DC-8 STUDY GUIDE

JT3D POWERPLANT

INTENTIONALLY
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DC-8 TRAINING
JT3D-7 POWER PLANT
TABLE OF CONTENTS
TABLE OF FIGURES .............................................................................................................................................. 3
DC8- 62/63 SERIES POWER PLANT .................................................................................................................... 4
GENERAL ............................................................................................................................................................ 5
ENGINE FUEL SYSTEM......................................................................................................................................... 7
GENERAL ............................................................................................................................................................ 7
ENGINE-DRIVEN (NASH) FUEL BOOST PUMP................................................................................................ 8
FUEL TEMPERATURE REGULATOR................................................................................................................. 8
FUEL PRESSURE TRANSMITTER..................................................................................................................... 8
MAIN ENGINE-DRIVEN FUEL PUMP................................................................................................................. 8
FUEL CONTROL UNIT ........................................................................................................................................ 8
FUEL MANIFOLD AND FUEL NOZZLES ............................................................................................................ 8
PRESSURIZATION AND DUMP VALVE.............................................................................................................. 8
GROUND COOLING/BLOW AWAY JET ................................................................................................................ 9
GENERAL ............................................................................................................................................................ 9
ENGINE GROUND COOLING AND BLOW AWAY JET SHUTOFF SWITCH................................................... 10
ENGINE OIL SYSTEM .......................................................................................................................................... 10
GENERAL .......................................................................................................................................................... 10
GENERAL (CONTD) ......................................................................................................................................... 11
OIL TEMPERATURE INDICATORS................................................................................................................... 11
OIL PRESSURE INDICATORS.......................................................................................................................... 11
OIL QUANTITY INDICATORS ........................................................................................................................... 12
OIL PRESSURE INDICATING LIGHTS............................................................................................................. 12
ENGINE IGNITION SYSTEM ................................................................................................................................ 12
GENERAL .......................................................................................................................................................... 12
IGNITION EXCITERS ........................................................................................................................................ 12
IGNITERS .......................................................................................................................................................... 12
IGNITERS SELECTOR SWITCH ...................................................................................................................... 12
FUEL SHUTOFF LEVER AND STARTER IGNITION SWITCHES.................................................................... 13
IGNITION OVERRIDE SWITCH ........................................................................................................................ 13
IGNITION POWER SWITCH ............................................................................................................................. 13
IGNITION POWER SUPPLY INVERTOR .......................................................................................................... 13
ENGINE STARTING SYSTEM .............................................................................................................................. 14
GENERAL .......................................................................................................................................................... 14
STARTER SELECTOR SWITCH (IF INSTALLED)............................................................................................ 15
STARTER SWITCHES....................................................................................................................................... 15

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DC-8 TRAINING
JT3D-7 POWER PLANT
TABLE OF CONTENTS (Cont'd)
ENGINE THRUST REVERSER SYSTEM ............................................................................................................ 16
GENERAL.......................................................................................................................................................... 16
THRUST REVERSE LEVERS ........................................................................................................................... 16
ENGINE THRUST REVERSER INDICATING LIGHTS ..................................................................................... 16
THRUST REVERSER STANDBY HYDRAULIC PUMP PRESSURE GAUGE ................................................. 16
THRUST REVERSER SYSTEM RESERVOIR ................................................................................................. 17
THRUST REVERSER STANDBY HYDRAULIC PUMP SWITCH ..................................................................... 17
REVERSE HYDRAULIC PUMP LIGHT............................................................................................................. 17
EMERGENCY BUCKET DUMP SWITCH ......................................................................................................... 17
ENGINE CONTROLS AND INDICATIONS .......................................................................................................... 21
GENERAL.......................................................................................................................................................... 21
THROTTLES AND THROTTLE LIMIT SWITCHES........................................................................................... 21
SWITCH ACTUATION POINT ........................................................................................................................... 21
ENGINE RPM INDICATORS................................................................................................................................. 22
GENERAL.......................................................................................................................................................... 22
N1 RPM INDICATOR.......................................................................................................................................... 22
N2 RPM INDICATOR.......................................................................................................................................... 22
ENGINE EXHAUST GAS TEMPERATURE INDICATORS (EGT)..................................................................... 22
ENGINE PRESSURE RATIO INDICATORS (EPR)........................................................................................... 22
FUEL FLOW INDICATORS ............................................................................................................................... 24
FUEL FLOW POWER SUPPLY SELECTOR SWITCH ..................................................................................... 24
LIMITATIONS ........................................................................................................................................................ 26
MAXIMUM ROTOR RPM................................................................................................................................... 26
EGT.................................................................................................................................................................... 26
SHUTDOWN (AFTER LANDING) ..................................................................................................................... 26
OIL PRESSURE................................................................................................................................................. 26
OIL TEMPERATURE ......................................................................................................................................... 26
OIL CONSUMPTION ......................................................................................................................................... 26
IGNITION ........................................................................................................................................................... 26
ENGINE STARTING .......................................................................................................................................... 27
THRUST REVERSER........................................................................................................................................ 27
THRUST REVERSER INOPERATIVE LIMITATIONS ....................................................................................... 27

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DC-8 TRAINING
JT3D-7 POWER PLANT
TABLE OF FIGURES

Figure 1: JT3 TWO SPOOL CONFIGURATION ................................................................................................... 4

