanger
- IDG/Backup Generator (VSCF) Air/Oil Heat
Exchanger
- VSCF Inlet Temperature Sensor
The Backup Generator (BUG) lubrication cooling system

operates any time the engine is running.
The lubrication oil exits the Backup Generator and flows

past the VSCF Outlet Temperature Sensor and through the
Oil/Oil Heat Exchanger. The lubrication oil then passes
through the IDG/Backup Generator Air/Oil Heat Exchanger
past the VSCF Inlet Temperature Sensor and back into
the Backup Generator.
EFFECTIVITY
B777/GE90-110B, -115B Page 14-2
BACKUP GENERATOR (VSCF) LUBRICATION COOLING SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 14-3
VSCF OIL OUTLET TEMPERATURE SENSOR
The VSCF Oil Outlet Temperature Sensor is in the VSCF

oil out line. It is mounted on a bracket at 7:00 at stage 1 of
the HPC case.
The purpose of the VSCF sensor is to provide the

temperature of the Backup Generator outlet oil to the
FADEC.
The VSCF Oil Outlet Temperature Sensor is a resistive

well in the oil-out line where the resistance of the sensing
elements change with the oil temperature. The VSCF oil
outlet temp sensing element does not come into direct
contact with the oil.
EFFECTIVITY
B777/GE90-110B, -115B Page 14-4
VSCF OIL OUTLET TEMPERATURE SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 14-5
The Oil/Oil Heat Exchanger is mounted on the fan hub

frame at the 7:30 position.
The VSCF Oil/Oil Heat Exchanger provides cooling of the

engine oil.
Heat exchanging takes place whenever the core engine is

turning, providing engine oil and Backup Generator oil flow.
The engine oil enters and flows through the Oil/Oil Heat
Exchanger tubes before leaving the heat exchanger. The
Backup Generator oil flow makes several passes over the
engine oil tubes before leaving the heat exchanger.
EFFECTIVITY
B777/GE90-110B, -115B Page 14-6

EFFECTIVITY
B777/GE90-110B, -115B Page 14-7
IDG/BACKUP GENERATOR (VSCF) AIR/OIL HEAT

EXCHANGER
The IDG/Backup Generator (VSCF) Air /Oil Heat

Exchanger is mounted to a bracket on the high pressure
compressor left hand side at 9:00.
The IDG/Backup Generator (VSCF) Air/Oil Heat

Exchanger contains two separate and independent air/oil
heat exchangers which provides cooling of the separate
IDG and Backup Generator (BUG / VSCF) lubrication oils.
Heat exchanging takes place whenever the engine is

turning and providing IDG/Backup Generator oil flows and
fan airflow.
The BUG / VSCF oil enters the IDG/BUG Air /Oil Heat
Exchanger and flows through the several oil passage ways
that make up the upper 1/3 of the IDG/BUG Air /Oil Heat
Exchanger .
The IDG oil enters the IDG/VSCF Air /Oil Heat Exchanger
and flows through the several oil passage ways which make
up the lower 2/3 of the IDG/VSCF Air /Oil Heat Exchanger .
The fan discharge air flows around the oil passages of both
sections of the IDG/VSCF Air /Oil Heat Exchanger .
Each section of the IDG/Backup Generator (VSCF) Air/Oil

Heat Exchanger has its own individual oil drain port.
EFFECTIVITY
B777/GE90-110B, -115B Page 14-8
IDG/BACKUP GENERATOR (VSCF) AIR/OIL HEAT EXCHANGER

EFFECTIVITY
B777/GE90-110B, -115B Page 14-9
VSCF OIL INLET TEMPERATURE SENSOR
The VSCF Inlet Oil Temperature Sensor is in an adapter

attached to the VSCF oil in tube. It is mounted on stage 2 of
the HPC case at 8:00.
The purpose of the VSCF sensor is to provide the

FADEC with the temperature of the oil returning to the BUG
/ VSCF.
The BUG / VSCF Oil inlet temperature sensor is a resistive

well in the oil-in line where the resistance of the sensing
elements change with the oil temperature. The BUG / VCF
inlet oil temp sensing element does not come into direct
contact with the oil.
EFFECTIVITY
B777/GE90-110B, -115B Page 14-10
VSCF OIL INLET TEMPERATURE SENSOR

EFFECTIVITY
B777/GE90-110B, -115B Page 14-11
EFFECTIVITY
B777/GE90-110B, -115B Page 14-12
15. AVM Systems

TAB Here

AIRBORNE VIBRATION MONITORING (AVM) SYSTEM
Objectives:
…. Identify the AVM system accelerometers.

…. Locate the AVM system accelerometers.
EFFECTIVITY
B777/GE90-110B, -115B Page 15-1
GE PROPRIETARY INFORMATION 77-31-00 Jul 04
AIRBORNE VIBRATION MONITORING SYSTEM
Airborne Vibration Monitoring (AVM) System

accelerometers provide the amount of fan and low pressure
turbine vibration to the aircraft Airborne Vibration Monitor.
The AVM system is made up of the following engine
mounted items:
- No. 1 Bearing Accelerometer

- Turbine Center Frame Accelerometer
The AVM system accelerometers operate individually and

without any inputs.
The accelerometers are piezoelectric devices. When

they are vibrated the accelerometers produce an
electrical signal. This signal is sent to the aircraft
Remote Charge Converter (RCC) and then to the AVM.
The fan and low pressure turbine vibrations are picked up

by the independently mounted accelerometers and sent
to the Airborne Vibration Monitor where fan, core and LPT
vibration levels and phase angles will be determined.
EFFECTIVITY
B777/GE90-110B, -115B Page 15-2
AIRCRAFT VIBRATION MONITORING SYSTEM

EFFECTIVITY
B777/GE90-110B, -115B Page 15-3
AVMS ACCELEROMETERS
Airborne Vibration Monitoring (AVM) System No.1 Bearing

Accelerometer connector is located at the 7:00 position of
the fan frame hub. The TCF Accelerometer is mounted
at the 10:00 position of the turbine center frame.
The accelerometers are piezoelectric devices. When they

are vibrated the accelerometers produce electrical
signals.
The No. 1 bearing accelerometer is mounted on the

number one bearing housing and the lead runs AFT through
the fan hub frame where the aircraft wiring connects.
The No. 1 bearing accelerometer in NOT a line replaceable

unit. If the No. 1 bearing accelerometer fails, the AVM
system can be reprogrammed to operate with input from the
TCF accelerometer only.
The Turbine Center Frame (TCF) accelerometer has an

integral lead and is mounted to the TCF with three bolts,
and is line replaceable..
EFFECTIVITY
B777/GE90-110B, -115B Page 15-4
AIRCRAFT VIBRATION MONITORING ACCELEROMETERS

EFFECTIVITY
B777/GE90-110B, -115B Page 15-5
EFFECTIVITY
B777/GE90-110B, -115B Page 15-6
16. Drain Systems

TAB Here

DRAIN SYSTEM
Objectives:
…. Identify the drain system sources.

…. Locate the drain system sources.
EFFECTIVITY
B777/GE90-110B, -115B Page 16-1
DRAIN SYSTEM The oil tank scupper collects spillage, which may occur
during oil serving of the tank, and drains it to the bottom of
The Drain System is located at the 6:00 position of the high the fan cowl.
pressure compressor case.
The Power Door Opening System (PDOS) pump drain line
The drain system collects leakage from the accessory connects to the oil tank scupper line.
gearbox adapter drive pads, fuel actuated valves, fuel
driven actuators, the oil tank scupper & PDOS pump and The Aircraft Maintenance Manual (AMM) contains
drains them overboard. individual drain line leakage limits.
The source of the leakage for each drain mast port is

marked on the side of the drain mast.
Leakage from the accessory gearbox drive pads are

drained overboard through individual lines attached to the
drain mast.
The fuel actuated HPT ACC valve connections have drain

cans which collect line and valve internal leakage. This
leakage is then drained overboard by an external line
through the drain mast.
The fuel driven (VSV, VBV) actuators have drain cans

which collect line and actuator internal leakage. This
leakage is then drained overboard by an external line
through the drain mast.
EFFECTIVITY
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DRAIN SYSTEM
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DRAIN MAST
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DRAIN CAN
Drain cans collect fuel line and/or internal valve or actuator

leakage.
Drain cans are install on the B-nut connection of the engine

fuel actuated valves and actuators. You will find drain cans
on the fuel lines of the following valves and actuators:
- Variable Stator Vane Actuators

- Variable Bleed Vane Actuators
- HPT Active Clearance Control Valve
Leakage collected by the drain cans will be drained

overboard through the engine drain mast.
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DRAIN CAN
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17. Engine Buildup Unit

TAB Here

ENGINE BUILDUP UNIT (BOEING)
Objectives:
…. Identify the engine buildup unit items.

…. Locate the engine buildup unit items.
EFFECTIVITY
B777/GE90-110B, -115B Page 17-1
ENGINE BUILDUP UNIT (EBU)
The engine is one of many aircraft systems. Due to

necessity or for convenience, many airframe manufacturer
supplied components are installed on the engine. They
include (but are not limited to) parts of the following aircraft
systems:
- Fuel System
- Electrical Power System
- Fire Protection System
- Hydraulic Power System
- Engine Anti-Ice System
- Pneumatic System
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FUEL SYSTEM
The fuel system EBU component mounted on the engine is:
- The main fuel tube
The main fuel tube is located on the FWD right side of the
high pressure compressor.
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FUEL SYSTEM
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ELECTRICAL POWER SYSTEM
The aircraft EBU electrical power system components

mounted on the engine are:
- Backup Generator
- Integrated Drive Generator (IDG)
- generator remote oil service lines
with associated brackets, tubes and cabling.
The Backup Generator is located on the left, FWD face

of the accessory gearbox.
The Integrated Drive Generator is located on the left, AFT

face of the accessory gearbox.
The IDG and Backup generator remote oil service lines are
attached to the AFT side of the engine drain mast.
EFFECTIVITY
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BACKUP GENERATOR INTEGRATED DRIVE GENERATOR

EFFECTIVITY
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FIRE PROTECTION SYSTEM
The aircraft EBU fire protection system components

- Fan case overheat detectors

- Aft Left, Aft Lower and Aft Right Fire detectors
- Forward Lower Fire detector
- fire extinguishing nozzles
With associated brackets and cabling.
The fan case overheat detectors are located on the fan

case just above the FADEC.
The Aft Left, Aft Lower and Aft Right fire detectors
surround the engine turbine center frame.
The Forward Lower Fire detector runs up and down the

aft side of the engine drain mast.
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FIRE PROTECTION SYSTEM (SHEET 1)

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FIRE PROTECTION SYSTEM CONT.
The additional aircraft EBU fire protection

system component mounted on the engine
is:
The fire extinguishing nozzles consisting of:
- tubes
- fire extinguishing nozzles
With associated brackets and cabling.
EFFECTIVITY
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EFFECTIVITY
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HYDRAULIC POWER SYSTEM
The aircraft EBU hydraulic power system components

- Engine Driven Hydraulic Pump
with associated brackets, lines and cabling.
The hydraulic pump is attached to the left, forward face of

the accessory gearbox.
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ENGINE DRIVEN HYDRAULIC PUMP

EFFECTIVITY
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ENGINE ANTI-ICE (EAI) SYSTEM
The aircraft EBU engine anti-ice (EAI) system components

- EAI valve
- EAI valve controller
- EAI pressure sensors
- EAI controller air cooler
with associated brackets, ducts and cabling.
The EAI ducts runs from the EAI valve up to the fan case
and forward to the inlet cowl.
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ENGINE ANTI-ICE SYSTEM (SHEET 1)

EFFECTIVITY
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ENGINE ANTI-ICE (EAI) SYSTEM (CONT.)
The EAI valve is located on the high pressure

compressor case just above the VSCF/IDG air/oil heat
exchanger.
The EAI valve controller is located at aft fan case at 6:30.
The EAI pressure sensors are located at 11:00 position

of the aft fan case.
The Controller Air Cooler is located on the high pressure

compressor at 11:00.
EFFECTIVITY
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EFFECTIVITY
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PNEUMATIC SYSTEM
The aircraft EBU pneumatic system components mounted

on the engine are:
- Engine air supply pneumatic ducts

- Intermediate Pressure Check Valve (IPCV)
- High pressure shutoff valve (HPSOV)
- Controller Air Cooler
- High Pressure Fan Air Valve Controller (HPFAVC)
- Intermediate Pressure Sensor
with associated brackets, tubes and cabling.
The engine air supply pneumatic ducts are attached to

the right hand side of the engine high pressure
compressor.
The IPCV and HPSOV are located in the engine air

supply ducts.
The Controller Air Cooler is located on the high pressure

compressor at 11:00.
The HPFAV Controller is located at 9:00 on the aft fan

case.
The Intermediate Pressure Sensor is located at 6:00 on

the aft fan case.
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PNEUMATIC SYSTEM (SHEET 1)

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PNEUMATIC SYSTEM (CONT.)
The aircraft EBU pneumatic system components mounted

above the engine are:
- Pressure regulating and shutoff valve (PRSOV)

- Pressure regulating and shutoff valve (PRSOV)
controller
- Fan air modulating valve (FAMV)
- Precooler
The FAMV and Precooler are attached to the aircraft

strut above the engine.
The PRSOV is attached to the bottom, forward edge of

the Precooler.
The PRSOV controller is located on the aft end of the fan

case at 7:00.
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18. Primary Display System

TAB Here

PRIMARY DISPLAY SYSTEM
Objectives:
…. Identify the drain system sources.

…. Locate the drain system sources.
EFFECTIVITY
B777/GE90-110B, -115B Page 18-1
PRIMARY DISPLAY SYSTEM - COMPONENT Miscellaneous Components

LOCATIONS
Other controls and switches on the flight deck are:
Major Components
- Left control display unit (CDU)
The primary display system major components of the flight - Right CDU
deck display are: - Center CDU.
- Left outboard display unit (DU)

- Left inboard DU
- Right outboard DU
- Right inboard DU
- Upper center DU
- Lower center DU
- Left electronic flight instrument system (EFIS)
control panel (CP)
- Right EFIS CP
- Display select panel (DSP)
- Left cursor control device (CCD)
- Right CCD
- Left remote light sensor (RLS)
- Right RLS
- Captain's display switching panel
- First Officer's display switching panel
- Center display control panel
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - COMPONENT LOCATIONS

EFFECTIVITY
B777/GE90-110B, -115B Page 18-3
PRIMARY DISPLAY SYSTEM - EICAS DISPLAY thrust reverser is in transit and is green when the thrust
FORMAT reverser is fully extended.
The engine indicating and crew alert system (EICAS) Engine Parameters
display normally show on the upper center display unit
(DU). When the upper center DU fails, the display The engine parameters show in a round dial format in a
automatically shows on the lower center DU. The display vertical column. N1 shows first, then EGT. Each
shows primary engine parameters and other data which parameter has a digital readout and an analog round dial.
require continuous display for flight safety. The EICAS
display shows: N1
- Primary engine parameters The N1 scale starts at an N1 minimum (3 o'clock position).

