CF34-10E LM June 09 Print PDF

GE AIRCRAFT ENGINES CF34-10E TRAINING MANUAL
CF34-10E
TRAINING MANUAL
Document: CF34-10E
Revised: June, 2009
Published By:
Customer Technical Education Center
123 Merchant Street
Mail Drop Y2
Springdale, Ohio 45246
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ALL INTRO April 07
GE PROPRIETARY INFORMATION INTRO
CF34-10E LINE MAINTENANCE

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 Manual.
This product is considered GE Aircraft Engines 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 data,
or its product may not be resold, diverted, transferred, transshipped, reexported, or used in any other country
without prior written approval of the U.S. Government.
The information contained in this document is disclosed in confidence. It is the property of GE Aircraft Engines
and shall not be used (except for evaluation), disclosed to others, or reproduced without the expressed written
consent of GEAE. If consent is given for reproduction in whole or in part, this notice shall appear on any reproduction,
in whole or in part. The foregoing is subjected to any rights the U.S. Government may have acquired as such information.
Copyright 2005
GE Transportation
Published by:
GE Aircraft Engines
Customer Training Services
Customer Technical Education Center
123 Merchant Street
Cincinnati, Ohio 45246
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ALL INTRO Dec 05
TABLE OF CONTENTS
Section Topic Revision Page Numbers

INTRO Introduction Aug 05 1-5
1 INTRODUCTION Sept 05 1-13
2 POWERPLANT June 09 1-19
3 FAULT DETECTION STRATEGY Feb 09 1-23
4 ENGINE GENERAL June 09 1-23
5 FUEL AND CONTROL June 09 1-59
6 IGNITION SYSTEM Feb 09 1-17
7 ENGINE AIR SYSTEM Feb 09 1-15
8 ENGINE INDICATING June 08 1-27
9 ENGINE OIL SYSTEM June 09 1-31
10 ENGINE STARTING June 08 1-19
11 ENGINE EXHAUST Aug 06 1-47
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ALL INTRO June 09
ACRONYMS AND ABBREVIATIONS

A/C AIRCRAFT CL COWL LOCK G/I GROUND IDLE
ADC AIR DATA COMPUTER CMC CENTRAL MAINTENANCE COMPUTER GMO GROUND MAINTENANCE OVERRIDE
ADS AIR DATA SYSTEM CPU CENTRAL PROCESSING UNIT GPH GALLONS PER HOUR
AGB ACCESSARY DRIVE GEARBOX CW CLOCKWISE GPU GROUND POWER UNIT
AI ANTI-ICING GSBIT GROUND START BIT
A/I - APPROACH IDLE DCU DIRECTIONAL CONTROL UNIT
AIP AUTONOMOUS INPUT PROCESSOR D/I DECENT IDLE HP HIGH PRESSURE
ALF AFT LOOKING FORWARD DIS DISCRETE DATA HPC HIGH PRESSURE COMPRESSOR
AMM AIRCRAFT MAINTENANCE MANUAL HPT HIGH PRESSURE TURBINE
APPID APPLICATION IDENTIFICATION EBU ENGINE BUILD UNIT HPTACC HIGH PRESSURE TURBINE ACTIVE
APR AUTOMATIC POWER RESERVE ECP ENGINE CONFIGURATION PLUG CLEARANCE CONTROL
APU AUXILIARY POWER UNIT ECS ENVIROMENTAL CONTROL SYSTEM HX HEAT EXCHANGER
ARINC AERONAUTICAL RADIO INC. EDP ENGINE DRIVEN PUMP HYD HYDRAULIC
AS APPLICATION SOFTWARE EHSV ELECTRO-HYDRAULIC SERVO VALVE HZ HERTZ (CYCLES PER SECOND)
ASCB AVIONICS STANDARD EICAS ENGINE INDICATION AND CREW
ALERT SYSTEM ICC INTERGRATED CONTROL CENTER
COMMUNICATIONS BUS
EICC ESSENTIAL INTERGRATED CONTROL ICU ISOLATION CONTROL UNIT
AT AUTO THROTTLE
CENTER IDG INTERGRATED DRIVE GENERATOR
ATA AIR TRANSPORT ASSOCIATION
EVM ENGINE VIBRATION MONITORING IGB INLET GEARBOX
ATSV AIR TURBINE STARTER VALVE
SYSTEM IGN - IGNITION
ATTCS AUTOMATIC TAKEOFF THRUST
IGV INLET GUIDE VANE
CONTROL SYSTEM
FADEC FULL AUTHORITY DIGITAL ENGINE ITT INTER TURBINE TEMPERATURE
BIT BUILT-IN-TEST CONTROL
FDR FLIGHT DATA RECORDER L/I LANDING IDLE
BSI BORESCOPE INSPECTION
F/I FLIGHT IDLE LP LOW PRESSURE
CAS CREW ALERT SYSTEM FIM FAULT ISOLATION MANUAL LPT LOW PRESSURE TURBINE
CCD COMPUTER CURSER DEVICE FMU FUEL METERING UNIT LPTACC LOW PRESSURE TURBINE
CCDL CROSS CHANNEL DATA LINK FOD FOREIGN OBJECT DAMAGE ACTIVE CLEARANCE CONTROL
CCW COUNTER CLOCKWISE FRM FAULT REPORT MANUAL LRU LINE REPLACEABLE UNIT
CDP COMPRESSOR DISCHARGE PRESSURE FWSOV FIREWALL SHUTOFF VALVE LVDT LINEAR VARIABLE DIFFERENTIAL
CIT COMPRESSOR INLET TEMPERATURE FMV FUEL METERING VALVE TRANSFORMER
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ALL INTRO Sept 05
ACRONYMS AND ABBREVIATIONS