Figure 2: GENERAL DUCT ARRANGEMENT ..................................................................................................... 6
Figure 3: COMPONENT LOCATIONS .................................................................................................................. 7
Figure 4: JT3 FUEL SYSTEM ............................................................................................................................... 9
Figure 5: ENGINE GROUND COOLING AND BLOW AWAY JET SYSTEM - SCHEMATIC............................. 10
Figure 6: JT3 ENGINE OIL SYSTEM.................................................................................................................. 11
Figure 7: JT3 IGNITION SYSTEM SCHEMATIC ................................................................................................ 14
Figure 8: ENGINE STARTER SYSTEM - SCHEMATIC ..................................................................................... 15
Figure 9: THRUST REVERSER SYSTEM - SCHEMATIC (GROUND /FORWARD IDLE) ................................ 18
Figure 10: THRUST REVERSER HYDRAULIC CONTROL SYSTEM - SCHEMATIC ...................................... 19
Figure 11: TRANSLATING RING OPERATION.................................................................................................. 20
Figure 12: DC8 62/63 ENGINE INDICATIONS ................................................................................................... 23
Figure 13: DC8-63 SERIES FUEL FLOW ALTERNATE POWER SUPPLY....................................................... 24
Figure 14: NACELLE VENTS AND DRAINS...................................................................................................... 25

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DC-8 TRAINING
JT3D-7 POWER PLANT
DC8- 62/63 SERIES POWER PLANT

Figure 1: JT3 TWO SPOOL CONFIGURATION

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DC-8 TRAINING
JT3D-7 POWER PLANT
GENERAL
The DC-8-62/63 Series Aircraft are powered by four-Pratt and Whitney JT3D-7 Long Duct, Low Bypass Axial
Flow Turbofan Engines with a static takeoff thrust of 19,000 lbs. flat rated at sea-level up to 29C (84F).
Approximately 60% of the engine thrust produced comes from the dual stage N1 fan. The engines are suspended
on cutback pylons which extend below and forward of the Wing Leading Edge.
Each engine, including bifurcated ducts, exhaust nozzle, engine mounted accessories, oil cooling system, fuel
heating system and nose cowling, comprises a power plant, which is detachable from its pylon as a unit.
The engine has a 15-stage split compressor, a 4-stage split turbine, an 8-can annular type combustion chamber
and two-accessory drive cases. A Fan Duct System for delivering air from the front compressor fan section to the
exhaust nozzle is installed on the engine. The duct consists primarily of two-composite ducts, one on each side
of the engine, which extends from the bifurcated duct on the engine fan discharge case to the aft ducts mounted
on the exhaust nozzle.
Air enters the engine through the inlet case, which contains fixed inlet guide vanes to direct the flow of air into the
fan part of the front compressor at an appropriate angle.
A compressor bleed system (interstage bleed valve) is installed to facilitate starting, improve acceleration and
prevent compressor stall. As the air leaves the compressor, it enters the diffuser section which contains an air
passage that diffuses the air in such a manner as to increase the pressure and reduce the velocity to suitable
burner speed.
The burner section contains 8-interconnected combustion chambers (burner cans) arranged annularly. Two of
the cans are equipped with igniters for engine starting. The turbine section contains four-stages of guide vanes,
the turbine rotors and the turbine exhaust case. Thermocouple probes to measure exhaust gas temperature
(EGT) and pressure probes to measure turbine outlet total pressure (Pt 7) for the engine pressure ratio (EPR)
indication are located in the turbine discharge passage. Attached to the turbine exhaust case is the exhaust tail
cone, the exhaust nozzle and the nozzle fairing.
There are two-accessory drive cases provided on the engine. The first is attached to the forward end of the front
compressor and drives the N1 tachometer generator. The second is the main accessory drive case mounted
beneath the engine and driven by the rear compressor. Accessory cooling on the ground is provided by bleed air
from the fan duct. In flight, cooling is provided by ram air.
The low-pressure (N1) compressor section consists of a dual fan stage which is larger in diameter than the
remaining six-low pressure N1 compressor stages. Inlet guide vanes preceding the fan direct incoming airflow
against the rotating fan section to optimize compressor performance.
The N1 compressor section is driven by the last three-stages (T 2) of the four-stage split (co-axial) turbine section
while the seven-stage High Pressure (N2) Compressor Section is driven by the first stage (T 1) of the turbine.
The accessory drive system extracts energy from the high pressure N2 rotor through an accessory drive tower
shaft, to drive the engine and engine mounted aircraft accessories. This section also supplies pneumatic bleed
air from the 12th or 16th stage to the airplane low-pressure pneumatic system.
The cannular-type combustion chamber consists of eight-burner cans connected by flame propagation tubes and
numbered clockwise, as viewed from the aft end of the engine, with #1 located to the right of top center. Igniters
are located in burner cans 4 and 5 to provide ignition for engine starts and to insure engine operation during
adverse conditions (turbulence, icing).
The engine fuel system pumps, filters, meters and distributes the fuel consumed during engine operation and
drains fuel during engine shutdown. Engine starting is accomplished by an air driven turbine which rotates the
rear compressor. A pneumatic hi/low pressure starter is installed to permit starting from external high-pressure
cart or bottles. Ignition for starting is provided by either one or both of two-high energy systems. If the ACbusses are de-energized, ignition power for starting of the inboard engines is provided by a static inverter.
Each engine is fitted with a hydraulically operated thrust reverser consisting of a translating ring with two-buckets.
Hydraulic power for the reverser system is normally supplied from the general hydraulic system. However, in
case of general hydraulic system failure, an independent reverser hydraulic system will supply all reversers with
sufficient hydraulic pressure.
Reverse thrust is used to reduce the landing roll, as an aid for aborted take-off and for use in emergency descent.