- Total air temperature (TAT) and assumed N1 maximum shows at the 210 degree position. A pointer
temperature and the gray shading behind the pointer shows the actual
- Thrust reference mode N1. An amber bar at the upper end of the scale shows
- Thrust reverser indication N1 maximum. Digital readouts for N1 show above the
- Anti-ice indication round dials. N1 command shows as a white sector that
- Pressurization indications moves around the N1 scale. The reference N1 shows as
- Alerting and other annunciation messages a green digital readout above the actual N1 box.
- Engine in-flight start envelope
- Gear position Anti-Ice Indication
- Flap position
- Fuel data A green engine anti-ice (EAI) indication show next to the
N1 scale when the engine anti-ice valve is open. The wing
Thrust Reverser Indication anti-ice (WAI) indication shows near the bottom of the N1
scale when the wing anti-ice valve is open.
REV shows above each engine N1 actual readout when
the thrust reverser is in transit or the extended position.
The indication temporarily overrides the primary thrust
reference readout. The REV readout is amber when the
EFFECTIVITY
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EFFECTIVITY
B777/GE90-110B, -115B Page 18-5
EGT
EGT also shows in a round dial format. A pointer and a

gray scale show the actual values. Redline limits, amber
band and amber band limits show on the scales. Digital
readouts for EGT show above the analog dial.
When an engine exceedance occurs, this data changes

from white to red or amber:
- Scale
- Digital readout
- Digital readout box
- Fill area.
For redline exceedances, the box around the digital

readout stays red after the exceedance indication.
The CANC/RCL switch removes or shows the exceedance

indication.
The engine exceedance maintenance page shows the

exceedance information and controls the data, Both N1
and EGT show exceedances when they occur.
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - EICAS DISPLAY FORMAT

EFFECTIVITY
B777/GE90-110B, -115B Page 18-7
PRIMARY DISPLAY SYSTEM - DISPLAY SELECT - CHKL: Checklists

PANEL - COMM: Communication function
- NAV: Navigation display
The display select panel (DSP) control the formats on the
two inboard and the center lower display units. On an inboard DU, if you select the same display that
shows, the navigation display format will show. On the
DU Selection Controls lower center DU, if you select the same display that
shows, the DU blanks.
There are three switches at the top of the panel. The
labels on the switches are L INBD, R INBD, and LWR The ENG, FUEL, and AIR switches also control
CTR. Each switch has a light that comes on when you set information on the EICAS and compacted engine displays
the switch. The switches select which display unit (left when EICAS is in the limited mode.
inboard, right inboard, or lower center) responds to the
mode select switches. The three select switches are Cancel/Recall Switch
latched electronically, only one switch is active at a time.
The cancel/recall (CANC/RCL) switch cancels and recalls
Mode Controls EICAS caution and advisory messages.
The mode select switches are alternate action switches

that control the display of these formats:
- ENG: Engine secondary

- STAT: Status page
- ELEC: Electrical synoptic
- HYD: Hydraulic synoptic
- FUEL: Fuel synoptic
- AIR: Air synoptic
- DOOR: Door synoptic
- GEAR: Gear synoptic
- FCTL: Flight controls synoptic
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - DISPLAY SELECT PANEL

EFFECTIVITY
B777/GE90-110B, -115B Page 18-9
PRIMARY DISPLAY SYSTEM - SECONDARY ENGINE Fuel flow

DISPLAY FORMAT
A digital readout shows fuel flow in units of thousands of
The secondary engine display shows on the center lower kilograms per hour for each engine just below the N2
display unit (DU) at power-up. The display shows scale. There are no exceedance indications for fuel flow.
secondary engine parameters not required for continuous
display. The ENG switch on the EICAS display select Oil Pressure, Temperature, Quantity
panel controls the display.
Oil pressure show as a digital readout and filled, moving
This display show this information: pointers on a vertical analog scale. Oil pressure has a
lower red line limit and upper and lower amber band limit.
- High pressure rotor speed (N2)
- Fuel flow Oil temperature shows as a digital readout in degrees C
- Oil pressure and filled, moving pointers on a vertical analog scale. Oil
- Oil temperature temperature has an upper and lower red line limit and a
- Oil quantity high and low amber band limit.
- Engine vibration
- In-flight start data For both oil pressure and oil temperature, these change
colors (white to amber to red) as the parameter exceeds
N2 applicable high or low limits:
N2 shows as a digital readout and a round analog scale. - Digital readouts

The display units are percent RPM. Red lines and color - Readout boxes
code for exceedance are the same as the N1 display on - Pointers
the EICAS display format.
Oil quantity shows as a digital readout in liters. For a low
oil quantity condition, the digital readout changes to
reverse video and a LO message shows next to the
readout.
EFFECTIVITY
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EFFECTIVITY
B777/GE90-110B, -115B Page 18-11
Engine Vibration
Engine vibration shows at the bottom of the page as a

digital readout and a moving pointer on an analog scale.
Vibration shows in normalized units from zero to five. The
scale is white. A message shows below each digital
readout. The message shows the rotor with the highest
vibration level. The messages are N1, N2, or BB
(broadband). During a high vibration condition, the
vibration indication goes to reverse video.
In-Flight Start Data
During in-flight start conditions, if airspeed and altitude

conditions require cross-bleed, then a X-BLD message
shows. A fuel-on line shows the RPM level where the
crew applies fuel. The message and indication are
magenta. The fuel-on line shows when an engine shuts
down in the air.
During an in-flight engine shutdown, the secondary

engine display format automatically shows.
Duct Pressure
The duct pressure legend and readout show when one of

the engines is not running and the fire handle is not pulled.
EFFECTIVITY
B777/GE90-110B, -115B Page 18-12
PRIMARY DISPLAY SYSTEM - SECONDARY ENGINE DISPLAY FORMAT

EFFECTIVITY
B777/GE90-110B, -115B Page 18-13
PRIMARY DISPLAY SYSTEM - ENGINE MAINTENANCE display units.

PAGES OVERVIEW
The EICAS event record switch on the center display
There are 18 system maintenance pages. Four of these control panel lets the operator take a manual snapshot of
are engine maintenance pages. The maintenance pages all applicable maintenance pages at the same time. A
supply information that is useful in the analysis and repair snapshot is a picture of a maintenance page frozen in
of airplane systems. time.
You can select and see maintenance pages any time the You use the cursor control device (CCD) to control more
airplane is on the ground or any time the airplane is above menu selections. Move your finger on the CCD touchpad
ten thousand feet. to move the cursor symbol on the display. When the
cursor is over the desired selection, use the cursor
The information shows in real time or as snapshot (manual activation switch to make the selection. Each corner of
event or auto event). Snapshots occur automatically the CCD touchpad has a "hot spot". This causes the
when individual systems exceed established parameters. cursor to go the related corner of the display. This gives
The operator can print or down link the maintenance you quick access to frequently used menu selections
pages to ground stations.
You can also take a manual snapshot of all the

maintenance pages or of individual maintenance pages.
Maintenance Page Controls
The MAINT INFO prompt on the left, center, or right

central display unit (CDU) gives access to the
maintenance pages on the multifunction display (MFD).
You use the display select panel and the display switching
panels to show the maintenance page display selection
menu on the lower center, left inboard, or right inboard
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - ENGINE MAINTENANCE PAGES OVERVIEW

EFFECTIVITY
B777/GE90-110B, -115B Page 18-15
PRIMARY DISPLAY SYSTEM - CURSOR CONTROL the switch with the thumb. This switch gives a tactile
DEVICES feedback.
Flight crews and maintenance personnel use the cursor Touch Pad
control devices (CCD) for the data communication
management function, to control the maintenance page The cursor follows your finger on the display when you
format selections and to control selections on the side move a finger across the touch pad. Each touch pad has
displays. hot spots. These hot spots are at each corner of the
active display when you touch a corner of the touch pad.
Controls This gives the operator quick access to frequently used
menu selections. In some instances, the cursor
The CCD has three momentary cursor location switches automatically moves to the next selection.
for display selection, one cursor select switch on the side
for selection, and a touch pad.
The cursor location switches are:
- SIDE: This switch connects the CCD to the onside

side display
- LWR CTR: This switch connects the CCD to the
lower center display
- INBD: This switch connects the CCD to the inboard
display.
Each cursor location switch has a cursor location light

(green LED) that comes on when you select the switch.
Use the cursor select switch to make a selection when the

cursor on the display is in an active area. You operate
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - CURSOR CONTROL DEVICES

EFFECTIVITY
B777/GE90-110B, -115B Page 18-17
PRIMARY DISPLAY SYSTEM - MAINTENANCE PAGE

MAIN MENU BAR SELECTIONS
The main menu bar lets the operator choose a specific

function and move from one function to another. The
functions available are:
- DISPLAY SELECTION - This prompt lets the

operator show real time or existing, manual
snapshots, or auto snapshots of maintenance
pages.
- PRINT SELECTION - This prompt lets the operator
print real time or existing, manual snapshots, or
auto snapshots of maintenance pages.
- DATALINK SELECTION - This prompt lets the
operator down link real time or existing, manual
snapshots, or auto snapshots of maintenance
pages.
- ERASE SELECTION - This prompt lets the operator
erase manual snapshots of maintenance pages.
After a selection, the main menu function highlights.
The maintenance pages are in ATA sequence on all the

menu pages. For the ERASE function, only those ATAs
with manual snapshots in memory show.
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - MAINTENANCE PAGE MAIN MENU BAR SELECTIONS

EFFECTIVITY
B777/GE90-110B, -115B Page 18-19
PRIMARY DISPLAY SYSTEM - MAINTENANCE PAGE - 28 FUEL QUANTITY

DISPLAY SELECTION MENUS - 28 FUEL MANAGEMENT
- 29 HYDRAULIC
The DISPLAY menu gives access when you select a - 30 ICE PROTECTION
maintenance page to real time information, auto - 31 MAINTENANCE TASK
snapshots, and manual snapshots. These are the display - 32 LANDING GEAR ACTUATION/INDICATION
selections: - 32 LANDING GEAR BRAKES/STEERING
- 36 AIR SUPPLY
- SHOW DISPLAY - This selection shows the real - 49 APU
time display of the maintenance page. It also - 71 PERFORMANCE
shows a single auto or manual snapshot in memory - 71 EPCS
- SHOW LIST - This selection shows if there is more - 71 PROPULSION DATA LIMITS
than one auto or manual snapshot in memory. - 71 LEFT ENGINE EXCEEDANCE
- 71 RIGHT ENGINE EXCEEDANCE.
A blank area next to any selection means there are no
selections for that maintenance page.
Maintenance Page Selections
There are three pages of maintenance page selections.

They show in ATA sequence. A scroll bar at the right of
the display lets the operator select the appropriate menu
page. A highlight shows around the applicable page
number. These are the selections:
- 21 AIR CONDITIONING
- 24 ELECTRICAL
- 26 FIRE PROTECTION
- 27 FLIGHT CONTROLS
- 27 FLAP/SLAT
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - MAINTENANCE PAGE DISPLAY SELECTION MENUS

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PRIMARY DISPLAY SYSTEM - MAINTENANCE PAGE

AUTO AND MANUAL EVENT MENU PAGES
The SHOW DISPLAY prompt shows next to the

maintenance page in the applicable column when one
manual or auto snapshot is in memory.
The SHOW LIST prompt shows next to the maintenance

page when there is more than one manual or auto
snapshots for that system.
The selection of the SHOW LIST prompt causes a menu

to show that lists the snapshots that are memory. AIMS
stores up to five manual snapshots and five auto
snapshots for each system. The menu page shows the
maintenance page category at the top and the date and
time of each snapshot. The auto event menu page also
shows the associated auto event message.
The SHOW DISPLAY prompt causes the maintenance

page in memory to show on the display unit.
The MAIN MENU prompt at the bottom right returns the

operator to the main DISPLAY SELECTION menu.
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - MAINTENANCE PAGE AUTO AND MANUAL EVENT MENU PAGES
EFFECTIVITY
B777/GE90-110B, -115B Page 18-23
PRIMARY DISPLAY SYSTEM - INDIVIDUAL - ERASE - This selection lets the operator erase the
MAINTENANCE PAGE MENUS manual or auto snapshot for maintenance page that
shows. This selection does not show for a real
Each maintenance page format except for the time format
maintenance task page has several possible menu - RECORD - This selection lets the operator take a
selections. The SHOW PG MENU or the CANCEL PG manual snapshot of the maintenance page that
MENU shows in the top left corner or each maintenance shows (real time only)
page. - NEXT PAGE and PREV PAGE - This selection lets
the operator page through a sequence of pages for
The SHOW PG MENU causes several menu selections to systems that have more than one page format
show across the bottom of the maintenance page and - PREV MENU - This selection lets the operator return
causes the CANCEL PG MENU selection to show at the to MANUAL (AUTO) EVENT SELECTION page for
top left of the display. the maintenance page that shows if they were
accessed by the MANUAL (AUTO) EVENT
The CANCEL PG MENU causes the menu selections SELECTION menu pages
across the bottom of the maintenance page to go away - MAIN MENU - The selection lets the operator return
and causes the SHOW PG MENU selection to show at to the DISPLAY SELECTION menu page. This
the top left of the display. selection is available on the maintenance task
maintenance page.
The menu functions are available for real time, auto, or
manual snapshot displays.
These are the commands that show across the bottom of

the display:
- SEND - This selection lets the operator down link

the maintenance page that shows
- PRINT - This selection lets the operator print the
maintenance page that shows
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - INDIVIDUAL MAINTENANCE PAGE MENUS

EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - PERFORMANCE Date and Time

MAINTENANCE PAGE
In the real time mode, the date field shows the current
The performance maintenance page is available in these date and universal coordinated time (UTC).
three display modes:
In the manual event mode and auto event mode, the date
- Real time field shows the date and UTC of the incident.
- Manual event
- Auto event. System Data
Title The performance maintenance page shows:
The title show the display mode. The title shows as: - Airplane state data
- Engine parameters
- PERFORMANCE for the real time mode - Engine vibration
- PERFORMANCE MAN for the manual event mode - Engine oil parameters.
- PERFORMANCE AUTO for the auto event mode.
Auto Event Message
In the real time mode, the auto event message shows for
the most recent auto event in memory. If there are no
auto events in memory, the message field is blank.
In the auto event mode, the message for the incident

shows.
There is no message in the manual event mode.
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - PERFORMANCE MAINTENANCE PAGE

EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - EPCS MAINTENANCE In the auto event mode, the message for the incident
PAGES shows. The message shows on both pages.
There are two electronic propulsion control system There is no message in the manual event mode.
(EPCS) maintenance pages. They are available in these
three display modes: Date and Time
- Real time In the real time mode, the date field show the current date
- Manual event and universal coordinated time (UTC).
- Auto event.
In the manual event mode and the auto event mode, the
Title date field shows the date and UTC of the incident.
The titles show the display mode and page number. The System Data
titles show as:
The information on EPCS maintenance page 1/2 includes:
- EPCS PG 1/2 for the real time mode
- EPCS PG 2/2 for the real time mode - Channel in control
- EPCS MAN 1/2 for the manual event mode - Rotor speed information
- EPCS MAN 2/2 for the manual event mode - Thrust reverser information
- EPCS AUTO 1/2 for the auto event mode - Engine temperature and pressure data.
- EPCS AUTO 2/2 for the auto event mode.
The information on EPCS maintenance page 2/2 includes:
Auto Event Message
- Channel in control
In the real time mode, the auto event message shows for - Oil pressure and temperature
the most recent auto event in memory. If there are no - Status message codes (hexadecimal).
auto events in memory, the message field is blank. The
message shows on both pages.
EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - EPCS MAINTENANCE PAGES

EFFECTIVITY
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PRIMARY DISPLAY SYSTEM - PROPULSION DATA The information on the limits maintenance page 2/2 for
LIMITS MAINTENANCE PAGES propulsion data includes:
There are two maintenance pages for propulsion data - Takeoff thrust
limits. They are available in the real time display mode - Fuel on command
only. - Minimum idle
- Oil quantity
Title - Engine vibration
- Exceedance profile
The title show the page. The titles show as: - In-flight relight data points
- Cross-bleed start data points
- PROPULSION DATA LIMITS PG 1/2 - APU data limits.
- PROPULSION DATA LIMITS PG 2/2.
System Data
The propulsion data limits maintenance pages show

engine red line and amber line exceedance limits. The
information shows on two pages.
The information on the limits maintenance page 1/2 for

propulsion data includes:
- Rotor speeds
- EGT
- Oil pressure
- Oil temperature
- Oil pressure data points.
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PRIMARY DISPLAY SYSTEM - PROPULSION DATA LIMITS MAINTENANCE PAGES

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PRIMARY DISPLAY SYSTEM - ENGINE EXCEEDANCE The exceedances show in order of occurrence with the
MAINTENANCE PAGES most recent exceedance in the right hand column.
There are two separate engine exceedance maintenance

pages, one for the left engine and one for the right engine.
They are available in the auto event display mode only.
Title
The title shoes the engine. The titles show as:
- L ENG EXCD
- R ENG EXCD.
System Data
The engine exceedance maintenance pages show engine

red line and amber line exceedance profiles. Profiles
show for:
- N1 amber band/red line exceedance mini-profile.