MAU MODULAR AVIONICS UNIT PSID POUNDS PER SQUARE INCH TCASE CASING TEMPERATURE
MCD MAGNETIC CHIP DETECTOR DIFFERENTIAL TCQ THROTTLE CONTROL QUADRANT
MEL MINIMUM EQUIPEMENT LIST PSIG POUNDS PER SQUARE INCH GAGE TDS TAKEOFF DATA SET
MFD MULTI FUNCTIONAL DISPLAY TGB TRANSFERE GEARBOX
QEC QUICK ENGINE CHANGE TLA THROTTLE LEVER ANGLE
N1 FAN SPEED QTY QUANTITY TLD TIME LIMITED DISPATCH
N2 CORE SPEED T/O TAKE OFF
NAC - NACELLE RDS RADIAL DRIVE SHAFT TOGA TAKE OFF GO AROUND
NAI NACELLE ANTI-ICE R/I REVERSE IDLE TQA THROTTLE QUADRANT ASSEMBLY
NDOT CORE SPEED ACCELERATION RTD RESISTIVE THERMAL DEVICE TRAS THRUST REVERSER ACTUATION
RATE RPM REVOLUTIONS PER MINUTE SYSTEM
NPBIT NORMAL PERIODIC BIT RVDT ROTARY VARIABLE DIFFERENTIAL TRF TURBINE REAR FRAME
NVM NON VOLATILE MEMORY TRANSFORMER TRS THRUST RATING SELECTOR
OAT OUTSIDE AIR TEMPERATURE SDI SOURCE DESTINATION IDENTIFIER VAC VOLTS ALTERNATING CURRENT
OD- OUTSIDE DIAMETER SFA SYNCHRONIZED FEEDBACK ACTUATOR VDC VOLTS DIRECT CURRENT
OEI ONE ENGINE INOPERATIVE SFC SPECIFIC FUEL CONSUMPTION VBV VARIABLE BLEED VALVE
OGV OUTLET GUIDE VANE SLA - SYNCHRONIZED LOCKING ACTUATOR VIB - VIBRATION
OVRD OVERRIDE SOV SHUT OFF VALVE VG VARIABLE GEOMETRY
SPDA SECONDARY POWER DISTRIBUTION VSV VARIABLE STATOR VANE
PS3 COMPRESSOR DISGARGE PRESSURE ASSEMBLY
P0 AMBIENT PRESSURE WAI WING ANTI-ICE
PAL PROGRAMMABLE ARRAY LOGIC T12 FAN TOTAL INLET TEMPERATURE Wf FUEL FLOW
PDO POWER DOOR OPENER T25 COMPRESSURE INLET TEMPERATURE WFX FMU METERING VALVE POSITION
PMA PERMANENT MAGNET ALTERNATOR T3 COMPRESSOR DISCHARGE TEMPERATURE FEEDBACK
PMAT PORTABLE MAINTENANCE ACCESS T495 INTER TURBINE TEMPERATURE WOW WEIGHT ON WHEELS
TERMINAL TAI THERMAL ANTI-ICE WS WHEEL SPIN
PPH POUNDS PER HOUR TAT TOTAL AIR TEMPERATURE
POBIT POWER ON BIT TAMB STATIC AIR TEMPERATURE Z1BRG NO. 1 BEARING VIBRATION
PSROV PRESSURE REGULATED SOLENOID (CALCULATED) SENSOR
OPERATED VALVE TBV TRANSIENT BLEED VALVE ZFFCC FAN FRAM COMPRESSOR
PSI POUNDS PER SQUARE INCH TC - THERMOCOUPLE CASE VIBRATION SENSOR
PSIA POUNDS PER SQUARE INCH ABSOLUTE
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ALL INTRO Aug 05
INTRODUCTION
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GE PROPRIETARY INFORMATION INTRODUCTION
INTRODUCTION
Objectives
Given an objective exercise, the student will identify:
- The CF34-10E engine (1.A.a)
- The maintenance documents necessary to do line maintenance (1.A.a)
- The maintenance documents ATA numbering (1.A.a)
- Alternate troubleshooting resources (1.A.a)
Given an objective exercise, the student will select the purpose of:
- The CF34-10E engine (2.B.b)
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THIS PAGE IS LEFT INTENTIONALLY BLANK
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ENGINE INTRODUCTION
Identification (1.A.a) Purpose (2.B.b)