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DC-8 TRAINING
JT3D-7 POWER PLANT

Figure 2: GENERAL DUCT ARRANGEMENT

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DC-8 TRAINING
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Figure 3: COMPONENT LOCATIONS

ENGINE FUEL SYSTEM
GENERAL
The engine fuel system delivers fuel to the engine fuel nozzles at the pressures and flow rates required to
achieve and maintain the desired engine power, compensating for altitude and temperature variations, and
optimizing the air-fuel ratio during engine acceleration/deceleration to prevent flameout. Components consist of
an engine-driven boost pump, fuel temperature regulator and filter, fuel pressure transmitter, engine-driven main
fuel pump, fuel control unit, fuel flow transmitter, fuel/oil cooler, pressurization and dump valve, primary and
secondary manifold lines, and a drain can.

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DC-8 TRAINING
JT3D-7 POWER PLANT
ENGINE-DRIVEN (NASH) FUEL BOOST PUMP
Located between the pylon (fire) shutoff valve and the main engine driven fuel pump, the Engine Driven Boost
pump pressurizes fuel to the first stage of the Engine Driven fuel pump and separates and returns any vapor back
to the fuel tank. If the pump fails, a bypass valve opens and the engine continues to operate, receiving sufficient
pressure from an operating fuel tank boost pump or the first stage of the Main Engine-Driven Fuel Pump. The
Engine-Driven boost pump is powered by the engine N2 accessory drive section.
FUEL TEMPERATURE REGULATOR
The fuel temperature regulator, located between the Engine Driven Boost Pump and the Main Engine Fuel Pump,
uses scavenged oil as a heat source to regulate fuel temperature and melt ice crystals in the fuel going to the
engine. A removable filter element cartridge incorporated in the fuel regulator housing serves to protect the
engine from fuel contamination and includes a pressure relief bypass valve and a pop-up pin indicator. The
bypass allows continued engine operation with a clogged filter, while the indicator provides a visual indication that
the filter is blocked and needs to be replaced.
FUEL PRESSURE TRANSMITTER
The fuel pressure transmitter, located between the Fuel Regulator and the first stage of the Engine Driven Fuel
Pump, measures the sum total of Fuel Tank Boost Pump and Engine Driven Boost pump pressures. Normally,
the fuel tank boost pump provides approximately 15 psi, while the engine driven boost pump adds from 8 to 28
psi, depending on N2 RPM. A failed pump can be identified by turning the fuel tank boost pump switch OFF. If a
negative pressure is indicated, the Engine Driven Boost Pump has failed. The negative indication is due to the
first stage of the Main Engine-Driven Fuel Pump suction feeding from the fuel tank.
MAIN ENGINE-DRIVEN FUEL PUMP
The Main Engine-Driven Fuel Pump contains a low-pressure (50 psi) centrifugal type booster stage and a high
pressure (900-1100 psi) positive displacement geared output stage. Fuel from the Engine-Driven Boost Pump is
routed to the low-pressure stage, which pressurizes fuel for the high-pressure stage to avoid pump cavitation.
Should the low pressure stage of the pump fail, pressure from an operating engine-driven or fuel tank boost pump
will supply the high pressure stage of the pump and allow the engine to continue operating, however an engine
with an inoperative first stage will not start. If the high-pressure stage fails, the engine will flameout and will not
restart. Fuel from the high-pressure stage which is not burned by the engine, is returned back to the low-pressure
stage. The Main Engine-Driven Fuel Pump is located on the accessory gearbox.
FUEL CONTROL UNIT
The Fuel Control Unit is a hydro-mechanical unit that integrates throttle demand inputs with compressor inlet
temperature, core (N2) engine RPM, and burner discharge pressure for fuel flow scheduling to the fuel nozzles in
the cannular combustion chamber to obtain/maintain a target N2 RPM.
The unit governs the throttle selected "steady-state" N2 RPM, and meters fuel flows during
acceleration/deceleration and starting to provide maximum engine performance while preventing engine flameout.
The throttle and fuel shutoff levers on the pilot's control pedestal are mechanically connected to corresponding
levers on the fuel control unit.
FUEL MANIFOLD AND FUEL NOZZLES
The fuel manifold is mounted around the combustion case and is divided into sections which split the fuel flow into
a primary and secondary flow systems to the fuel injectors in the burner cans. Primary flow occurs at all power
settings while the secondary flow is initiated during engine acceleration and at higher power settings.
PRESSURIZATION AND DUMP VALVE
The pressurization and dump valve serves two main purposes: Depending on the fuel pressure, it sends fuel to
the primary and secondary nozzle orifices to ensure proper spray pattern for efficient fuel combustion at all
engine power settings; and during engine shutdown the dump valve opens to relieve all pressure in the engine
fuel manifold.

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Figure 4: JT3 FUEL SYSTEM

GROUND COOLING/BLOW AWAY JET
GENERAL
The engine ground cooling and blow away jet system uses engine bleed air to operate a jet pump, which induces
a flow of cooling air to cool the CSD oil, engine compartment, and to disturb the engine inlet vortex on the ground
and consists of a vortex spoiler shutoff valve, engine compartment cooling shutoff valve, CSD oil cooler jets, and
a blow away jet. Normal operation is automatic when the airplane is on the ground as determined by nose wheel
ground shift. A single Ground Cooling and Blow Away Jet switch, located on the Flight Engineer's panel, is
provided for all four engines to override automatic ground operation to shutoff the system and conserve bleed air
during the takeoff roll.
Four jet pump shutoff valves, one in each engine, control CSD oil cooler jets, which discharge high velocity
engine bleed air into the outlet of each CSD oil cooler. This causes outside air to flow through the scoops and
cool the CSD oil cooler.
The jet pump shutoff valve also controls a blow away jet, located on the forward part of each engine nacelle,
which utilizes engine bleed air to disturb the vortex generated by the engine air inlet. This prevents foreign
objects from being pulled into the engine.
Four engine compartment cooling shutoff valves, one in each engine, provide supplemental cooling air for the
engine electrical accessories and wiring.