- N2 amber band/red line exceedance mini-profile.
- EGT start limit exceedance profile.
- EGT amber band/red line exceedance profile.
Each profile area stores up to four exceedances in non

volatile memory (NVM). The date and time of each
exceedance show at the top of the profile. The
parameter message follows the date. The profile data
follows the message.
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PRIMARY DISPLAY SYSTEM - ENGINE EXCEEDANCE MAINTENANCE PAGES

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19. Central Maintenance Computing

Systems
TAB Here
CENTRAL MAINTENANCE COMPUTING SYSTEM
Objectives:
…. State the purpose of the maintenance access terminal functions that

interface with the engine.
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The Central Maintenance Computing System (CMCS)

collects and stores maintenance data for most of the
airplane systems. The data shows on these displays:
- Maintenance Access Terminal (MAT)

- Portable Maintenance Access Terminal (PMAT)
- Side Displays.
Menu selections on the MAT give access to maintenance

functions based on type of task. The CMCS primary
functions include:
- Fault processing
- Testing
- Data Loading
The CMCS also does these functions:
- Fault history
- Input monitoring
- Configuration reporting
- Shop faults
- Engine balancing
- Report generation.
The MAT also supplies access to on-line help.
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FAULT PROCESSING CONCEPT Many flight log entries have an FDE. The ground crew
examines and makes an analysis of additional FDEs
The central maintenance computing system (CMCS) before they release the airplane.
does these things:
Maintenance Messages
- Monitors airplane systems for faults
- Processes fault information Maintenance messages supply the ground crew with
- Supplies maintenance messages. detailed fault information to help in troubleshooting.
Airplane systems monitor for system faults. If an
The CMCS also monitors flight deck effect (FDE) activity. airplane system finds a fault, it sends maintenance
The CMCS matches, or correlates, applicable FDEs and message data to the CMCS. The CMCS processes the
maintenance messages. data and shows a maintenance message so the
maintenance crew can examine it and find a corrective
Flight deck effects (FDEs) tell the flight and ground crews action.
of conditions related to safe operation. The ground crew
must find the cause of an FDE to find the corrective FDE/Maintenance Message Correlation
action. You use this information along with these
manuals to isolate airplane faults The CMCS has logic that makes a relation between
maintenance messages and FDEs. When an FDE
- Fault isolation manual (FIM) occurs and the CMCS receives a maintenance message
- Airplane maintenance manual (AMM) that has a relation to the FDE, the CMCS correlates the
- Ramp maintenance manual (RMM). FDE, the CMCS correlates the FDE to the message.
Flight Deck Effects
The airplane systems monitor conditions related to loss

of a system or function. If a condition exists that
requires repair or deferral, the airplane system sends
FDE data to the AIMS primary display system (PDS).
The PDS shows the FDE.
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FAULT PROCESSING CONCEPT

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COMPONENT LOCATIONS
The maintenance access terminal (MAT) is on the P18

panel.
The MAT keyboard is on the P18 panel in front of the

MAT.
The portable maintenance access terminal (PMAT)

receptacle is on the left side on the MAT on the P18
panel.
The left side display is on the P13 panel.
The right side display is on the P14 panel.
The GROUND TEST switch is on the P61 overhead

maintenance panel.
Main Equipment Center
The left AIMS cabinet is on the E3-1 shelf. The right

AIMS cabinet is on the E2-1 shelf.
The PMAT is on top of the E-4 rack.
The PMAT receptacle is between the E-3 and E-4 racks.
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COMPONENT LOCATIONS
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MAINTENANCE ACCESS TERMINAL
The maintenance access terminal (MAT) gives access to

the central maintenance computing system (CMCS) and
the airplane condition monitoring system (ACMS).
The MAT has these four line replaceable units (LRUs):
- MAT chassis
- MAT display
- MAT disk drive module
- MAT cursor control device
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MAINTENANCE ACCESS TERMINAL

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MAINTENANCE ACCESS TERMINAL KEYBOARD
The MAT keyboard supplies:
- Standard keyboard functions

- Alternate cursor control capability
The MAT keyboard stows on edge in the built-in stowage

slot.
The keyboard has a non-removable cable at the back

that connects to airplane wiring inside the keyboard slot.
The keyboard cable is 48 inches (120 cm) long.
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MAINTENANCE ACCESS TERMINAL KEYBOARD

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PORTABLE MAINTENANCE ACCESS TERMINAL
The portable maintenance access terminal (PMAT) lets

the operator access the CMCS and the airplane condition
monitoring system (ACMS) from various locations on the
airplane. All functions available on the maintenance
access terminal are available on the PMAT. The
locations are:
- Flight deck
- Main equipment center
- Nose wheel well
- Right main wheel well
- Service access door, near the tail.
The PMAT in the main equipment center is permanently

mounted on top of the E4 rack.
The PMAT weighs approximately 16 pound (7.3 kg).
An interface cable connects to the back of the PMAT and

supplies an interface to the airplane.
The PMAT receptacle supplies an interface between a

PMAT and the avionics local area network (AVLAN). The
PMAT receptacle in the main equipment center also
supplies power to the PMAT.
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PORTABLE MAINTENANCE ACCESS TERMINAL

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MAT MAIN MENU DISPLAY
At initial power up of the airplane, the maintenance

access terminal (MAT) shows a MAT main menu display.
The MAT main menu display supplies access to the:
- Central maintenance computing system (CMCS)

- Airplane conditioning monitoring system (ACMS)
- MAT status
- Self Load.
The MAT has a screen saver. If you do not use the MAT
for 30 minutes, the MAT display becomes dim. Use one
of these controls to make the MAT display bright again:
- MAT cursor control device

- MAT keyboard
- MAT brightness control.
Select ONBOARD MAINTENANCE on the MAT main

menu display to send a request for information to the
CMCF in the AIMS cabinets. The CMCF sends the
requested information to the MAT and the CMCF main
menu shows.
As many as three technicians can use the CMCS at the

same time. Only one technician can use the ACMS at a
time.
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MAT MAIN MENU DISPLAY

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MAIN MENU SELECTIONS Select LINE MAINTENANCE to cause another menu to

show to show. These are the selections available on this
The CMCF menus supply access to functions that are menu:
task oriented. The menus also supply access to
functions based on when and how often technicians do - INBOUND FLIGHT DECK EFFECTS
certain tasks. - EXISTING FLIGHT DECK EFFECTS
- GROUND TESTS
Main Menu Bar - SYSTEM CONFIGURATION
- EXIT MAINTENANCE
Select ONBOARD MAINTENANCE from the MAT main
menu display to cause the CMCS main menu bar to INBOUND FLIGHT DECK EFFECTS gives a summary of
show at the top of the MAT display. ONBOARD the faults correlated to flight deck effects (FDEs) for the
MAINTENANCE and the CMCF in control shows in the present flight leg (0). The CMCF shows the FDEs in the
center of the MAT. All the menu items are available for reverse order of occurrence.
selection at any time except when a dialog box shows
the display. EXISTING FLIGHT DECK EFFECTS shows all currently
active and latched FDEs. The CMCF shows the FDEs in
These are the main menu selections: the reverse order of when the FDEs occurred.
- LINE MAINTENANCE GROUND TESTS supplies access to:

- EXTENDED MAINTENANCE
- OTHER FUNCTIONS - System tests
- HELP - Operational tests
- REPORT. - LRU replacement tests.
LINE MAINTENANCE Selection SYSTEM CONFIGURATION gives access to

configuration data for system LRUs. This data includes
Select LINE MAINTENANCE to get access to hardware and software part numbers.
maintenance functions generally done during quick
turnarounds at the gate.
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EXIT MAINTENANCE ends the CMCF session on the EXISTING FAULTS show maintenance messages for
MAT and shows the MAT main menu display. each ATA chapter that has active and latched faults in
memory. The user can also group the faults by FDE.
EXTENDED MAINTENANCE
FAULT HISTORY supplies access to faults by ATA
The EXTENDED MAINTENANCE Selection supplies chapter or by flight leg. Also, you can use FAULT
access to functions typically performed when more time HISTORY to erase single faults, all faults for an ATA or
is needed such as during overnight maintenance. all faults from the fault history database.
Select EXTENDED MAINTENANCE to cause another Use DATA LOAD to load LRU software. Menu selections
menu to show. These are the selections available on this permit the selection of the source of the software and the
menu: destination LRU.
- PRESENT LEG FAULTS HARD DRIVE SOFTWARE PART NUMBER

- EXISTING FAULTS MANAGEMENT lets you change, examine, and so a
- FAULT HISTORY chick of LRU software on the maintenance access
- DATA LOAD terminal hard drive.
- HARD DRIVE SOFTWARE PART NUMBER
MANAGEMENT MAINTENANCE PLANNING supplies access to inbound
- MAINTENANCE PLANNING maintenance memos, existing maintenance memos,
- MAINTENANCE ENABLE/DISABLE inbound scheduled maintenance tasks (SMT), and
- EXIT MAINTENANCE existing scheduled maintenance task messages.
PRESENT LEG FAULTS shows maintenance messages MAINTENANCE ENABLE/DISABLE permits the
for the current flight leg. These maintenance messages selections to enable or to disable the flight leg or the
are grouped by FDE and the most recent maintenance maintenance phase.
messages show first. Non-correlated maintenance
messages show at the end of the FDEs. The present leg EXIT MAINTENANCE ends the CMCF session on the
faults display also shows the faults by ATA chapter MAT and shows the MAT main menu display.
number and ATA name.
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OTHER FUNCTIONS Selection engine balancing (OEBS) menus. Use the OEBS menus
to do in-depth engine maintenance and to show engine
The OTHER FUNCTIONS selection supplies access to data stored in memory.
more complex maintenance functions. Special training is
necessary to do these complex functions. Use SHOP FAULTS to show internal LRU faults.
Information is available by ATA and by LRU.
Select OTHER FUNCTIONS to cause another menu to
show. These are the selections available on this menu: Use PSEU AND AIR/GROUND RIGGING to rig and to
calibrate sensors for the PSEU and air/ground functions.
- INPUT MONITORING
- CENTRAL MAINTENANCE OPTIONS Use CENTRAL MAINTENANCE COMPUTER SWITCH
- ENGINE BALANCING CONTROL to set the control source of CMCF data.
- SHOP FAULTS
- PSEU AND AIR/GROUND RIGGING SPECIAL FUNCTIONS supplies access to unique
- CENTRAL MAINTENANCE COMPUTER SWITCH functions within certain ATA chapters. Use special
CONTROL functions to set conditions that aid in specific
- SPECIAL FUNCTIONS maintenance tasks.
- EXIT MAINTENANCE EXIT MAINTENANCE ends the CMCF session on the
MAT and shows the MAT main menu display.
INPUT MONITORING lets you analyze specific interface
signals. The types of signals available for analysis HELP Selection
include analog discretes, analog variables, ARINC 429
words and ARINC 629 words. The HELP selection supplies access to SCREEN HELP
or GENERAL HELP. The help is available is defined in
CENTRAL MAINTENANCE OPTIONS supplies access to the airline modifiable information (AMI) using the ground
user interface controlled options. The central based software tool.
maintenance options display permits the selections to
activate or to deactivate up to fifty CMCF options.
ENGINE BALANCING supplies access to the onboard
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REPORT Selection
The REPORT selection lets the user send predefined

reports to the printer, to the disk drive, or by datalink to a
ground station.
These are the selections available on the REPORT

menu:
- REPORT PAGE DATA

- PRESENT LEG FAULTS SUMMARY REPORT
- FAULT HISTORY SUMMARY REPORT
- EXISTING FAULTS SUMMARY REPORT
- ALL SYSTEMS CONFIGURATION SUMMARY
REPORT
- CABIN MANAGEMENT SYSTEM ALL SUMMARY
REPORT
- CABIN MANAGEMENT SYSTEM
CONFIGURATION SUMMARY
- OUTPUT STATUS.
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MAIN MENU SELECTIONS

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GENERAL FEATURES AND CONTROLS Make main menu selections at any time except when
dialog boxes show. Dialog box functions must be
To do specific functions, several categories of controls completed before access to the main menu returns.
show on the MAT. These categories are:
When the dialog box goes away, the data on the original
- MAT menu functions display continues to update.
- Cursor functions
- Dialog boxes Cursor Functions
- Buttons
- Selection options The cursor on the display shows as one of three
- Scroll bar. symbols. The symbols are:
Basic MAT Menu Functions - A plus (+) symbol for the normal cursor
- A wrist watch symbol for the wait cursor
All the text on the displays is white. When the cursor is - An I-beam symbol for the text entry cursor.
in an area, a white solid border highlights the area.
Other colors, such as blue and green show on the MAT Cursor control device selections and keyboard selections
displays. have no effect when the wait cursor is active.
The main menu bar normally shows on the display at all The highlight or make a selection, use the cursor control
times. In some cases, a dialog box can hide it. The device. Place the cursor over any part of a message or
selection of an item on the main menu bar causes a pull- command selection and select using any of the activation
down menu to show. This pull-down menu supplies switches on top of the cursor control device. This
additional selections within the main menu category. highlights a message or chooses the command.
The selection of an item on the pull-down menu causes a Dialog Boxes

new display to appear. If the new display is a dialog box,
the dialog box shows on top of the display. Portions of There are several types of dialog boxes. In general,
the original display remain visible but the data does not dialog boxes supply additional instructions or
update. information about the current function. Dialog boxes
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show on top of the previous display. When a selection is made, the square or diamond shows
the selected state. You can select only one exclusive
The list box is a special type of dialog box. It is a list of selection at a time. You can select none, one, or more
scrollable items in a text box. Use the cursor control than one non-exclusive selection at a time.
device to select an item. When you select an item, it
highlights. A crosshatch covers selections that are not active.
Deactivated selections do not highlight as the cursor
If a dialog box has only one possible choice, that choice passes over them.
is automatically made.
Scroll Bar
Command Buttons
The scroll bar has a triangle that represents an arrow
Select a command button (button) to start a process or that points away from the center of the scroll bar.
change a display or dialog box on the MAT. Most
buttons are located at the bottom of displays and dialog The activation of the cursor over the triangle causes the
boxes. A button dims when selection is not possible. visible area to move one increment in the direction of the
Deactivated buttons do not highlight when the cursor arrow.
goes over them.
The slider is a variable length box that show on the scroll
Selection Options bar. The position of the slider represents the position of
the visible area in the entire data field. The length of the
Selection options show as a group of possible label slider represents how much of the text is visible in the
selections. These selections are exclusive or nonexclusive. text box.
Exclusive selections have a diamond symbol that comes The slider moves along the scroll bar. The activation of
before the selections. the cursor in the scroll bar above the slider causes the
visible area to move up one length of the visible area.
Non-exclusive selections have a square symbol that The activation of the cursor in the scroll bar below the
comes before the selections. slider causes the visible area to move down one length of
the visible area.
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GENERAL FEATURES AND CONTROLS