The CF34-10E engine combines the most advanced The CF34-10E engine has been selected to supply
technology available today with nearly 500 million flight thrust for the EMBRAER 190/195 regional jet. The
hours of experience gained on the entire GE product CF34-10E engine also provide power to operate these
line, from the GE90, the world's largest, most powerful systems:
engine, to the CF6 and CFM56, the bestselling, most -Electric
reliable engines for 100 plus passenger aircraft. -Hydraulic
-Pneumatic
Flat rated at takeoff up to 86*F (30*C) with a thrust range
of 16,960 to 18,820 pounds for the ERJ 190 application and
up to 20,360 for the ERJ 195 application, the CF34-10E
baseline concept includes the proven, simple and
rugged architecture of the CF34/CFM family.
Key CF34-10E engine design features include: a wide-

chord fan for higher thrust and high tolerance to foreign
object damage; 3-D aerodynamic design airfoils in the
high-pressure compressor, providing highly efficient,
stall-free operation, as well as better fuel burn and
higher exhaust gas temperature margins; a highly
durable single annular, low-emissions combustor that
meets or surpasses the most stringent emissions
standards; and a single-stage high-pressure turbine for
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lower operating cost.
Refer to figure, CF34-10E ENGINE.
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ALL 00-00-00 May 07
SD00-00-00-011-005 GE AIRCRAFT ENGINES CF34-10E TRAINING MANUAL
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MAINTENANCE DOCUMENTS Refer to figure, MAINTENANCE DOCUMENTS.
Identification (1.A.a) Scheduled Maintenance