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ENGINE GROUND COOLING AND BLOW AWAY JET SHUTOFF SWITCH
Four jet pump shutoff valves, one in each engine, control CSD oil cooler jets, which discharge high velocity
engine bleed air, taken from a branch in the engine anti-ice line, into the outlet of each CSD oil cooler. This high
velocity air draws outside ambient air using a venturi effect to flow through and cool the CSD oil cooler.
The jet pump shutoff valve also controls a blow away jet, located on the forward part of each engine nacelle,
which utilizes engine bleed air to disturb the vortex generated at the engine air inlet to prevent foreign objects
from being drawn into the engine.
Four engine compartment cooling shutoff valves, one in each engine, provide supplemental cooling air for the
engine electrical accessories and wiring.

Figure 5: ENGINE GROUND COOLING AND BLOW AWAY JET SYSTEM - SCHEMATIC

ENGINE OIL SYSTEM

GENERAL
Each engine has an independent dry sump type oil system to lubricate main engine bearings and accessory
drives. The engine oil supply tank is mounted on the forward, upper left side of the engine compressor case.
Operating conditions of the system are displayed on the Flight Engineer's Panel by oil quantity, pressure, and
temperature indicators.
The engine oil tank has a usable capacity of 5.2 US gallons with a 1.6-gallon expansion space. Oil from the tank
is gravity fed to the main oil pump. From the pump, the oil is routed through the main oil filter where it passes
through a stacked disc-cleaning element. If filter blockage occurs, a bypass valve opens to prevent engine oil
starvation. Next the oil passes through a pressure-regulating valve which normally maintains engine oil pressure
between 40 and 55 psi by returning excess oil back to the pump inlet. The filtered oil is routed into the inlet case
through internal tubes, screens, metering orifices and clearances to lubricate engine bearings and drives.
Five gear-type, scavenge pumps return the oil through scavenge tubes to the main accessory drive case sump.
Scavenged oil is then routed to the fuel temperature regulator (fuel-oil heat exchanger). Oil flows through or
around the fuel temperature regulator via a thermostatically controlled bypass valve designed to maintain oil
temperature between 155 and 190F (68.3 C and 87.8 C). Excess fuel from the regulator passes on to the oil
cooler. There is also a pressure relief valve within the unit which opens to route oil around the oil cooler if the unit
becomes clogged.

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GENERAL (Contd)
After leaving the cooler, the oil is returned to the supply tank. A de-aerator in the tank separates air from the oil,
allowing the oil to pass into the tank and expelling the air overboard through a breather line.

Figure 6: JT3 ENGINE OIL SYSTEM

OIL TEMPERATURE INDICATORS
Four oil temperature indicators on the Flight Engineer's panel, calibrated from 0 to 150C, indicate oil temperature
as sensed by a temperature bulb in each engine oil inlet. If electrical power (DC busses 1 and 4) fails, the pointer
will go to the lower end of the scale.
OIL PRESSURE INDICATORS
Four oil pressure indicators on the Flight Engineer's panel, calibrated in psig from 0 to 100 psi, are energized by
pressure transmitters located downstream of the pressure regulating valve. If electrical power (Instrument
Secondary bus) fails, the indicator will tend to return to zero.

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OIL QUANTITY INDICATORS
Four oil quantity indicators on the Flight Engineer's panel, calibrated from 0 to 5 gallons, indicate the quantity of
oil in each oil supply tank as sensed by a capacitance-type probe located in each engine oil tank. If electrical
power (DC busses 1 and 4) fails, the indicator will go below the lower end of the scale.
OIL PRESSURE INDICATING LIGHTS
An amber press-to-test dimmable ENG OIL PRESS light for each engine, located on the Pilots center instrument
panel, illuminates if the respective engine:
Oil pressure is less than 35 psi, or
Oil filter clogs (differential greater than 50 psi).
NOTE:

The differential pressure across the engine oil filter cannot be read on the oil pressure
indicator.

These lights receive their power from DC Bus No. 1 and 4.

ENGINE IGNITION SYSTEM
GENERAL
Ignition for engine start is provided by a dual 20-joule, 115-volt, AC system. An Ignition Selector switch provides a
choice of exciter A, exciter B, or operation of both simultaneously. For protection against flameout during
abnormal operating conditions, use of an Ignition Override switch permits 115-volt AC to flow directly through the
Igniters selector switch to the exciters to ensure continuous ignition.
Engine ignition to the selected igniter(s) is energized when the respective starter is ON, and the applicable Fuel
Shutoff Lever is moved out of FUEL OFF towards FUEL ON.
Each dual ignition system is normally supplied power from its respective AC bus. An alternate ignition system is
provided for engines No. 2 and 3 whenever the No. 2 and 3 AC buses are de-energized. Placing the IGNITION
POWER switch to ARM completes a circuit from the 28-volt DC battery bus to the Ignition Inverter, converting 28volt DC to 115-volt AC, which then flows through the fuel shutoff lever and starter ignition switches to the exciters
and igniter plugs.
IGNITION EXCITERS
Two 20-Joule AC ignition exciters are mounted on the inlet fan case at the two o'clock position and provide
starting and continuous duty ignition on demand. The exciters operate on 105-130 volt AC input and the power
from these units is rectified and discharged in the form of capacitance discharge through the ignition leads to the
spark igniters.
IGNITERS
An igniter is mounted in burner cans 4 and 5 of the combustion case assembly. These igniters are designed for
time limited operation and, when charged by a high voltage from the ignition exciter, provide an arc to ignite the
fuel being injected into their respective burner can by the fuel injector assemblies.
IGNITERS SELECTOR SWITCH
An IGNITERS Selector switch, located on the Pilot's overhead panel, has three positions:
A:

Energizes the igniter in burner can #4

B:

Energizes the igniter in burner can #5.