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NOTES AND HELP DIALOG BOXES Help Dialog Box
The notes dialog box is available for these functions: The help dialog box is available from the main menu at
the top of the MAT display or from HELP buttons on the
- Maintenance messages dialog boxes or displays.
- Ground tests
- Configuration A Scroll bar shows on the help dialog box if there is more
text than can fit in the visible area.
The central maintenance computing function (CMCF)
airline modifiable information (AMI) must be loaded with Help text for a subject must exist in the CMCF AMI for
the notes. If the CMCF AMI is not loaded in the CMCF, the HELP button to show on a dialog box.
the notes selection does not show.
Help Buttons
A scroll bar shows on the notes dialog box if there is
more text than can fit in the visible area. Select REPORT DATA to show the report dialog box.
Notes Buttons Select GO BACK to remove the dialog box and return to
the previous page.
Select GO BACK to remove the dialog box and return to
the previous page.
Select REPORT DATA to show the report dialog box.
Select HELP to show the help dialog box. Help text for
the dialog box must be in the CMCF AMI for HELP to
show.
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NOTES AND HELP DIALOG BOXES

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REPORT OUTPUT DEVICE DIALOG BOX - Exclusive source selections

- Printer output device selections
The CMCF can generate reports from user inputs, from - Disk drive output device selection
ground station request or when events cause an - Data link output device selection
automatic report. - Buttons.
The CMCF sends a print image of the reports to the flight Title
compartment printer and the disk drive. The CMCF
sends reports to a ground station are in a compressed The title shows REPORT: followed by the item from the
format. menu selection or the dialog box.
The CMCF can complete one report at a time. You may Printer Output Device Selection
send another report after the CMCF completes the first
report. The printer area has:
Report Menu Selections - Title

- Buttons
When you select any item on the report menu bar or - Text area.
select REPORT DATA on any dialog box, the output
device dialog box shows. The buttons are SEND and STOP. When you select
SEND the CMCF sends the report to that device. Select
Select REPORT PAGE DATA to cause a report to go to STOP to abort the report in progress.
the output device for the information that shows on the
display. Buttons
Dialog Box Characteristics Select HELP to show the help dialog box for the report
output device dialog box. Help text for the dialog box
The dialog box has: must be in the CMCF AMI for HELP to show.
- Title Select GO BACK to remove the dialog box and return to

the previous display.
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REPORT OUTPUT DEVICE DIALOG BOX

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ATA CHAPTER SELECTION DIALOG BOX Dialog Box Title
The ATA CHAPTER selection dialog box permits the The dialog box title shows the main display title of the
selection of an ATA system Select the ATA system to display that the SORT BY ATA command selection was
show the maintenance message summary groups. made from.
The ATA chapter selection dialog box is available from List Box
three displays:
The list box shows the ATA systems that have faults in
- Present leg faults memory when you select these displays:
- Existing faults
- Fault history. - Present leg faults
- Existing faults
The ATA CHAPTER selection dialog box shows when you - Fault history.
make these CMCS main menu selections:
Number of Items
- System configuration
- Existing faults The number of items that show in the list box shows at
- Fault history. the top of the list box.
The ATA CHAPTER selection dialog box shows:
- Dialog box title

- List box
- Number of items
- Buttons.
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Buttons
Select an ATA system and then select CONTINUE to

show fault information about that system.
Select SORT BY FDE to show all selected faults by FDE

summary groups and maintenance message summary
groups. This button shows when you select present leg
faults or existing faults.
Select SELECT FDE BY LEG to show all selected faults

by FDE summary groups and maintenance message
summary groups for one leg from fault history. This
button shows when you select fault history.
Select HELP to show the HELP dialog box for the ATA
CHAPTER selection dialog box. Help text for the dialog
box must be in the CMCF AMI for HELP to show.
Select GO BACK to remove the ATA CHAPTER selection

dialog box and return to the previous display.
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ATA CHAPTER SELECTION DIALOG BOX

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INBOUND FLIGHT DECK EFFECTS DISPLAY Header Information
The purpose of inbound flight deck effects is to help the This data show under the main menu bar on the right
line maintenance technician repair the airplane during side:
quick turnarounds at the gate.
- Tail identification
Use inbound flight deck effects (FDEs) to look at FDEs - Flight number form the FMCF
and their correlated maintenance messages for the - Leg ID, departure airport and arrival airport
current flight leg (0). - Leg start time and date from the CMCF
- CMCF source field
The CMCF sorts the FDEs and any correlated
maintenance messages by time. The most recent FDE Fault Summary Field Title
shows first.
The number of flight deck effects in the fault summary
Use the maintenance message data button to show the field show at the top of the scroll bar.
single maintenance message display for a maintenance
message summary group. The fault summary field has the FDE summary groups.
This shows on the inbound flight deck effects summary Each FDE summary group includes this data:
display:
- Flight deck effect
- Header information - FDE and maintenance message activity
- Instructions field - Fault code
- Fault summary field title - FDE time and date
- Number or items - Maintenance message summary groups.
- Fault summary field
- Buttons. FDE and Maintenance Message Activity
The activity of an FDE shows as one of these:
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- Active A maintenance message is latched for these reasons:

- Latched
- Not Active - If a system detects a fault and no longer uses the
related equipment as part of its operational
An active FDE is an FDE that currently show in the flight function
deck. - To ensure correlation with and FDE
- If a system can not always detect if the fault exists.
A latched FDE can only be a status message or a
scheduled maintenance task. Scheduled maintenance You must so something to clear a latched maintenance
tasks are discussed elsewhere in this section. message.
A failure that causes a status message may impact A maintenance message is not active if a system can
dispatch and may be intermittent or detectable only continuously monitor for a fault condition, and the fault
under certain conditions. The PDS holds a status does not exist.
message to make sure that you see it on the ground.
You must do a task to clear a latched FDE. Maintenance Message Summary Groups
An FDE is not active if it can not currently show on the Each maintenance message summary group includes
flight deck. this data:
The activity of a maintenance message also shows as - Maintenance message number

one of these: - Maintenance message activity
- Flight phase
- Active - Fault time and date
- Latched - Maintenance message symptom.
- Not Active
One or more maintenance messages may be correlated
A maintenance message is active if a system can to each FDE and shows with an FDE summary group.
continuously monitor for a fault condition, and the fault
exists.
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Button
Highlight and select a maintenance message summary

group. Next, select MAINTENANCE MESSAGE DATA to
show the single maintenance message display.
If a flight leg transition occurs while the inbound flight

deck effect display shows, this happens:
- If a fault summary field shows, it goes away

- A text dialog box shows with Flight Leg Has
Changed. To See Data from Before, Go to Fault
History Leg - 1.
- Select CONTINUE on the text box to remove the
text box and to show the Inbound Deck Effects
display again.
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INBOUND FLIGHT DECK EFFECTS DISPLAY

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SINGLE MAINTENANCE MESSAGE DATA DISPLAY - FDE summary group

- Maintenance message summary group
The single maintenance message data display shows this - A Non-FDE summary group.
data on one page:
Title
- Title
- Fault information The title shows the original source of the message and
- Maintenance message information previous display title of the page that showed the
- Activity maintenance message.
- Occurrence field
- Leg information Fault Information
- Recommended maintenance actions
- Correlated flight deck effects The fault information field shows specific fault data and
- Buttons. shows the source of the data.
The single maintenance message data display is Maintenance Message Information

available from one of these displays:
The maintenance message number field contains the
- Inbound flight deck effects display unique number associated with that specific maintenance
- Existing flight deck effects display message.
- Ground tests display
- Present leg faults display FDE, Maintenance Message, or Maintenance Memo
- Existing faults display Activity
- Fault history display
- Maintenance planning displays. The CMCF receives LRU fault information for display on
the single maintenance message display that refers to
Within these displays, the single maintenance message these:
data display supplies data for a maintenance message
summary group from a one of these: - FDEs
- Maintenance Messages
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- Maintenance memos if a system can continuously monitor for a fault condition,

and the fault exists.
The CMCF stores the information in the fault database.
A maintenance message or maintenance memo is
The condition of an FDE shows as one of these: latched for these reasons:
- Active - If a system detects a fault and no longer uses the

- Latched related equipment as part of its operational
- Not Active function
- To ensure correlation with and FDE (maintenance
An active FDE is an FDE that currently shows in the flight message only)
deck. - If a system can not always detect if the fault exists.
A latched FDE can only be a status message or a You must so something to clear a latched maintenance
scheduled maintenance task. A failure that causes a message.
status message may impact dispatch and may be
intermittent or detectable only under certain conditions. A maintenance message or maintenance memo is not
The PDS holds a status message to make sure that you active if a system can continuously monitor for a fault
see it on the ground. condition, and the fault does not exist.
An FDE is not active if it can not currently show on the Occurrence Field
flight deck.
The occurrence field tells where the fault occurred, the
The activity of a maintenance message and maintenance time of the occurrence and the flight phase.
memo also shows as one of these:
The occurrence field also tells if the fault is one of these:
- Active
- Latched - Hard
- Not Active. - Intermittent
- Message is ACTIVE only during operational mode
A maintenance message or maintenance memo is active shown in the FIM.
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A fault shows as hard if a system can currently monitor Recommended Maintenance Action Field
the fault condition, the fault exists, and it has not become
not active. The recommended maintenance action field show
possible causes for the maintenance message.
A fault shows intermittent if a system can currently The cause number shows in the order of probability.
monitor the fault condition and the fault condition has Causes with the same number have the same
gone away at least once. The fault condition may or may probability.
not currently exist. The number of times the fault has
become active also appears. Training Information Point
A fault shows as "Message is ACTIVE only during The fault isolation manual (FIM) may show the fault
operational mode shown in FIM" if the system has modes isolation steps in a different order than the items in the
in which it can not tell if the fault is active . Use the initial recommended maintenance action field. The FIM
evaluation paragraph of the fault isolation task in the FIM considers ease of access and the cost of component
to see if it is active. replacement in addition to probability.
A fault occurrence field only shows when you select the Correlated Flight Deck Effects Field
maintenance message display from one of these
displays: The correlated flight deck effects field shows all the FDEs
correlated to the message. This field updates as FDEs
- Inbound flight deck effects display change.
- Present leg faults display
- Fault history display Buttons
Leg information Select NEXT MESSAGE to show the next maintenance

message in the FDE summary group. NEXT MESSAGE
The leg field shows information about the message and shows when viewing a maintenance message selected
tells if the message occurred in a previous leg. from an FDE summary group.
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Select PREVIOUS MESSAGE to show the previous

maintenance message in the FDE summary group.
PREVIOUS MESSAGE shows when viewing a
maintenance message selected from an FDE summary
group.
FAULT HISTORY shows only when you access the single

maintenance message display through one of these
displays:
- INBOUND FLIGHT DECK EFFECTS

- PRESENT LEG FAULTS
- INBOUND MAINTENANCE MEMOS
- INBOUND SCHEDULED MAINTENANCE TASKS.
Select FAULT HISTORY to show the fault history

summary display for the applicable maintenance
message.
Select GO BACK to return to the page from which the

single maintenance message display was selected.
ERASE FAULT shows only when you access the single

maintenance message page through fault through fault
history. Select ERASE FAULT to show the fault history
erase confirmation dialog box.
Select SHOW NOTES to show the notes dialog box.
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SINGLE MAINTENANCE MESSAGE DATA DISPLAY

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USING CMCS WITH THE FIM (SHEET 1)

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EXISTING FLIGHT DECK EFFECTS DISPLAY - Tail identification

- Time and date from the CMCF
The purpose of existing flight deck effects display is to - CMCF source field
help the line maintenance technician repair the airplane
during quick turnarounds at the gate. Fault Summary Field Title
Use existing flight deck effects display to get access to The number of flight deck effects in the fault summary
any existing FDEs and their correlated maintenance field show at the top of the scroll bar.
messages. The FDEs may be active or latched.
The fault summary field has the FDE summary groups.
The CMCF sorts the FDEs and any correlated
maintenance messages by time and the most recent Each FDE summary group includes this data:
FDE shows first.
- Flight deck effect
The user has the option to show the single maintenance - Flight deck effect activity
message display. - Fault code
- Maintenance message summary groups.
The existing flight deck effects display shows this data:
FDE and Maintenance Message Activity
- Header information
- Instructions field The CMCF receives LRU fault information for display on
- Fault summary field title the existing flight deck effects display that refers to:
- Number or items
- Fault summary field - FDEs
- Buttons. - Maintenance messages.
Header Information The CMCF stores the information in the fault database.
The information shows in FDE summary groups.
This data under the main menu bar on the right side
shows this data:
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The condition of an FDE shows as one of these: function

- To ensure correlation with an FDE
- Active - If a system can not always detect if the fault exists.
- Latched.
You must so something to clear a latched maintenance
An active FDE is an FDE that currently shows in the flight message.
deck.
A maintenance message is not active if a system can
A latched FDE can only be a status message or a continuously monitor for a fault condition, and the fault
scheduled maintenance task. A failure that caused a does not exist.
status message may impact dispatch and may be
intermittent or detectable only under certain conditions. Maintenance Message Summary Groups
The PDS holds a status message to make sure it can be
seen on the ground. Each maintenance message summary group includes
this data:
The condition of a maintenance message also shows as
one of these: - Maintenance message symptom
- Maintenance message activity
- Active - Maintenance message number.
- Latched
- Not Active One or more maintenance messages may be correlated
to each FDE.
A maintenance message is active if a system can
continuously monitor for a fault condition, and the fault Button
exists.
Select MAINTENANCE MESSAGE DATA to show the
A maintenance message is latched for these reasons: single maintenance message display for the selected
maintenance message.
- If a system detects a fault and no longer uses the
related equipment as part of its operational
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EXISTING FLIGHT DECK EFFECTS DISPLAY

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GROUND TESTS SELECTION DIALOG BOX - Access to the single maintenance message page.
The GROUND TESTS selection supplies access to The ground test selection dialog box shows this data
airplane systems with ground tests. In this ground test
selection dialog box, you select this data: - Dialog box title
- List box titles
- ATA system - ATA system list box
- Type of test - Test type exclusive selections
- LRU in that system. - Test list box
- Buttons.
Many ATA systems and LRU have unique requirements
that cause additional dialog boxes to show before the ATA System List Box
test actually starts. The types of dialog boxes include
these: The ATA System list box lists the airplane systems in
ATA order. Select an ATA system first. This highlights
- Precondition dialog boxes the selection. This selection causes the test types for
- Inhibit dialog boxes that ATA to become available. Those test types that are
- Interference dialog boxes not available show dim or gray.
- Interactive dialog boxes
- Menu abort dialog boxes Test Type Exclusive Selections
When all requirements are met, the ground tests display These are the test types that are exclusive selections:
shows the status and instructions for the test.
- SYSTEM TEST
Buttons on the ground tests display and the dialog boxes - OPERATIONAL TEST
supply: - LRU REPLACEMENT TEST.
- Specific instructions A system test contains all adjustment specifications and

- Help tolerances to maintain systems or units at maximum
- Report capability
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efficiency. It is self-contained and may duplicate other Select HELP to show the help dialog box for the ground
tests. tests selection dialog box. Help text for the dialog box
must be in the CMCF AMI for HELP to show.
An operational test determines only that a system or unit
is operational. These tests require no special test Select GO BACK to remove the ground test selection
equipment. dialog box and to show the previous display.
An LRU replacement test determines only that the

interfaces to the LRU are operational.
The selection of a test type causes the test list box to

show.
Test List Box
The title of the test list box matches the test type. The
test list box shows all LRUs in the ATA that have the
appropriate test available. The selection of an LRU in the
test list box causes that LRU to highlight.
The selection of the LRU also makes the CONTINUE
command available.
Buttons
Select CONTINUE to show the precondition dialog box

on top of the ground test selection dialog box for the
selected test.
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GROUND TESTS SELECTION DIALOG BOX