The maintenance documents for the aircraft supply help These are examples of scheduled line maintenance
for all maintenance activities. Many different documents work:
work together to help the operator to do maintenance on - Aircraft turn around
the aircraft. The maintenance documents will help the - Aircraft daily checks
operator do unscheduled line maintenance and - Planned checks (A, B, C and D checks)
scheduled line maintenance. Each maintenance
document has an introduction that shows how to use Unscheduled Maintenance
that document. These are examples of unscheduled line maintenance
work:
Use these documents to do unscheduled line - Flight faults
maintenance: - Ground faults
- Structural Repair Manual (SRM) - Service problems
- Fault Reporting Manual (FRM) - Structural damage
- Fault Isolation Manual (FIM)
- Master Minimum Equipment List (MMEL) Structural Repair Manual
- Aircraft Maintenance Manual (AMM) The SRM supplies descriptive information and specific
instructions for field repair of aircraft structure. The SRM
Use these documents to do scheduled line maintenance: has data related to the topics that follow:
- Maintenance Planning Document (MPD) - Evaluation of permitted damage
- Maintenance Task Card Manual - Typical repairs
- Aircraft Maintenance Manual (AMM) - Material identification
- Material substitution
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Use these documents to get support data to do - Fastener installation

scheduled and unscheduled maintenance: - Alignment check
- System Schematics Manual (SSM) - Planning
- Wiring Diagram Manual (WDM)
- Aircraft Illustrated Parts Manual (AIPC) Fault Reporting Manual
The FRM supplies the fault codes of aircraft faults to the
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flight crew. These faults can be flight compartment The SDS has a description of the interfaces, function,
effects or other faults. The FRM has standard logbook and operation of the systems and subsystems of the
write-ups for each fault code. The fault codes refer the aircraft.
operator to the FIM.
The practices and procedures sections have data related
Fault Isolation Manual to the functions that follow:
Maintenance crews use these resources to identify the - Maintenance practices
maintenance procedures (FIM task numbers) to correct - Servicing
faults: - Removal and installation of components
- Crew observations - Adjustment and test
- CMC generated maintenance messages - Inspection and check
- Fault codes and descriptions from the FIM - Cleaning and painting
- Front face bite equipment - Repair
The FIM also has related references to the AMM and Maintenance Planning Document
gives procedures necessary to verify when faults have The maintenance planning document specifies the tasks
been corrected. for each type of scheduled maintenance check.
Master Minimum Equipment List Maintenance Task Card Manual

The MMEL supplies the recommended minimum The maintenance task card manual has the task cards
equipment necessary for dispatch. MMEL procedures the operator uses during the maintenance checks.
are located in Part II of the AMM. The MMEL also
supplies the procedures for dispatch with a fault, if System Schematics Manual
permitted. The maintenance crew uses the MMEL to The system schematics manual helps the user to
decide when to fix the fault. understand the operation of the system and to do a fault
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isolation procedure. The SSM supplies the

Aircraft Maintenance Manual interconnection of all LRUs of a system or subsystem.
The maintenance crew uses the AMM to do the
applicable maintenance procedure. The AMM has two Wiring Diagram Manual
parts: the system description section (SDS) and the The wiring diagram manual supplies details of the point-to-point
practices and procedures section. wiring on the aircraft.
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Standard Practices Manual

The standard practices manual has standard instructions
applicable to necessary maintenance and repair of the
aircraft.
Aircraft Illustrated Parts Catalog