BOTH: Energizes both igniters simultaneously.

For normal ground starts, igniter A will be used for odd days and B for even days. For takeoff and landing, and
under emergency conditions, BOTH will be selected.

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FUEL SHUTOFF LEVER AND STARTER IGNITION SWITCHES
A fuel shutoff ignition switch, located in the pilot's control pedestal, directly below the corresponding fuel shutoff
lever, and wired in series with the respective STARTER switch, controls ignition to the engine. Moving the fuel
shutoff lever out of FUEL OFF causes switch contacts to close, arming a circuit through the IGNITERS selector
switch to the ignition exciter.
The STARTER switches, located on the Pilot's Overhead Panel, arm the ignition circuit when moved to (or held
in) ON.
Ignition is activated only when both the Fuel lever is out of FUEL OFF and the START switch is placed to ON.
Ignition terminates when either the fuel lever is returned to FUEL OFF, or by placing (releasing) the START
switch to OFF.
IGNITION OVERRIDE SWITCH
An IGNITION OVERRIDE switch, located on the Pilot's overhead panel, has two positions:
OFF: Allows selected igniter(s) to be energized only when both STARTER Switch and the FUEL
SHUTOFF LEVER are placed to ON and FUEL ON respectively.
ALL ENGINES:

Permits 115 volt AC to flow directly through the IGNITERS Selector switch to the
selected igniters to provide continuous ignition, regardless of FUEL LEVER or START
switch position.

ALL ENGINES is used during takeoff and landing, when activating Engine Anti-ice, in turbulence, or during any
other unusual operating condition requiring additional engine flameout protection.
IGNITION POWER SWITCH
Placing the IGN POWER switch, located on the Flight Engineer's panel, to ARM completes a monitoring circuit of
AC #2 and #3. If power is lost, a relay connects the 28-volt DC battery bus to the ignition inverter, for starting
engines No. 2 and 3. Placing the switch to TEST verifies system operation by displaying inverter voltage (130) on
the AC voltmeter, regardless of the position of the AC METER SELECTOR Knob.
IGNITION POWER SUPPLY INVERTOR
The ignition power supply invertor is located in the electrical power center, immediately above the generator
control panels. The invertor converts 28 volt DC from the battery bus to 115 volt AC for ignition for engines No. 2
and 3.
NOTE:

The No. 2 and 3 engines ignition circuits can also receive power from the ignition invertor,
when the "ALL ENG" position is selected.

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Figure 7: JT3 IGNITION SYSTEM SCHEMATIC

ENGINE STARTING SYSTEM
GENERAL
Four electrically controlled, pneumatically operated starters are used to start the engines on the ground and are
mounted on the accessory pad of their respective engine. Air to operate the starters is supplied by the airplane
low-pressure pneumatic system, either from a ground pneumatic cart connected to the airplane or bleed air from
an operating engine. In addition, electrical power, obtained from the 28 volt DC battery bus through the STARTER
CONT CB's, is required to arm the starter air valves.
During flight, engine windmilling RPM is normally sufficient to initiate an airstart provided the engine has not
suffered internal damage and the airplane is in the airstart envelope. The starter should not be used in flight, as
damage to the starter will result.
The Cabin Compressor, Engine Anti-icing, Scoops Anti-icing and Rain Removal systems all use bleed air from
the airplane low-pressure pneumatic system. To ensure that these systems will not reduce essential pneumatic
pressure during starting, they should remain off until engine starts are complete. In fact an electrical interlock
prevents operation of the STARTER switches if ANY Cabin Compressor switch is ON. When using an external
pneumatic cart for starting, the low pressure pneumatic shutoff switches on the Flight Engineer's control panel
may be in any position; however, when starting from an operating engine, the low pressure pneumatic shutoff
switch for the engine pressurizing the manifold must be in LOW.
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STARTER SELECTOR SWITCH (If Installed)
The starter selector switch, located on the Pilot's Overhead Panel, is normally safety wired in the MANIFOLD
position. If the switch is in AUXILIARY, the STARTER switches are inoperative.
STARTER SWITCHES
Four starter switches (one for each engine) are located on the Pilot's Overhead Panel. An electrical interlock
prevents starter operation unless cabin compressor switches are OFF. The compressor switches must be left off
until engine start is completed, as excessive bleed air use could result in a hot start.
When the starter is placed to ON, the respective starter valve solenoid is energized, allowing manifold air to open
the shutoff valve and flow to the single-stage starter turbine wheel, which accelerates the engine to starting N2
RPM. Starter exhaust air is vented through an outlet screen in the nacelle. When the starter toggle switch is
released at 35% N2 rpm, the solenoid is de-energized, the starter air shutoff valve spring-loads closed, and starter
action ceases.