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GROUND TESTS PRECONDITION DIALOG BOX Buttons
The precondition dialog box has a description for each The precondition dialog box shows four buttons.
test and special instructions for each test (if required).
Select CONTINUE to close the ground test selection
The precondition dialog box shows this data: dialog box (if open), to close the precondition dialog box,
and to cause the test display to show.
- Display title
- Test title Select REPORT DATA to show the report dialog box.
- Test description
- Precondition list Select HELP to show the help dialog box for the
- Buttons. precondition dialog box. Help text for the dialog box
must be in the CMCF AMI for HELP to show.
Test Title
Select GO BACK to remove the precondition dialog box
The test title show the test name from the selection you to show the previous display.
make on the ground test selection dialog box.
Test Description
The test description briefly tells you about the test.
Precondition List
The precondition list gives instructions for you to follow

before the test is run.
The precondition display database stores the test

description and the precondition list.
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GROUND TESTS PRECONDITION DIALOG BOX

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GROUND TESTS TEST DISPLAY Test Title
The ground tests test display supplies status information This field shows the test title from the initial selection on
and control for ground tests. the ground tests selection dialog box.
The ground tests test display shows: Test Condition Messages and Test Control Buttons
- Display title The TEST CONDITION messages field can show these
- ATA chapter and name messages:
- Test type title
- Test title - READY
- Test condition messages - INHIBITED
- Test control buttons - CAN NOT OPERATE
- Text field - OPERATING
- Test field title - PASSED
- Buttons. - FAILED
- STOPPED
ATA Chapter and Name These are the possible test control buttons:
This field shows the ATA chapter and system name from - START TEST
the initial selection on the ground test selection dialog - STOP TEST
box. - OPERATE TEST AGAIN
- TO TEST.
Test Type Title
READY shows when no inhibit conditions or no
This field shows the test type title from the initial selection interference conditions exist. START TEST shows next
on the ground tests selection dialog box. to the READY message.
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START TEST causes the CMCF to begin the test. The selection of STOP TEST causes the message
OPERATING shows as the message. STOPPED to show.
When OPERATING shows, the button changes to STOP At the completion of the test, PASSED or FAILED shows.
TEST.
With STOPPED, PASSED or FAILED as the message,
The selection of STOP TEST causes the message OPERATE TEST AGAIN shows as the button.
STOPPED to show.
OPERATE TEST AGAIN causes the precondition to
At the completion of the test, PASSED or FAILED shows. show.
With STOPPED, PASSED or FAILED as the message,
OPERATE TEST AGAIN shows as the button. INHIBITED shows when a test inhibit condition exists.
OPERATE TEST AGAIN causes the precondition to The TO TEST control selection shows next to the
show. message. Select TO TEST to show the test inhibit dialog
box.
INHIBITED shows when a test inhibit condition exists.
The TO TEST control selection shows next to the CAN NOT OPERATE shows as the message if a test
message. Select TO TEST to show the test inhibit dialog interference condition exists. The TO TEST control
box. selection shows next to the message. Select TO TEST
to show the test interference dialog box.
CAN NOT OPERATE shows as the message if a test
interference condition exists. The TO TEST control
selection shows next to the message. Select TO TEST
to show the test interference dialog box.
When OPERATING shows, the button changes to STOP

TEST.
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Text Field
The text field shows the maintenance message summary

group and reported test results when a test fails.
If the message STOPPED shows in the test condition

field, and you stop the test, or the system in test stops
the test, then the text field shows one of these
messages:
- Test stopped due to user request

- Test stopped due to member system request.
Text Field Title
When FAILED or STOPPED shows in the test condition

field, the title of the text field is CAUSE.
Buttons
The MAINTENANCE MESSAGE DATA button is available

when a maintenance message summary group shows for
a failed test.
Select SHOW NOTES to show the notes dialog box

selected ground test. Notes text for the dialog box bust
be in the CMCF AMI for SHOW NOTES to show.
Select NEW TEST to show the ground tests selection

dialog box.
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GROUND TESTS TEST DISPLAY

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GROUND TEST INTERACTIVE DIALOG BOX If there is more text to show than can fit in the message
area, a scroll bar shows.
The ground test interactive dialog boxes show only if your
interaction is necessary to complete the test. Exclusive Selections
The member systems control the interactive displays. The member systems define the exclusive selections.
LRUs in the member systems send a control signal that The selections permit communication between you and
tells the CMCF to show the interactive displays as the LRU under test.
necessary. When the CMCF gets the control signal, it
removes the current interactive display that shows: Each interactive dialog box can show a maximum of ten
exclusive selections.
Each interactive dialog box shows:
Only the required number of exclusive selections show
- Dialog box title for each test. The ground test interactive dialog box
- Test title grows to fit the buttons.
- Messages
- Exclusive selections Buttons
- Buttons.
The CONTINUE button shows dim or is not available if
Test Title exclusive selections are not available or until you make
an exclusive selection.
The test title shows the title of the test from the initial
selection on the Ground Tests selection dialog box. After you make an exclusive selection, select CONTINUE
to cause that selection to go to the LRU. The CMCF
Messages removes the interactive dialog box. The CMCF then
starts the test.
The messages area shows directions to successfully run
and complete the test. Select STOP TEST to remove the interactive dialog box
and cause the TEST CONDITION message on the
The message area also shows any warnings for the test. system test screen to show STOPPED. The control
selection shows OPERATE TEST AGAIN.
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GROUND TEST INTERACTIVE DIALOG BOX

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ENGINE GROUND TESTS
To save the time, wear and tear and cost of performing a

high power run after maintenance, many of the engine
sensors, valves, actuators, etc., can be checked by the
FADEC. With the EEC MAINT switch providing aircraft
electrical power and a menu mode discrete to the
FADEC, the engine tests can be performed through the
flight deck MAT.
The engine ground tests will include:
- Fuel Driven Actuator Test

- Air Driven Actuator Test
- Ignition System Test
- Reverse Thrust Lever Interlock
- EEC (FADEC) Test
- Debris Monitoring System Test
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MAT LINE MAINTENANCE MENU

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FUEL DRIVEN ACTUATOR TEST 9. Select START TEST.

10. Read and do as the dialog box says.
The Fuel Driven Actuator Test is located in the MATs 11. Select CONTINUE.
Onboard Maintenance function. 12. Read and do as the dialog box says.
13. Select CONTINUE.
This test makes sure that the FADEC (EEC) can control 14. If PASSED, exit Ground Tests or select NEW TEST.
the fuel driven actuators correctly. This Ground Test 15. If FAILED, fixed according to the Maintenance
allows the engine FADEC (EEC) to cause to HMU to Message.
move all the fuel operated actuators and valves to the
open position and then to the closed position.
After the Fuel Driven Actuator Test is selected on the

MAT, the engine must be dry motored to provide the fuel
pressure necessary to move the actuators and valves.
This test checks the VSV and VBV actuators, HMU fuel
control valves and the HPTACC and STB valves.
To do the Fuel Driven Actuator Test do the following on

the MAT:
1. Select LINE MAINTENANCE.

2. Select GROUND TESTS.
3. Select the ATA System.
4. Select Test Type.
5. Select the System Test .
6. Select CONTINUE.
7. Read and do the TO RUN THE TEST steps.
8. Select CONTINUE.
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FUEL DRIVEN ACTUATOR TEST (SHEET 1)

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AIR DRIVEN ACTUATOR TEST 9. Select START TEST.

The Air Driven Actuator Test is located in the MATs 11. Select CONTINUE.
Onboard Maintenance function. 12. If PASSED, exit Ground Tests or select NEW TEST.
13. If FAILED, fixed according to the Maintenance
This test makes sure that the FADEC (EEC) can control Message.
the air driven actuators correctly. This Ground Test
allows the engine FADEC (EEC) operated the air driven
and HPTACC valves to the open position and then to the
closed position.
After the Air Driven Actuator Test is selected on the

MAT, the engine must be at idle to provide the air
pressure necessary to move the air driven valves.
This test checks the CCC, LPTACC and HPTACC valves.
To do the Air Driven Actuator Test do the following on the

MAT:

6. Select CONTINUE.
8. Select CONTINUE.
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AIR DRIVEN ACTUATOR TEST (SHEET 1)

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IGNITION SYSTEM TEST 9. Select START TEST.

The Ignition System Test is located in the MATs Onboard 11. Select CONTINUE.
Maintenance function. 12. Read and do as the dialog box says.
This test makes sure that the FADEC (EEC) can fire the 14. Read and do as the dialog box says.
engine igniters. This Interactive Ground Test allows the 15. Select CONTINUE.
engine FADEC (EEC) to fire each igniter. The igniters 16. Read and do as the dialog box says.
are fired separately. This is an audio test. 17. Select CONTINUE.
After the Ignition System Test is selected on the MAT, 19. Select CONTINUE.
the engine must be at dry motored to remove any fuel If YES to 18, then back to 14.
from the combustion chamber. If NO to 18, then on to 20.
To do the Ignition System Test do the following on the 21. Select CONTINUE.
MAT: 22. If PASSED, exit Ground Tests or select NEW TEST.
1. Select LINE MAINTENANCE. Message.
6. Select CONTINUE.
8. Select CONTINUE.
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IGNITION SYSTEM TEST (SHEET 1)

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REVERSE THRUST LEVER INTERLOCK TEST 9. Select START TEST.

The Reverse Thrust Lever Interlock Test is located in the 11. Select CONTINUE.
MATs Onboard Maintenance function. 12. Read and do as the dialog box says.
This test makes sure that the FADEC (EEC) can control If both EEC channels have been tested, on to 16 or 17.
the reverse thrust lever interlock relay. This Ground Test 14. Read and do as the dialog box says.
allows the engine FADEC (EEC) channels to operate the 15. Select CONTINUE.
reverse thrust lever interlock relay. Each FADEC (EEC) Will return you to step 10.
channel is check separately. 16. If PASSED, exit Ground Tests or select NEW TEST.
The thrust reverser will not move during this ground test. Message.
To do the Reverse Thrust Lever Interlock Test do the

following on the MAT.

6. Select CONTINUE.
8. Select CONTINUE.
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REVERSE THRUST LEVER INTERLOCK TEST (SHEET 1)

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DEBRIS MONITOR SYSTEM TEST 9. Select START TEST.
The Debris Monitor System Test is located in the MATs If the FADEC (EEC) has been changed since the last
Onboard Maintenance function. Debris Monitor System Test was done, steps 10 and 11
will need to be done.
The FADEC (EEC) tests the engine debris monitor
system and checks to see if debris limits have been 10. Read and do as the dialog box says.
reached on a prior flight(s). 11. Select CONTINUE.
Also, the debris monitor system test allows you to reset If the FADEC (EEC) has not been changed since the last
the cumulative chip counters used to determine if debris Debris Monitor System Test then the MAT will go on to
limits were reached on past flights. step 12.
To do the Debris Monitor System Test do the following 12. Read and do as the dialog box says.
on the MAT. 13. Select CONTINUE.
14. If PASSED, exit Ground Tests or select NEW TEST.
1. Select LINE MAINTENANCE. 15. If FAILED, fixed according to the Maintenance
2. Select GROUND TESTS. Message.
6. Select CONTINUE.
8. Select CONTINUE.
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ELECTRONIC ENGINE CONTROL TEST If FADEC (EEC) channel B fails to complete the test this
dialog box will appear.
The Electronic Engine Control Test is located in the 12. Read and do as the dialog box says.
MATs Onboard Maintenance function. 13. Select CONTINUE.
This test makes sure that the FADEC (EEC) electric 14. If PASSED, exit Ground Tests or select NEW TEST.
circuits operate correctly. Each FADEC (EEC) channel is 15. If FAILED, fixed according to the Maintenance
checked. Message.
To do the Electronic Engine Control Test do the following

on the MAT.

6. Select CONTINUE.
8. Select CONTINUE.
9. Select START TEST.
If FADEC (EEC) channel A fails to complete the test this

dialog box will appear.
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SYSTEM CONFIGURATION SELECTION DIALOG BOX Select GO BACK to close the system configuration
selection dialog box and return to the previous display.
The system configuration selection dialog box shows
hardware and software configuration information for Select HELP to show the help dialog box for the system
different ATA systems. configuration selection dialog box. Help text for the
dialog box must be in the CMCF AMI for HELP to show.
The system configuration selection dialog box shows:
- Dialog box title

- List box title
- Number of items
- List box
- Buttons.
The list box shows a list of ATA chapter numbers and

ATA chapter names. The list box shows the ATA
systems sorted in order of ATA chapter number.
The selected item highlights. The total number of ATA

chapter numbers and systems items at the top of the list
box.
Buttons
Select CONTINUE to remove the system configuration

selection dialog box and show the system configuration
dialog box. The CONTINUE selection is not available
until an ATA system is highlighted.
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SYSTEM CONFIGURATION SELECTION DIALOG BOX

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SYSTEM CONFIGURATION DIALOG BOX The system identifiers and LRU/LRM identifiers show for
the ATA chapter number and system that show on top of
The system configuration dialog box shows hardware and the list box.
software configuration information for different ATA
systems. Configuration Data
The system configuration dialog box shows: The configuration data identifiers are:
- Dialog box title - Hardware Part Number

- List box title - Software Part Number
- Number of items - LRU Part Number
- List box - Serial Number
- Buttons - Options
- Other item.
The title of the list box is the ATA chapter number and
system selected from the system configuration selection Configuration data shows to the right of the configuration
dialog box. data identifiers.
The total number of LRM/LRU items shows at the top of If an LRU/LRM cannot supply configuration data to the
the list box. CMCF, the configuration data identifiers and
configuration data do not show. The list box shows one
List Box of four text blocks in the place of the configuration data
identifiers and configuration data.
The list box shows the:
If there is no response from an LRU/LRM the text block
- System identifiers shows:
- LRU/LRM identifiers for the system
- Configuration data identifiers - CONFIGURATION DATA NOT AVAILABLE.
- Configuration data CANNOT CONNECT TO THIS SYSTEM. THIS
- Configuration data not available text. SYSTEM DOES NOT GIVE A REPLY.
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If the CMCF receives data from an LRU/LRM, but no Buttons

configuration information is in the data received, the text
block shows: Select SELECT NEW ATA to show the system
configuration selection dialog box on top of the system
- CONFIGURATION DATA NOT AVAILABLE. configuration dialog box. The configuration data that
shows on the system configuration dialog box remains
If an LRU/LRM is inactive, the text block shows: the same and shows below the system configuration
selection dialog box.
- CONFIGURATION DATA NOT AVAILABLE.
CANNOT CONNECT TO THIS SYSTEM. THIS Select REPORT DATA to show the report dialog box.
SYSTEM IS INACTIVE/FAULTED.
Select SHOW NOTES to show the notes dialog box for
An LRU/LRM can only do one system configuration the system configuration dialog box. Notes text for the
request at a time. If the CMCF receives a second dialog box must be in the CMCF AMI for SHOW NOTES
request to show a system configuration dialog box for the to show.
same LRU/LRM the text block shows:
Select HELP to show the help dialog box for the system
- CONFIGURATION DATA NOT AVAILABLE. configuration dialog box. Help text for the dialog box
CANNOT CONNECT TO XXXX. SYSTEM must be in the CMCF AMI for HELP to show.
CONFIGURATION IS ALREADY CONNECTED
TO XXXX. Select GO BACK to remove the system configuration
dialog box and show the previous display.
The XXXX is the LRU/LRM that system configuration
information was requested for. For example:
- CONFIGURATION DATA NOT AVAILABLE.