Figure 8: ENGINE STARTER SYSTEM - SCHEMATIC

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ENGINE THRUST REVERSER SYSTEM
GENERAL
An electrically actuated, pneumatically controlled, and hydraulically operated thrust reverser system is installed to
provide braking by reversing the engine thrust during flight, landing roll, or during an aborted takeoff. The thrust
reverser system consists of three major assemblies: a translating ring and deflector doors (buckets) assembly,
translating ring support tracks, and an actuating and control system. An emergency bucket dump system is also
provided to fair the deflector doors and allow forward thrust should a total loss of hydraulic power occur.
Reverse thrust is obtained when hydraulic pressure is transmitted to the engine thrust reverser system actuator
cylinder, extending the translating ring full aft, and rotating the deflector doors into the deployed (closed) position.
The trailing edges of the doors come together in the engine exhaust stream thereby deflecting the exhaust gases
forward. When the translating ring is returned to the stowed position, the ring forward edge is against the aft edge
of the engine aft cowl. One deflector door is hinged and pivots on each side of the translating ring vertical
centerline, fairing with the interior and exterior of the translating ring when stowed.
Two accumulators, located in the right wheel well, are provided solely to dampen hydraulic pressure surges.
THRUST REVERSE LEVERS
Four thrust reverse levers, located forward of and connected to the throttle for each engine, are used to operate
the thrust reverser system and to control thrust braking. Only when a throttle is in idle can the thrust reverser
lever be pulled up and aft into the reverse thrust detent. The inboard engines thrust reverse levers can be placed
in the reverse thrust up to the reverse power stop at any time. However, the outboard engines thrust reverse
levers can be placed in reverse thrust only when the short landing gear handle is in the down position, but are
limited to reverse idle by the mechanical ground shift until nose wheel compression on landing.
When an inboard thrust reverse lever is lifted into REVERSE, two electrical actions take place. The Bucket Latch
Valve opens, permitting air pressure to reach the Bucket Latch Cylinder assembly. The Bucket release latch
assembly pawls positively engage the release-latch rod, allowing the entire deflector door assembly to move with
the translating ring assembly. Meanwhile, the Reverser Hydraulic Shutoff valve opens, allowing General system
pressure to the Reverser Control valve, which directs it to the extend side of the actuator. As a result, the
translating ring moves aft along with the complete defector door assembly. When the Bucket Position Lock
reaches the stop at the end of the rod as the translating ring moves to the full aft position, the deflector doors are
rotated to the reverse position. This sequence is reversed when going from reverse to forward thrust.
Once the Bucket Position Lock reaches the full aft stop, it opens a mechanically connected Throttle Interlock
Valve, which directs pneumatic air to the Throttle Interlock Cylinder, unlocking and allowing the reverse levers to
be moved up and aft from the thrust reverser idle detent to increase engine thrust braking.
CAUTION

A positive force can be felt when the reverse thrust interlock actuator returns the thrust
reverser lever to the forward thrust position. Do not attempt to override the actuator.

ENGINE THRUST REVERSER INDICATING LIGHTS

Four amber, press-to-test, dimmable ENG THRUST BRAKE indicating lights are located on the engine instrument
panel. Whenever the translating ring is not latched or fully retracted, as determined by the Reverser latch or
position switches the corresponding light flashes, indicating the reverser is in-transit. As the Bucket Position Lock
reaches the full aft stop, it actuates a mechanically connected Throttle Interlock Valve and its associated switch
and the light illuminates continuously. Should the stow latch close before the translating ring is fully stowed; the
reverser position switch would cause the indicating light to continue flashing.
THRUST REVERSER STANDBY HYDRAULIC PUMP PRESSURE GAUGE
The thrust reverser pressure gauge, located on the Pilot's Overhead Panel, registers either General System or
Reverse Pump hydraulic pressure being supplied to the four engine thrust reverser actuators. If electrical power
is lost, the indicator pointer tends to remain in the last indicating position. Circuit protection is on the instrument
secondary bus.

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THRUST REVERSER SYSTEM RESERVOIR
A 2.4 gal Thrust Reverser system reservoir, mounted near the aft side of the rear spar in the forward, inboard
section of the left wing root, provides hydraulic fluid for the reverser pump. The reservoir is supplied hydraulic
fluid from the aileron return line. The reservoir has a return line from the top of the reservoir to the general
system reservoir.
THRUST REVERSER STANDBY HYDRAULIC PUMP SWITCH
The REVERSE HYD PUMP switch, located on the Pilot's Overhead Panel controls the power to the reverse
hydraulic pump relay and is used to provide hydraulic backup hydraulic power to the engine reverser system. The
pump is powered from 115 volt AC Bus No. 3 with control power from 28 volt DC Bus No. 1. The momentary
PUMP OVRD position may be used to override internal thermal protection and force an overheated pump to
operate.
REVERSE HYDRAULIC PUMP LIGHT
The blue REV HYD PRESS light, located on the Pilot's Overhead Panel, will illuminate if the Reverser Pump is
operating and producing hydraulic pressure. This light is controlled by a pressure switch and will only illuminate if
adequate pressure is sensed. Since Reverser Pump pressure cannot be discerned from main hydraulic system
pressure on the Reverse Hydraulic Pressure Gauge, this light provides a confirmation that the Pump is producing
adequate pressure to stow the reverser cowls.
EMERGENCY BUCKET DUMP SWITCH
An emergency thrust reverser retraction switch is located on the overhead switch panel. Switch positions are
placarded NORMAL and DUMP. During normal operation, the switch remains in NORMAL. If an emergency
develops, the deflector doors can be quickly rotated to the faired position by placing the switch to DUMP. When
placed to DUMP, the bucket release valve is energized open, permitting air pressure to reach the de-energized
bucket latch valve, which then releases the latch assembly cylinder, forcing the cylinder piston aft, releasing the
pawls and disengaging the release latch rod. With the pawls released, the deflector doors are rotated to the
faired position by pressure from the engine exhaust gases and by action of the deflector doors upper and lower
spring-loaded mechanism. The corresponding engine thrust reverser indicating light goes from steady to a
flashing light.

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Figure 9: THRUST REVERSER SYSTEM - SCHEMATIC (GROUND /FORWARD IDLE)

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Figure 10: THRUST REVERSER HYDRAULIC CONTROL SYSTEM - SCHEMATIC

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Figure 11: TRANSLATING RING OPERATION

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ENGINE CONTROLS AND INDICATIONS
GENERAL
The engine controls consist of a set of throttles located on the Pilot's control pedestal. The engine indicating
system consists of the fan rotor (N1) tachometer, the high-pressure compressor rotor (N2) tachometer, the
exhaust gas temperature probes, the fuel flow transmitter, and an engine pressure ratio (EPR) system for each
engine, which continuously transmit signals to indicators throughout the cockpit to provide indications of the
engine's operating conditions.
Low-pressure compressor rotor (N1) and high-pressure (N2) RPM signals are provided by self-generating Tach
generators for each system.
Engine exhaust gas temperature is sensed by six thermocouple probes mounted in the exhaust duct around the
periphery of the engine. The exhaust gas temperature, averaged between the probes, is displayed on an
indicator for each engine in the cockpit.
The fuel flow indicators displays the rate of flow per hour and fuel pressure indicating system.
The engine pressure ratio system measures the difference between engine exhaust discharge pressure and the
engine inlet pressure and displays that difference as a ratio in the cockpit.
THROTTLES AND THROTTLE LIMIT SWITCHES
Four throttles are installed on the Pilot's control pedestal. Four thrust reverse levers are interconnected with the
throttles. The throttles control engine forward thrust and range from idle to maximum power.
NOTE:

Throttles may be out of alignment at any power setting by a maximum of 1 throttle knob
diameter.

Abrupt throttle movements are to be avoided whenever possible, since unintentional thrust reverse deployment
and unnecessary stress to the engine may result.
CAUTION

SLAMMING POWER LEVERS CAN CAUSE REVERSE LEVERS TO MOVE UPWARDS.

Each throttle controls limit switches which effect other airplane systems. The relationship of the throttles to the
system they control is discussed in the following chart and text. (See the appropriate system description for the
effect of the switch operations.)
SWITCH ACTUATION POINT
Throttle

System

Amt of Travel

% of MCT

1, 2, 3 or 4

Inflt Warning

8-23

1 or 3

T/O Warning

18 (1 9/16")

30-51

1&2 or 3&4

Blowaway Jet

18 (1 9/16")

30-51

1&2 or 3&4

Pneumatic Bleed

18 (1 9/16")

30-51

2 or 3

Reverse

Reverse idle Detent

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ENGINE RPM INDICATORS
GENERAL
Each indicator has two pointers. The large pointer scale is calibrated in tens from 0 to 120 and the small sub dial
pointer is calibrated in ones from 0 to 10. To read the instrument, add the indication of the small pointer to the
indication of the large pointer. The minimum engine speed that can be read accurately is 2.5 percent. Each
engine is equipped with two tach-generators, one for the high-pressure (N2) and one for the low-pressure (N1)
compressors.
The tachs operate independently of the airplane electrical system and will continue to operate if the electrical
system fails. However, if the tach-generator fails, the pointers will normally go to the lower end of the scale.
N1 RPM INDICATOR
Four N1 indicators, normally located on the Flight Engineer's Panel, are provided to monitor low-pressure
compressor rotor rpm, in percent of rated speed. N1 RPM inputs are provided by a self-powered tach generator,
located in the nose dome.
N2 RPM INDICATOR
Four N2 indicators, normally located on the engine instrument panel, are provided to monitor engine core speed.
N2 inputs are received from a self-powered tach generator on the engine accessory drive.
ENGINE EXHAUST GAS TEMPERATURE INDICATORS (EGT)
Four exhaust gas temperature indicators, located on the engine instrument panel, indicate the high pressure
turbine discharge temperature of each engine. The exhaust gas temperature indicators are self powered by
thermocouples and will continue to operate if the airplane electrical system fails. However, if there is an open
circuit between the indicator and the thermocouples, the indicator pointer will go to the lower end of the scale.
Fuel flow and exhaust gas temperature are relatively low when the engine has good mechanical integrity and
aerodynamic efficiency. Any significant decrease in efficiency will cause a higher fuel burn for a given amount of
thrust and consequently an observable increase in exhaust gas temperature.
In general, fuel flow, the rpm of both rotors, and throttle position will tend to increase if the efficiency shift is
associated with the compressors (compressor damage, inlet airflow distortion). Damage which affects the
turbines, such as turbine seal leakage, nozzle guide vane distortion, or broken/distorted turbine blades, will be
indicated by higher EGT and fuel flow accompanied by lower than normal N2 rpm and throttle position.
ENGINE PRESSURE RATIO INDICATORS (EPR)
Four engine pressure ratio indicators, located on the engine instrument panel, electrically indicate the ratio of
engine discharge pressure to engine inlet pressure and are used to set the desired thrust. The inlet pressure
(PT2) is sensed by a pressure pickup in the nose of each inlet bullet, and the turbine discharge pressure (PT7) is
sensed by total pressure rakes mounted in the engine discharge duct. Each indicator has a pointer and two
digital-type counter presentations to indicate the pressure ratio from 0.8 to 2.5. A digital display in the SET
window and an index marker on the outer edge of the dial each provide a reference of desired pressure ratio for
visual comparison with the actual pressure ratio indicated by the pointer. The counter and index marker are set
simultaneously to the same ratio reading with a manual SET knob. The indicators are normally powered by their
respective AC bus and tend to remain at the last indicating position if power fails