CANNOT CONNECT TO AIR DATA SYSTEM.
SYSTEM CONFIGURATION IS ALREADY
CONNECTED TO AIR DATA SYSTEM.
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SYSTEM CONFIGURATION DIALOG BOX

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ENGINE SYSTEM CONFIGURATION DIALOG BOX To display the engine System Configuration dialog box do
the following:
The engine System Configuration dialog box is located in
the MATs Onboard Maintenance function. Place the EEC MAINT switch in the TEST position.
The engine System Configuration dialog box provides On the MAT:

information about each FADEC (EEC) channel. The
FADEC (EEC) will display this information separately for 1. Select LINE MAINTENANCE.
Channel A and Channel B. The following information is 2. Select SYSTEM CONFIGURATION.
displayed for each channel: 3. Select the ATA System.
4. Select CONTINUE.
- FADEC (EEC) Part Number
- Software Part Number
- Engine Serial Number
- Engine Thrust Rating
- Engine Bump
- Configuration Hardware Number
The FADEC (EEC) must be powered for the engine

system configuration information to be displayed.
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ENGINE SYSTEM CONFIGURATION DIALOG BOX

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PRESENT LEG FAULTS DISPLAY Header Information
Present leg faults display shows FDE and non-FDE This data show under the main menu bar on the right
summary groups. The FDE summary group show FDEs side shows:
and their correlated maintenance message summary
groups which the CMCF stores in fault history leg 0. The - Tail identification
non-FDE summary group shows non-correlated - Flight number form the FMCF
maintenance message summary groups which the CMCF - Leg ID, departure airport and arrival airport
stores in fault history 0. - Leg start time and date from the CMCF
- CMCF source field
FDEs and their correlated maintenance message
summary groups show in time order of occurrence, with Fault Summary Field Title
the most recent FDE and correlated maintenance
message summary groups at the top of the list. The The fault summary field title shows above the fault
non-FDE summary groups show at the bottom of the list. summary field on the left side. The fault summary title
shows:
The present leg faults display also shows maintenance
summary groups for a single ATA chapter, which the - Data Recorded During the Present Leg - shows
CMCF stores in fault history leg 0. when the present leg faults display shows FDE
and non-FDE summary groups
The present leg faults display shows: - Maintenance Messages Recorded During the
Present Leg for XXXXX; (XXXXX is the ATA
- Header information system that has faults) - shows when the present
- Instructions field leg faults display shows maintenance message
- Fault summary field title summary groups sorted by a single ATA chapter.
- Number or items
- Fault summary field Number of Items
- Buttons.
The number of items shows above the fault summary
field on the right side. The number in the
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B777/GE90-110B, -115B Page 19-112
parentheses shows the total number of: summary group header.
- FDE summary groups plus one for the non-FDE FDE Summary Group
summary group, when the fault summary field
shows FDE and non-FDE summary groups A FDE summary group shows the:
- Maintenance message summary groups, when the - Flight deck effect EICAS message and level
fault summary field shows maintenance message - Flight deck effect activity
summary groups for a single ATA chapter. - Fault code for the FDE
- Time and date the FDE occurred
Fault Summary Field - One or more maintenance message activity groups.
A fault summary field has: FDE and Maintenance Message Activity
- FDE summary groups The activity of an FDE shows as one of these:

- Non-FDE summary group
- Maintenance message summary groups for a single - Active
ATA chapter. - Latched
- Not Active
The summary groups are faults and FDEs which the
CMCF stores in the current leg. The fault summary field An active FDE is an FDE that currently show in the flight
border highlights when the cursor is within the area of the deck.
fault summary field and there is one or more summary
groups within the field. A latched FDE can only be a status message or a
scheduled maintenance task. Scheduled maintenance
Select the cursor control device button while the cursor is tasks are discussed elsewhere in this section.
within the area of the fault summary field to highlight the
text of a maintenance message summary group or the A failure that causes a status message may impact
text of a FDE summary group header. Select a button to dispatch and may be intermittent or detectable only
show more data for the highlighted maintenance under certain conditions. The PDS holds a status
message summary group or the highlighted FDE message to make sure that you see it on the ground.
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You must do a task to clear a latched FDE. does not exist.
An FDE is not active if it can not currently be seen on the Maintenance Message Summary Groups
flight deck.
Each maintenance message summary group includes
The activity of a maintenance message also shows as this data:
one of these:
- Maintenance message number
- Active - Maintenance message activity
- Latched - Flight phase
- Not Active - Fault time and date
- Maintenance message symptom.
continuously monitor for a fault condition, and the fault One or more maintenance messages may be correlated
exists. to each FDE and shows with an FDE summary group.
A maintenance message is latched for one of these Buttons

reasons:
- If a system detects a fault and is no longer using the single maintenance message display for the highlighted
related equipment as part of its operational maintenance message.
function
- To ensure correlation with an FDE Select SELECT BY ATA to show the ATA chapter
- If a system can not always detect if the fault exists. selection dialog box. If the fault summary field shows
maintenance message summary groups for a single ATA
You must so something to clear a latched maintenance chapter, then the button shows SORT BY FDE.
message.

continuously monitor for a fault condition, and the fault
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B777/GE90-110B, -115B Page 19-115
Select SORT BY FDE to show all the present leg, leg 0,

FDE and non-FDE summary groups. If the fault
summary field shows FDE and non-FDE summary
groups, then the button shows SELECT BY ATA.
Select SELECT NEW ATA to show the ATA chapter

selection dialog box. The SELECT NEW ATA button
shows only if the fault summary field shows maintenance
message summary groups for a single ATA chapter.
If a flight leg transition occurs while the inbound flight

deck effect display shows, this happens:
- The dialog box goes away

- The fault summary field goes away
- A dialog box shows with the text: Flight Leg Has
Changed. To See Data from Before, Go to Fault
History Leg-1.
- Cancel the text dialog box to show the Present Leg
Faults ATA chapter selection dialog box.
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PRESENT LEG FAULTS DISPLAY

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EXISTING FAULTS DIALOG BOX Select the HELP button to show the help dialog box for
the existing faults dialog box. Help text for the dialog
The existing faults dialog box lets you select an ATA must be in the CMCF AMI for HELP to show.
system that currently has faults. Select an ATA system
to show the maintenance message summary groups for Select the GO BACK button to close the existing faults
that system of the existing faults summary display. dialog box and return to the previous display.
The existing faults dialog box shows:
- Dialog box title

- Number of items
- List box
- Buttons
The list box shows all the ATA systems that have active
or latched maintenance messages.
Buttons

show the maintenance message summary groups for
that ATA system on the existing faults summary display.
Select SORT BY FDE to show the existing faults

summary display with all of the FDE and non-FDE
summary groups which have active and latched
maintenance messages.
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EXISTING FAULTS DISPLAY BOX

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EXISTING FAULTS SUMMARY DISPLAY Header Information
The existing faults summary display shows maintenance The data under the main menu bar on the right side
message summary groups of all active and latched shows:
maintenance messages for a single ATA system.
Maintenance message summary groups show in time - Tail identification
order of occurrence with the newest at the top. - Time and date from the CMCF
- CMCF source field
The existing faults summary display also shows FDE and
non-FDE summary groups. A FDE summary group Fault Summary Field Title
shows the currently active or latched FDE, and the active
or latched maintenance message summary groups The fault summary field title shows above the fault
correlated to the FDE. The non-FDE summary group summary field on the left side. The fault summary title
shows the currently active and latched non-correlated shows:
maintenance message summary groups.
- ATA ZZZZZ; shown when the existing faults
FDEs and their correlated maintenance message summary display shows maintenance message
summary groups show in time order of occurrence, with summary groups for a single ATA system.
the most recent FDE and correlated maintenance (ZZZZZ is the ATA system that has faults)
message summary groups at the top of the list. The - Faults Active or Latched; shown when the existing
non-FDE summary groups show at the bottom of the list. faults summary display shows FDE and non-FDE
summary groups.
The present leg faults summary display shows:
Number of Items
- Instructions field The number of items shows above the fault summary
- Fault summary field title field on the right side. The number in the parentheses
- Number or items shows the total number of:
- Buttons.
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- Maintenance message summary groups, when the A non-FDE summary group shows a description field
fault summary field shows maintenance message followed by one or more maintenance message summary
summary groups for a single ATA chapter. groups. The description field shows the text:
- FDE summary groups plus one for the non-FDE - Maintenance Messages which have not been
summary group, when the fault summary field correlated.
shows FDE and non-FDE summary groups
Select the cursor control device button while the cursor is
Fault Summary Field in the area of the fault summary field to highlight the text
of a maintenance message summary group or the text of
A fault summary field has: a FDE summary group header. Select the
MAINTENANCE MESSAGE DATA button to show more
- Maintenance message summary groups for a single data for the highlighted maintenance message summary
ATA chapter. group.
- FDE summary groups
- Non-FDE summary group Maintenance Message Summary Group
The fault summary field border highlights when the A maintenance message summary group shows:
cursor is in the area of the fault summary field and there
is one or more summary groups within the field. - Maintenance message number
- Maintenance message activity
FDE Summary Group - Symptom field.
A FDE summary group shows the : FDE and Maintenance Message Activity
- FDE EICAS message and level The activity of an FDE shows as one of these:
- FDE activity
- Fault code for the FDE - Active
- Time and date the FDE occurred - Latched
- One or more maintenance message activity groups.
An active FDE is an FDE that currently shows in the flight
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B777/GE90-110B, -115B Page 19-121
A latched FDE can only be a status message or a You must so something to clear a latched maintenance
scheduled maintenance task. Scheduled maintenance message.
tasks are discussed another section.
A failure that caused a status message may impact continuously monitor for a fault condition, and the fault
dispatch and may be intermittent or detectable only does not exist.
under certain conditions. The PDS holds a status
message to make sure that you see it on the ground. Buttons
You must do a something to clear a latched FDE.
The activity of a maintenance message also shows as single maintenance message display for the highlighted
one of these: maintenance message.
- Active Select SELECT BY ATA to show the existing faults dialog

- Latched box. If the fault summary field shows maintenance
- Not Active message summary groups for a single ATA chapter, then
the button shows SORT BY FDE.
continuously monitor for a fault condition, and the fault Select SORT BY FDE to show all the existing FDE and
exists. non-FDE summary groups. If the fault summary field
shows FDE and non-FDE summary groups, then the
A maintenance message is latched for one of these button shows SELECT BY ATA.
reasons:
Select SELECT NEW ATA to show the existing faults
- If a system detects a fault and is no longer using the dialog box. The SELECT NEW ATA button shows only if
related equipment as part of its operational the fault summary field shows maintenance message
function summary groups for a single ATA chapter.
- To ensure correlation with and FDE
- If a system can not always detect if the fault exists.
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EXISITING FAULTS SUMMARY DISPLAY

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FAULT HISTORY ATA DIALOG BOX Select SELECT FDE BY LEG to show the fault history-
leg dialog box.
The fault history ATA dialog box permits the selection of
an ATA chapter that has failures in the CMCF fault Select HELP to show the help dialog box for the fault
history memory. Select an ATA chapter to show the fault history-ATA dialog box. Help text for the dialog box must
summary groups of the failures in the CMCF fault history be in the CMCF AMI for HELP to show.
memory. They show on the fault history summary
display. Select the GO BACK button to remove the fault history-
ATA dialog box and return to the previous display.
If there are no failures in the CMCF fault history memory,
the selection of FAULT HISTORY on the menu title bar
shows the fault history summary display.
The fault history ATA dialog box shows:
- Dialog box title

- Number of items
- List box
- Buttons.
The list box shows all the ATA chapters that have failures
in the CMCF fault history memory.
Buttons

show the fault summary groups for that ATA system on
the fault history summary display.
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FAULT HISTORY ATA DIALOG BOX

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FAULT HISTORY SUMMARY DISPLAY
The fault history summary display show the failures in the

CMCF fault history memory. The fault history summary
display shows failures for a single ATA chapter or sorted
by FDE summary groups for a specific flight leg.
The fault history summary display shows:
- Instructions field
- Fault summary field title
- Number of items
- Buttons.
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FAULT HISTORY SUMMARY DISPLAY

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FAULT HISTORY LEG DIALOG BOX Select HELP to show the help dialog box for the fault
history-leg dialog box. Help text for the dialog box must
The fault history-leg dialog box permits the selection of a be in the CMCF AMI for HELP to show.
flight leg that has failures in the CMCF fault history
memory. Select a flight leg to show the FDE summary Select GO BACK to remove the fault history-leg dialog
groups and the non-FDE summary group, of the box and return to the previous display.
maintenance messages that have failures in the CMCF
fault history memory, on the fault history summary
display.
The fault history leg dialog box shows:
- Dialog box title

- Number of items
- List box
- Buttons.
The list box show all the flight legs that have failures in
the CMCF fault history memory.
Buttons
Select a flight leg and then select CONTINUE to show

the FDE summary groups and the non-FDE summary
group for that flight leg on the fault history summary
display.
Select SELECT BY ATA to show the fault history-ATA

dialog box.
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FAULT HISTORY LEG DIALOG BOX

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DATA LOAD MAIN DISPLAY Source Indiction Field
The data load main display format lets you start and The source indication field has two labels and two data
monitor the data load process. fields.
The data load main display shows: The first label is Data Source. The associated data field
shows the data source from the source selection dialog
- Header data box.
- Source indication field
- Destination indication field The other label is Load Part Number. The related data
- Data load status field field shows the load part number from the source
- System configuration list box selection dialog box.
- Buttons.
With no selection, the labels and data fields are blank.
Header Data
Destination Indication Field
The header data includes the :
The destination indication field has one label and one
- Title data field.
- Tail ID
- Time field. The label is Data Destination. The associated data field
shows the LRU/LRM identifier from the destination
The tail ID field has the airplane tail ID. selection dialog box.
The time field shows the current time in UTC. The With no selection, the label and data field is blank.
format is: DDMMYY HHMMz.
Data Load Status Field
The data load status field is a message field.
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DATA LOAD MAIN DISPLAY

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DATA LOAD SOURCE SELECTION DIALOG BOX When data transfer starts between the CMCF and the
destination LRU, this shows:
The message field shows the status of the data load
process. The message field shows these messages. - The data load is in progress.
- Select the SOURCE or the DESTINATION When the data load process stops, this shows:
- Select the DESTINATION
- Select the SOURCE. - The data load is stopped.
- The data loader is prepared for operation. Select
START. When the data load process is successful, this shows:
- The data load is in progress.
- The data load is stopped. -The data load is complete. Select another source or
- The data load is complete. another destination.
Select the SOURCE or the DESTINATION shows when System Configuration List Box
both the source indication data fields are blank.
The system configuration list box and box title shows
Select the DESTINATION shows when the destination information based on the system selection on the
data field is blank. destination selection dialog. The box shows:
Select the SOURCE shows when the source indication - LRU identifier
and data field is blank. - Hardware part number
- LRU serial number
When the data load process is ready to start, this shows: - Software part number(s).
- The data loader is prepared for operation. Select When the destination indication field is empty, the
START. system configuration list box is empty.
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DATA LOAD SOURCE SELECTION DIALOG BOX

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Buttons Select START to begin the data load process.
These are the three buttons that show on the data load At initial power-up, the START selection is not available.
main display: The START selection becomes available when this load
status indication shows:
- SELECT SOURCE
- SELECT DESTINATION - The data loader is prepared for operation. Select
- START. START.
SELECT SOURCE shows next to the source indication

field.
Select SELECT SOURCE to show the source selection

dialog box.
The selection is not available during the data load

process.
SELECT DESTINATION shows next to the destination

indication data field.
Select SELECT DESTINATION to show the destination

The selection is not available during the data load

process.
START shows next to the data load status field.
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DATA LOAD DESTINATION SELECTION DIALOG BOX