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Figure 12: DC8 62/63 ENGINE INDICATIONS

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FUEL FLOW INDICATORS
Four fuel flow indicators, located on the engine instrument panel, indicate the rate of fuel flow in pounds per hour
to each engine. Rate of fuel flow is transmitted from a flow meter-transmitter to the indicators.
The transmitter is located in the engine accessory section downstream of the fuel control unit. The transmitter is
an impeller-type which, by electromechanical means, measures the fuel mass flow rate. It also has a bypass
feature in the event of an internal blockage.
The indicators are powered from AC buses No. 2 and 3. If the system electrical power fails, the indicator pointer
will go to the lower end of the scale.
FUEL FLOW POWER SUPPLY SELECTOR SWITCH
The fuel flow power supply selector switch, located on the engine instrument panel, is provided to select either the
left or right fuel flow power supplies in the event of a failure of one of them. The selector switch is placarded
FUEL POWER and has positions placarded LEFT, NORMAL and RIGHT. Placing the selector switch in the LEFT
position connects the fuel flow transmitters and indicators for all four engines to the left fuel flow power supply.
Placing the selector switch in the NORMAL position connects the fuel flow transmitter and indicators for engines
No. 1 and No. 2 to the left fuel flow power supply and for engines No. 3 and No. 4 to the right fuel flow power
supply. Placing the selector switch in the RIGHT position connects the fuel flow transmitters and indicators for all
four engines to the right fuel flow power supply.

Figure 13: DC8-63 SERIES FUEL FLOW ALTERNATE POWER SUPPLY

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Figure 14: NACELLE VENTS AND DRAINS

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LIMITATIONS
MAXIMUM ROTOR RPM
JT3D-7

JT3D-3B

N1

110.8% (6,850 rpm)

110.8%

N2

106.7% (10,300 rpm)

106.2%

EGT
Thrust Setting

Time Limit

JT3D-7

JT3D-3B

Takeoff

5 minutes

575C

555C

Max Continuous

Continuous

510C

49 0C

Idle

Continuous

340C

340C

Starting

Momentary *

450C

450C

* Momentary is considered a period not to exceed 15 seconds.

SHUTDOWN (After Landing)
If an engine has been operated at above 85% N2 for longer than one minute, the engine must be operated below
85% N2 (preferably idle) for five minutes prior to engine shutdown.
OIL PRESSURE
MINIMUM
35 psi

NORMAL

MAXIMUM

40 - 55 psi

60 psi *

Oil pressure should be 5 psi within 15 seconds of start initiation.

* If oil pressure exceeds 60 psi a logbook entry must be made.
OIL TEMPERATURE
MAXIMUM
132C
143C permitted for 15 minutes.
NOTE:

Providing engine operation is otherwise normal, no minimum oil inlet temperature need be
observed before commencing a takeoff.

OIL CONSUMPTION
Oil consumption exceeds 1.6 quarts per hour, and external oil leakage is not the cause.
Maximum oil consumption is 2 quarts per hour.
IGNITION
Ignition Override - the operation of Ignition Override is time-limited to the following cycles (in-flight):
Normal use: Igniters A, B or BOTH - Ten minutes ON, Ten minutes OFF.
For severe Operating Conditions: Alternate igniters (A, B) every ten minutes.

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ENGINE STARTING
Minimum Pneumatic Pressure Required for Start
(Starter Valve OPEN)

20 psig

Starter disengagement speed

Normal 35% - Maximum 40% (n2)

Normal 15% - Maximum 20% (n1)

Starter duty cycles (minutes)

1 minute ON, 1 minute OFF

1 minute ON, 5 minutes OFF

Motoring only

2 minutes ON, 5 minutes OFF

THRUST REVERSER
GROUND
Reverse power above Takeoff is not permitted, except in emergency.
Avoid reverse throttle settings which produce engine stalls, or "popping" except in emergency.
Reverse Taxiing (powerback) is not permitted.
Maximum Reverse Thrust is prohibited below 60 KIAS on landing, except in an Emergency.
IN-FLIGHT
The inboard reversers may be operated any time up to VMO/MMO.
Reverser Standby Pump (no flow) -- 2600-3100 psi
Do not use Wing Flaps and Thrust Reversers simultaneously in-flight.
SPEEDS

Minimum

Maximum

190 KIAS
For Stowing Reversers

VMO/MMO

300 KIAS or M.80 whichever is lower.

THRUST REVERSER INOPERATIVE LIMITATIONS

For operations with one inboard reverser inoperative at takeoff, the maximum authorized operating altitude is:
1. No special limitations for airplanes in the all-cargo configuration.
2. 30,000 feet with the PTC operative or inoperative for aircraft equipped with 74 cubic feet oxygen cylinders.
3. 25,000 feet when the PTC is inoperative prior to takeoff.
For operations with two inboard reversers inoperative at takeoff or in the event of a main systems hydraulic
pressure loss occurring at cruise altitude and the reverser standby pump is known to be inoperative, the
maximum authorized operating altitude is:
No special limitations for airplanes in the all cargo configuration.
30,000 feet with the PTC operative for airplanes equipped with 74 cubic feet oxygen cylinders.
25,000 feet when the PTC is inoperative prior to takeoff or a subsequent loss of the PTC during any portion of the
flight.
For operations with one of both outboard reversers inoperative at takeoff, there are no special limitations.
At least TWO symmetrical reversers must be operative for takeoff.

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