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ENGINE BALANCING SYSTEM MAIN MENU DIALOG Select CONTINUE after you select calculate specific
BOX balance coefficients/ground run and either engine to
show the engine balancing/calculate coefficients/N1
The CMCF, with the left and right airborne vibration vibration flight history display.
monitor unit (AVMU), supplies an on board engine
balancing system (OEBS). The AVMUs supply the data Select HELP to show the help dialog box for the OEBS
for the OEBS displays that show on the MAT. main menu dialog box. Help text for the dialog box must
be in the CMCF AMI for help to show.
The OEBS MAIN MENU dialog box shows:
Select GO BACK to remove the OEBS main menu dialog
- Two groups of two exclusive selections box.
- Buttons.
The first group of exclusive selections shows:
- ENGINE 1
- ENGINE 2
The second group of exclusive selections shows these:
- PERFORM BALANCE
- CALCULATE SPECIFIC BALANCE COEFFICIENTS/
GROUND RUN.
Buttons
Select CONTINUE after you select PERFORM BALANCE

(either engine) to show the engine balancing/perform
balance/existing balance weights display.
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ENGINE BALANCING SYSTEM MAIN MENU DIALOG BOX

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ENGINE BALANCING/PERFORM BALANCE/EXISTING Buttons

BALANCE WEIGHTS DISPLAY
Select CONTINUE to send the fan and LPT changes to
The engine balancing/perform balance/existing balance the selected AVM. The engine balancing/calculation
weights display shows fan and low pressure turbine condition dialog shows next.
(LPT) balance weights information. Use the display to
change this information. Select FLIGHT HISTORY to these functions:
This display shows: - Request the data for both the perform balance N1
and the perform balance N2 vibration flight history
- Display title displays from the selected AVMU.
- Configuration text fields - Show the engine balancing/perform balance/N1
- Dialog test field vibration flight history display.
- Fan text field
- LPT text entry field
- Buttons.
Selection of any data or blank text field in the fan text

entry field or the LPT text entry field causes the engine
balancing/edit weight data dialog box to show.
The existing balance weights data is a list of up to 15

weight part numbers and weight location numbers for the
fan (P01's are not shown), and 15 weight part numbers
and weight location numbers for the LPT, that are
currently on the engine.
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ENGINE BALANCING/PERFORM BALANCE/EXISTING BALANCE WEIGHTS DISPLAY

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ENGINE BALANCING/EDIT WEIGHT DATA DIALOG field on the existing balance weights display or the
BOX keep balance weights display.
- With the change part and/or hole/blade numbers
Change the fan and LPT weights part numbers on the exclusive selection selected, the data in the text
engine balancing/edit weight data dialog box. Also box entry field replaces the selected data in the
change the hole number where the weights are on the LPT or fan text entry field on the existing balance
fan and the blade number where the weights are on the weights display or the keep balance weights
LPT on the engine balancing/edit weight data dialog box. display
- With the erase part and/or hole/blade numbers
The engine balancing/edit weight data dialog box shows: exclusive selection selected, the data in the text
box entry field removes from the LPT or fan text
- Fan weight part numbers entry field on the existing balance weights display
- LPT weight part numbers or the keep balance weights display.
- Fan hole numbers - To remove the engine balancing/edit weight data
- LPT blade numbers dialog box.
- Three exclusive selections
- Command selections. Select HELP to show the help dialog box for the engine
balancing/edit weight data dialog box. Help text for the
The part number and hole/blade number text box entry dialog box must be in the CMCF AMI for help to show.
fields get data from the existing balance weights displays
and the keep balance weights displays. Select GO BACK to remove the engine balancing/edit
weight data dialog box.
Buttons
Select one of the three exclusive selections then select

CONTINUE.
- With the add new part and hole/blade numbers

exclusive selection selected, the data in the text
box entry field adds to the LPT or fan text entry
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ENGINE BALANCING/EDIT WEIGHT DATA DIALOG BOX

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ENGINE BALANCING/PERFORM BALANCE/ These are the seven exclusive selections on the engine
N1 VIBRATION FLIGHT HISTORY DISPLAY balancing/perform balance/N1 vibration flight history
display:
The engine balancing/perform balance/N1 vibration flight
history display show N1 vibration data and phase angle - LEG-5
data for six flight legs at different N1 percent values. The - LEG-4
display also shows an average N1 vibration and an - LEG-3
average phase angle for the six flight legs at different N1 - LEG-2
percent values. - LEG-1
- LEG-0
The N1 vibration history data is the vibration level and - LEG AVERAGE.
phase angle of the N1 shaft, at six preset engine speeds,
measured by the engine accelerometers, for up to six Data in the text box is placed in braces "{ }" if the AVMU
flight legs and an average of the six flight legs, as finds that the data is out of range.
recorded in the airborne vibration monitor signal
conditioner unit. Buttons
This display shows: Select GO BACK to show the engine balancing/perform

balance/existing balance weights display.
- A display title
- Configuration text field Select N2 FLIGHT HISTORY to show the engine
- Dialog text field balancing/perform balance/N2 vibration flight history
- Text box field display.
- Exclusive selections
- Buttons.
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ENGINE BALANCING/PERFORM BALANCE/N1 VIBRATION FLIGHT HISTORY DISPLAY

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ENGINE BALANCING /PERFORM BALANCE/N2

VIBRATION FLIGHT HISTORY DISPLAY
The engine balancing/perform balance/N2 vibration flight

history display shows N2 vibration data for six flight legs
at different N1 values. The display also shows an
average N2 vibration for the six flight legs at different N1
percent values.
The N2 vibration history data is the vibration level of the

N2 shafts at six specified engine speeds, measured by
the engine accelerometers, for up to six flight legs and an
average of the six flight legs, as recorded in the airborne
vibration monitor signal conditioner unit.
This display shows:
- A display title
- Configuration text fields
- Dialog text field
- Text box field
- A button.
Data in the text box is placed in braces "{ }" if the AVMU
finds that the data is out of range.
Button
Select GO BACK to show the engine balancing/perform

balance/N1 vibration flight history display.
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ENGINE BALANCING/PERFORM BALANCE/N2 VIBRATION FLIGHT HISTORY DISPLAY

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ENGINE BALANCING/CALCULATION CONDITION Buttons

DIALOG BOX
Select HELP to show the help dialog box for the engine
The engine balancing/calculation condition dialog box balancing/calculation condition dialog box. Help text for
shows the time necessary to do an engine balance the dialog box must be in the CMCF AMI for HELP to
calculation. show.
The engine balancing/calculation condition dialog box Select GO BACK to close the engine balancing/
shows: calculation condition dialog box.
- Dialog box title

- Text field
- Buttons.
When the CMCF commands the airborne vibration

monitor signal conditioner unit to calculate the engine
balance solution, the engine balancing/calculation
condition dialog box shows.
When the airborne vibration monitor signal conditioner

unit completes an engine balance solution calculation, the
CMCF closes the engine balancing/calculation condition
dialog box and shows the engine balancing/perform
balance/solution summary display.
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ENGINE BALANCING/CALCULATION CONDITION DIALOG BOX

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ENGINE BALANCING/PERFORM BALANCE/ The recommended engine run, to check the engine
SOLUTION SUMMARY DISPLAY balance after the weights have been changed, is shown.
This could include:
The engine balancing/perform balance/solution summary
display permits the selection of a one or a two plane - No engine run
solution. The display also shows which balance weights - Low speed vibration Survey
to install or to remove. - High speed vibration survey
- No recommendation
This display shows this information:
Buttons
- A display title
- Configuration text fields Select CONTINUE to do these:
- Dialog text entry field
- FAN text entry fields - Send the selected one-plane solution or two-plane
- Predicted overall vibration reduction fields solution to the selected airborne vibration monitor
- Engine run recommendation signal conditioner unit
- Buttons. - Show the ENGINE BALANCING/PERFORM
BALANCE/NEW BALANCE WEIGHTS display.
The ONE PLANE and TWO PLANE selections are
exclusive selections. Select SOLUTION PREDICTION to show the engine
balancing/perform balance/N1 vibration prediction
Balance solution summary data is a set of two balance display.
solutions. One solution is for one-plane or FAN (P01's
are not shown) balancing. The other solution is for two-
plane balancing or, FAN and LPT balancing. The solution
summary data is a listing of weights to be installed on or
removed from the engine, to achieve a reduction in
vibration.
EFFECTIVITY
B777/GE90-110B, -115B Page 19-148
ENGINE BALANCING/PERFORM BALANCE/SOLUTION SUMMARY DISPLAY

EFFECTIVITY
B777/GE90-110B, -115B Page 19-149
ENGINE BALANCING/PERFORM BALANCE/N1

VIBRATION PREDICTION DISPLAY
The engine balancing/perform balance/N1 vibration

prediction display shows the actual front and rear engine
vibration values. It also show the predicted front and
rear engine vibration values.
The engine balancing/perform balance/N1 vibration

prediction display shows this information:
- A display title
- Text box field
- Button
The N1 vibration prediction data is a list of the N1

vibration levels at each target speed, measured by the
engine accelerometers, along with the predicted levels
for each speed after the engine is balanced, and an
average vibration reduction.
Button
Select GO BACK to show the engine balancing/perform

balance/solution summary display.
EFFECTIVITY
B777/GE90-110B, -115B Page 19-150
ENGINE BALANCING/PERFORM BALANCE/N1 VIBRATION PREDICTION DISPLAY

EFFECTIVITY
B777/GE90-110B, -115B Page 19-151
FAN BALANCE WEIGHTS
The fan balance weights are located in the aft spinner

cone just forward of the fan blades.
The purpose of the fan balance weights is to reduce the

N1 vibration to acceptable levels when performing one
plane or two plane balancing. They are threaded into the
aft spinner cone.
There are eight different balance weights that can be

used. The smallest one is a plug and is installed when
no other weight is installed. The holes of the aft spinner
cone, where the balance weights are installed, are
numbered. The number one balance weight hole has a
dimple in front of it and is directly in front of the number 1
fan blade. Every fourth balance weight hole has the hole
number stamped into the spinner cone forward of the
hole.
There are a total of 44 fan balance weight holes in the aft

spinner cone.
The fan balance weight bolt hole location from the MAT
corresponds to the holes in the aft spinner cone.
The weights can be removed and installed without

removing the spinner cones. The part number of the
individual weights is visible when the weights are
installed.
EFFECTIVITY
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FAN BALANCE WEIGHTS

EFFECTIVITY
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LPT BALANCE WEIGHTS
The LPT balance weights are located on the LPT sixth

stage tip shrouds.
The purpose of the LPT balance weights is to reduce the

N1 vibration to acceptable levels when performing two
plane balancing.
Part number 1804M89P01 is the only type of LPT

balance weight. The balance weight is placed on the
correct LPT sixth stage tip shroud and the 9C1201
installation tool is used to crimp the balance weight in
place.
The number 1 turbine blade is at the same angular

location as the number 1 fan blade. To find the turbine
blade 1, go to the front of the engine and turn the fan
until fan balance weight hole number 1 (dimple mark on
the aft spinner) is at the bottom of the spinner cone.
This places the LPT sixth stage turbine blade number 1
at the bottom of the engine. The turbine blades are
counted clockwise (viewed in the forward direction).
There are a total of 116 turbine blades on the sixth stage

of the LPT.
The LPT balance weight blade number location from the

MAT corresponds to the LPT blade number.
EFFECTIVITY
B777/GE90-110B, -115B Page 19-154
LPT BALANCE WEIGHTS

EFFECTIVITY
B777/GE90-110B, -115B Page 19-155
ENGINE BALANCING/PERFORM BALANCE/NEW Button

BALANCE WEIGHTS DISPLAY
Select KEEP WEIGHTS to show the engine balancing/
The engine balancing/perform balance/new balance exit approval dialog box.
weights display shows the new Fan and new LPT balance
weights solutions. Use the display to change the Fan
and LPT balance weights information.
The engine balancing/perform balance/new balance

weights display shows:

- Dialog text field
- FAN text entry field
- Button
When you select any data or blank text field in the fan
text entry field or the LPT text entry field, the engine
balancing/edit weight data dialog box shows.
The keep balance weights data is a list of up to 15 weight

part numbers and weight location numbers for the fan,
and 15 weight part numbers and weight location numbers
for the LPT, that are on the engine now.
EFFECTIVITY
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ENGINE BALANCING/PERFORM BALANCE/NEW BALANCE WEIGHTS DISPLAY

EFFECTIVITY
B777/GE90-110B, -115B Page 19-157
ENGINE BALANCING/EXIT APPROVAL DIALOG BOX
The engine balancing/exit approval dialog box lets you

approve the fan and LPT balance weights.
The engine balancing/exit approval dialog box shows:
- Dialog box title

- Text field
- Buttons.
Buttons
Select KEEP WEIGHTS to send the text entry field for

the fan and LPT balance weights, from the keep balance
weights displays, to the selected airborne vibration
monitor signal conditioner unit. This also removes the
engine balancing/exit approval dialog box. If the airborne
vibration monitor signal conditioner unit sends an
incorrect part and hole/blade numbers command to the
CMCF, the CMCF shows the engine balancing/edit error
dialog box.
balancing/exit approval dialog box. Help text for the
dialog box must be in the CMCF AMI for help to show.
Select GO BACK to remove the engine balancing/exit

approval dialog box.
EFFECTIVITY
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EFFECTIVITY
B777/GE90-110B, -115B Page 19-159
ENGINE BALANCING/CALCULATE COEFFICIENTS/N1 The selection of some of the buttons causes the
VIBRATION FLIGHT HISTORY DISPLAY nonexclusive selections to go away from the display.
The buttons that cause the nonexclusive selections go
The engine balancing/calculate coefficients/N1 vibration away from the display are:
flight history display shows N1 vibration data and phase
angle data for six flight legs at different N1 percent - CALCULATE COEFFICIENTS
values. The display also shows ground run N1 vibration - GROUND RUN
data and phase angle data, at different N1 percent - KEEP GROUND RUN DATA
values, after a ground run procedure.
Data in the text box field highlights if the airborne
This display shows: vibration monitor signal conditioner unit finds that the
data is out of range.
- Display title
- Configuration text fields Engine ground run history is record of vibration and
- Dialog text field phase angle of the N1 shaft, at six specified engine
- Text box field speeds, measured by the engine accelerometers, during
- Non-exclusive selections the ground run of an engine.
- Buttons.
Nonexclusive Selections
There are six nonexclusive selections on the engine

balancing/calculate coefficients/N1 vibration flight history
display.
EFFECTIVITY
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EFFECTIVITY
B777/GE90-110B, -115B Page 19-161
Buttons
Select CALCULATE COEFFICIENTS to send the

selected flight histories to the airborne vibration monitor
signal conditioner unit and let the airborne vibration
monitor signal conditioner unit calculate the specific
balance coefficients. You cannot select CALCULATE
COEFFICIENTS until two flight legs selections are made.
Select CALCULATE COEFFICIENTS to show the engine
balancing/calculation condition dialog box.
Select GROUND RUN to show the engine balancing/

calculate coefficients/existing balance weights display.
Select KEEP GROUND RUN DATA to update the flight

histories in the selected airborne vibration monitor signal
conditioner unit. The ground run data is moved to LEG
0, LEG 0 data is moved to LEG-1, and so on for the
other flight legs. You cannot select KEEP GROUND
RUN DATA until the ground run data shows on the
display.
Select MAKE SURE WEIGHTS to show the engine

balancing/calculate coefficients/existing balance weights
display.
EFFECTIVITY
B777/GE90-110B, -115B Page 19-162
ENGINE BALANCING/CALCULATE COEFFICIENTS/N1 VIBRATION FLIGHT HISTORY DISPLAY

EFFECTIVITY
B777/GE90-110B, -115B Page 19-163
ENGINE BALANCING/CALCULATE COEFFICIENTS/ Buttons

EXISTING BALANCE WEIGHTS DISPLAY
Select GO BACK to show the engine balancing/calculate
The engine balancing/calculate coefficients/existing coefficients/N1 vibration flight history display.
balance weights display shows fan and low pressure
turbine (LPT) balance weights information. Use the Select START GROUND RUN to send the text entry field
display to edit the FAN and LPT balance weights for the fan and the LPT to the selected airborne vibration
information. monitor signal conditioner unit. After the AVM receives
the part numbers, hole numbers, and blade numbers
This engine balancing/calculate coefficients/existing from the CMCF, the engine balancing/ground run dialog
balance weights display shows: box shows. The airborne vibration monitor signal
conditioner unit also starts to record the engine ground
- Display title run data.
- Dialog text field
- Fan text entry field
- Buttons.
The existing balance weights data is as list of up to 15

FAN, and 15 weight part numbers and weight location
numbers for the LPT, that are on the engine now.
EFFECTIVITY
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ENGINE BALANCING/CALCULATE COEFFICIENTS/EXISTING BALANCE WEIGHTS DISPLAY

EFFECTIVITY
B777/GE90-110B, -115B Page 19-165
ENGINE BALANCING/GROUND RUN DIALOG BOX box must be in the CMCF AMI for HELP to show.
The engine balancing/ground run dialog box shows when Select GO BACK to do these:
a ground operation is in progress.
- Remove the engine balancing/ground run dialog box
This engine balancing/calculate coefficients/existing - To send a stop recording command to the selected
balance weights display shows: AVMU.
- Dialog box title

- Text box
- Buttons.
Buttons
Select CONTINUE to do these:
- Show the engine balancing/calculate coefficients/N1

vibration flight history display
- To remove the engine balancing/ground run dialog
box
- To send a stop recording command to the selected
airborne vibration monitor signal conditioner unit.
balancing/ground run dialog box. Help text for the dialog
EFFECTIVITY
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ENGINE BALANCING/GROUND RUN DIALOG BOX

EFFECTIVITY
B777/GE90-110B, -115B Page 19-167
ENGINE BALANCING/CALCULATE COEFFICIENTS/ Select KEEP WEIGHTS to show the engine balancing/
EXISTING BALANCE WEIGHTS DISPLAY exit approval dialog box.
The engine balancing/calculate coefficients/existing

balance weights display shows the new fan and low
pressure turbine (LPT) balance weights solutions. Use
the display to edit the FAN and LPT balance weights
information.
This display shows:

- Dialog text field
- Fan text entry field
- Buttons.
The existing balance weights data is as list of up to 15

FAN, and 15 weight part numbers and weight location
numbers for the LPT, that are on the engine now.
Buttons
EFFECTIVITY
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ENGINE BALANCING/CALCULATE COEFFICIENTS/EXISTING BALANCE WEIGHTS DISPLAY

EFFECTIVITY
B777/GE90-110B, -115B Page 19-169
The engine balancing/exit approval dialog box lets you

approve the fan and LPT balance weights.
The engine balancing/exit approval dialog box shows:
- Dialog box title

- Text field
- Buttons.
Buttons
Select KEEP WEIGHTS to send the text entry field for

the fan and LPT balance weights, from the keep balance
weights displays, to the selected airborne vibration
monitor signal conditioner unit. This also removes the
engine balancing/exit approval dialog box. If the airborne
vibration monitor signal conditioner unit sends an
incorrect part and hole/blade numbers command to the
CMCF, the CMCF shows the engine balancing/edit error
dialog box.
balancing/exit approval dialog box. Help text for the
dialog box must be in the CMCF AMI for help to show.
Select GO BACK to remove the engine balancing/exit

approval dialog box.
EFFECTIVITY
B777/GE90-110B, -115B Page 19-170

EFFECTIVITY
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SPECIAL FUNCTIONS DIALOG BOX Select ATA List Box
The SPECIAL FUNCTIONS selection supplies you with The select ATA list box shows the airplane systems in
access to airplane systems that have unique ATA order. You must choose an ATA system first. This
maintenance functions. selection causes the functions for that ATA to become
available.
Many ATA systems and LRUs have unique requirements
that cause additional dialog boxes to show before the Select Function List Box
function starts. The types of dialog boxes include:
The select function area list box has all the LRUs in the
- Precondition dialog box ATA that have a special function available.
- Inhibit dialog box
- Interference dialog box The selection of the LRU with a special function makes
- Interactive dialog box the CONTINUE command available.
- Menu abort dialog box.
Button
When you meet all unique requirements, the special
function display shows with status and instructions for the Select CONTINUE to show the precondition dialog box
special function. on top of the ground test selection dialog box for the
selected special function.
Special Functions Selection Dialog Box
Select HELP to show the help dialog box for the special
The special functions selection dialog box has: function dialog box. Help text for the dialog box must be
in the CMCF AMI for help to show.
- Title
- Select ATA list box Select GO BACK to remove the special function selection
- Select function list box dialog box and to return to the previous display.
- Button area.
EFFECTIVITY
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SPECIAL FUNCTIONS DIALOG BOX

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SPECIAL FUNCTIONS PRECONDITION DIALOG BOX Buttons
The special functions precondition dialog box is similar to The precondition dialog box shows four buttons.
the ground test precondition dialog box. The special
functions precondition dialog box contains: Select CONTINUE to close the special function selection
dialog box (if open), the precondition dialog box, and to
- Title show the special function display.
- Special function title
- Special function description Select REPORT DATA to show the report dialog box.
- Precondition list
- Buttons. Select HELP to show the help dialog box for the special
function precondition dialog box. Help text for the dialog
Special Function Title box must be in the CMCF AMI for HELP to show.
The special function title shows the name from the Select GO BACK to remove the precondition dialog box
selection made on the special function selection dialog and to return to the previous display.
box.
Special Function Description
The test description is a brief description about the

special function.
Precondition List
The precondition list gives instructions to follow before

you run the special function.
The precondition display database stores the special

function description and the precondition list.
EFFECTIVITY
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SPECIAL FUNCTIONS PRECONDITION DIALOG BOX

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SPECIAL FUNCTION MAIN DISPLAY Function Condition Messages and Control Selections
The SPECIAL FUNCTION main display supplies status The function condition messages field can show these
information and control for the special functions. messages:
The special function display shows: - READY

- INHIBITED
- Display title - CAN NOT OPERATE
- ATA chapter and name - OPERATING
- Special function title - STOPPED
- FUNCTION CONDITION messages - COMPLETE.
- Function control selections
- Text field The possible function control buttons are:
- Text field title
- Buttons. - START FUNCTION
- STOP FUNCTION
ATA Chapter and Name - OPERATE FUNCTION AGAIN
- TO START FUNCTION.
This field shows the ATA chapter and system name from
the initial selection on the special functions selection READY shows when no inhibits or no interference
dialog box. conditions exist. The START FUNCTION button shows
next to the READY message.
Special Function Title
Select START FUNCTION to begin the function.
This field shows the system function title from the initial OPERATING shows as the message.
selection on the special function selection dialog box.
Select STOP FUNCTION to stop the function and show
the STOPPED message.
At the completion of the function, COMPLETE shows.
EFFECTIVITY
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EFFECTIVITY
B777/GE90-110B, -115B Page 19-177
With STOPPED, or COMPLETE as the message, Text Field

OPERATE FUNCTION AGAIN shows as the button.
If the message STOPPED shows in the function
Select OPERATE FUNCTION AGAIN to show the condition field, and the user stops the function, or the
precondition dialog box. member system stops the function, then the text field
shows one of these messages:
INHIBITED shows when a test inhibit condition exists.
The TO START FUNCTION control selection shows next - User Stopped the Function
to the message. - Member System Stopped the Function
The TO START FUNCTION selection in this case causes Text Field Title
the function inhibit dialog box to show.
When STOPPED shows in the function condition field,
CAN NOT OPERATE shows as the message if a function the title of the text field is CAUSE.
interference condition exists. The TO START
FUNCTION control selection shows next to the message. Buttons
The TO START FUNCTION selection in this case causes Select NEW FUNCTION to show the special function
the function interference dialog box to show. selection dialog box.
If the LRU stops the special function, STOPPED shows Select SHOW NOTES to show the notes dialog box for
as the message and TO START FUNCTION shows as the selected special function. Notes text for the dialog
the control selection. box must be in the CMCF AMI for SHOW NOTES to
show.
Button
Select NEW FUNCTION to show the special function

EFFECTIVITY
B777/GE90-110B, -115B Page 19-178
SPECIAL FUNCTION MAIN DISPLAY

EFFECTIVITY
B777/GE90-110B, -115B Page 19-179
SPECIAL FUNCTION INTERACTIVE DIALOG BOX Messages
Interactive dialog boxes show when interaction by the The messages area shows directions to complete the
user is necessary to complete the function. function.
The member systems control the interactive displays. The message area also shows any warnings associated
LRUs in the member systems send a control signal that with the function.
tells the CMCF to show the interactive displays as
necessary. When the CMCF gets the control signal, any Buttons
existing interactive displays close.
Select CONTINUE to remove the interactive dialog box
Each interactive dialog box has: and to start the function.
- Dialog box title Select STOP FUNCTION to remove the interactive dialog
- Function title box and to show STOPPED as the FUNCTION
- Messages CONDITION message on the special function display.
- Buttons The control selection shows OPERATE FUNCTION
AGAIN.
Function Title
Select REPORT DATA to show the report dialog box.
The function title shows the title of the function from the
initial selection on the special functions selection dialog Select HELP to show the help dialog box for the
box. interactive dialog box. Help text for the dialog box must
be in the CMCF AMI for HELP to show.
EFFECTIVITY
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SPECIAL FUNCTION INTERACTIVE DIALOG BOX

EFFECTIVITY
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ENGINE SPECIAL FUNCTIONS
To aid maintenance, engine special functions can be

done by the FADEC. With the EEC MAINT switch
providing aircraft electrical power and a menu mode
discrete to the FADEC, the engine special functions can
be performed through the flight deck MAT.
The engine special functions are:
- Wet Motor Special Function

- VSV Opening for Maintenance Special Function
- Engine Serial Number Special Function
EFFECTIVITY
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MAT OTHER FUNCTIONS MENU

EFFECTIVITY
B777/GE90-110B, -115B Page 19-183
WET MOTOR SPECIAL FUNCTION To do the Wet Motoring Special Function do the following
on the MAT:
The Wet Motor Special Function does not operate on
GE90-110B and -115B engines. 1. Select OTHER FUNCTIONS.
2. Select SPECIAL FUNCTIONS.
The Wet Motoring Special Function is located in the 3. Select the ATA System.
MATs Onboard Maintenance function. 4. Select the System Test .
5. Select GO BACK.
The Wet Motor Special Function is shown for flight deck
commonality with the older B777 but its operation is
inhibited on the new B777.
EFFECTIVITY
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WET MOTORING SPECIAL FUNCTION (SHEET 1)

EFFECTIVITY
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EFFECTIVITY
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WET MOTORING SPECIAL FUNCTION (SHEET 2)

EFFECTIVITY
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VSV OPENING FOR MAINTENANCE SPECIAL 7. Select CONTINUE.

FUNCTION 8. Select START FUNCTION.
9. Read the dialog box.
The VSV Opening for Maintenance Special Function is 10. Select CONTINUE.
located in MATs Onboard Maintenance function. 11. Read and do as the dialog box says.
This Special Function allows the engine HPC Variable 13. Exit Special Functions or select NEW FUNCTION.
Stator Vanes to be moved to a more open position. This
is done to make borescoping of the HPC stages 1 - 5
easier.
After the VSV Opening for Maintenance Special Function

is selected on the MAT, the engine must be dry motored.
The engine is dry motored to provide fuel pressure which
is used to move the Variable Stator Vanes to the open
position.
To do the VSV Opening for Maintenance Special

Function do the following on the MAT:
1. Select OTHER FUNCTIONS.

5. Select CONTINUE.
EFFECTIVITY
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VSV OPENING FOR MAINTENANCE SPECIAL FUNCTION (SHEET 1)

EFFECTIVITY
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EFFECTIVITY
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EFFECTIVITY
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EFFECTIVITY
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EFFECTIVITY
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ENGINE SERIAL NUMBER SPECIAL FUNCTION 12. Select CONTINUE.

13. Exit Special Functions or select NEW FUNCTION.
The Engine Serial Number Special Function is located in
MATs Onboard Maintenance function.
This Special Function allows the engine serial number to

be put into the NVM of the FADEC (EEC). The engine
serial number is use for data tracking purposes.
After the Engine Serial Number Special Function is

selected on the MAT, each individual digit of the engine
serial number must be placed in the FADEC (EEC) NVM.
To do the Engine Serial Number Special Function do the

following on the MAT:
1. Select OTHER FUNCTIONS.

5. Select CONTINUE.
7. Select CONTINUE.
8. Select START FUNCTION.
9. Read the dialog box.
EFFECTIVITY
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ENGINE SERIAL NUMBER SPECIAL FUNCTION (SHEET 1)

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EFFECTIVITY
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GE Aviation

GE90 110B & 115B

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GE90 Line Maintenance

Document: GEK 109974

Proprietary Information Notice

Copyright 2006 GE Aviation

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1. Table of Contents…………………………………………………………. Sep/06 ………………………………...1-7

2. Engine Hazards …………………………………………………………... Feb/04…………………………………1-4

3. Nacelle …………………………………………………………………….. Sep/06 ………………………………1-28

4. Engine General …………………………………………………………... Sep/05…………………………….. 1-18

5. Engine Construction ……………………………………………………... Sep/06………………………………..1-32

6. Aircraft/Engine Interface …………………………………………………. Sep/02 ……………………………….1-12

7. FADEC System …………………………………………………………... Sep/05.……………………………….1-44

8. Fuel System ………………………………………………………………. Sep/05.……………………………….1-36

9. Air Systems ……………………………………………………………….. Sep/05 ……………………………….1-36

10. Oil System ………………………………………………………………… Sep/05………………………………..1-38

11. Start System ……………………………………………………………….Sep/05………………………………..1-14

12. Ignition System …………………………………………………………… Sep/06………………………………..1-10

13. IDG Lubrication System………………………………………………….. Feb/04 ……………………………….1-14

14. BUG Lubrication System…………………………………………………. Sep/02 …………………………….. 1-12

15. AVM System ……………………………………………………………… Jul/04 …………………………………1-6

16. Drain System ……………………………………………………………… Jul/04 ...………………………………1-8

17. Engine Buildup Unit ……………………………………………………… Jul/04.……………………………….. 1-32

18. Primary Display System …………………………………………………. Sep/05………………………………..1-34

19. Central Maintenance Computing System ……………………………... Feb/04………………………………1-202

ABBREVIATIONS AND ACRONYMS

AC Alternating Current CMCS Central Maintenance Computer System

ABBREVIATIONS AND ACRONYMS

ABBREVIATIONS AND ACRONYMS

MCT Maximum Continuous RCC Remote Charge Converter

ABBREVIATIONS AND ACRONYMS

TGB Transfer Gearbox

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At the completion of this section a student should be able to:

…. Identify the engine hazards

Inlet Suction WARNING: Long exposures to jet engine noise can

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At the completion of this section a student should be able to:

…. Identify the engine nacelle major components.

ENGINE NACELLE Thrust Reverser

The inlet cowl supplies a smooth airflow into the engine.

INLET COWL PDOS Switches

FAN COWL Fan Cowl Opening Actuators

- Deflection limiter (4)

THRUST REVERSER LATCHES

T/R Latches V-groove Latch Band

T-Bolt Latch Handle

THRUST REVERSER (T/R) SYSTEM

To make reverse thrust, you use the reverse thrust levers

The T/R uses these components to control the direction of

This system allows for forward and reverse thrust.

When the sleeves are forward (retracted) position, the fan

When the sleeves are aft (extended) position, the blocker

THRUST REVERSER SYSTEM

THRUST REVERSER HOLD-OPEN RODS

The thrust reverser hold-open rods keep the thrust reverser