The aircraft illustrated parts catalog has figures and
related parts lists to help the operator identify the
necessary replacement parts and their data. The
applicable data includes the items that follow:
- Figure that shows the location of the part
- Replacement part number
- Replacement part quantity
- Supplier data
- Specification numbers
- Recommended spares
- Service bulletin history
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MAINTENANCE DOCUMENTS ATA NUMBERING
Identification (1.A.a)
The aircraft manual elements are labeled in accordance ATA chapter numbers recorded in the CF34-10E engine
with Air Transport Association (ATA) of America program:
Specification 100. The ATA number system lets the user - 70, Standard Practices
uniquely identify a component. - 71, Powerplant
- 72, Engine General
ATA Number System - 73, Engine Fuel and Control System
The Aircraft Maintenance Manual (AMM) is divided into - 74, Ignition System
chapters, which supplies a functional breakdown of the - 75, Air System
complete aircraft. The chapters of the AMM are further - 77, Engine Indicating System
divided by a section number. The sections are divided by - 78, Exhaust System
a subject number. The three-element chapter section- - 79, Lubrication System
subject-number (XXYYZZ) is an indicator that lets the - 80, Starting System
user identify a single functional item.
Refer to figure, MAINTENANCE DOCUMENT ATA
Each of the three elements of the indicator have two NUMBERING.
digits. The chapter number (first element) and the first
number of the section number (second element) are
assigned by ATA Specification 100. The subject number
(third element) identifies individual subject designations
(engine modules and piece parts) of the section of each
chapter.
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Material which is applicable to a system as a whole uses

zeros in the second and third element of the number that
is the chapter number followed by "-0000". An example
is 72-00-00 (Engine) is given for general description data
which supplies an outline breakdown of the section in
the chapter. The list that follows is a description of the
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ALTERNATE TROUBLESHOOTING RESOURCES
The data that follows is given for additional
troubleshooting resources:
Refer to figure, ALTERNATE TROUBLESHOOTING

RESOURCES.
Purpose (2.B.b)
Identifies resources for the customer to get additional
data on maintenance practices or procedures.
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geae.csc@ae.ge.com
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POWERPLANT
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GE PROPRIETARY INFORMATION POWERPLANT
POWERPLANT
Objectives
- Selected engine ratings and aircraft applications of the CF34-10E engine (1.A.a)
- The location and information on the engine data plate (1.A.a)
- Selected specifications of the CF34-10E engine (1.A.a)
- Selected ground transportation requirements (1.A.a)
- Selected engine safety hazards (1.A.a)
- Selected components of the engine cowling (1.A.a)
- Air management system (1.A.a)
- Thermal anti-ice system (1.A.a)
- Engine fire zones (1.A.a)
- Fire detection system (1.A.a)
- The location of the engine drains (1.A.a)
- The engine mounts (1.A.a)
- The engine data plate (2.B.b)
- Selected specifications of the CF34-10E engine (2.B.b)
- Selected ground transportation requirements (2.B.b)
- Selected components of the engine cowling (2.B.b)
- Air management system (2.B.b)
- Thermal anti-ice system (2.B.b)
- Engine fire zones (2.B.b)
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- Fire detection system (2.B.b)

- The engine drains (2.B.b)
- The engine mounts (2.B.b)
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RATINGS AND APPLICATIONS
The CF34-10E engine will be used on EMBRAER
190/195.
There are different ratings for different variants of the CF34-10E engine:
CF34-10E2A1
CF34-10E5
CF34-10E5A1
CF34-10E6
CF34-10E6A1
CF34-10E7
Refer to figure, ENGINE RATING.

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CF34-10E2A1 CF34-10E5 CF34-10E5A1 CF34-10E6 CF34-10E6A1 CF34-10E7
Sea Level Flat Rating 86F 86F 86F 95F 95F 86F
(30C ) (30C ) (30C ) (35C ) (35C ) (30C )
Normal Takeoff Thrust 16,960 17,930 18,820 17,390 18,820 18,820
Max Takeoff (APR), 16,960 18,820 18,820 18,820 18,820 20,360

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ENGINE RATING
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DATA PLATE
The engine data plate is a small, square metal plate on
the fan case at the 9 oclock position, aft of the Accessory Gearbox.
Refer to figure, DATA PLATE.
Purpose (2.B.b)
The engine data plate records the following data:
- Engine type and model
- Production codes
- Serial number
- Manufacturer
- Thrust rating
- General engine data
- Regulating agency data
- Engine performance data
- N1 trim information
- Service bulletin compliance
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Engine Left Side

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DATA PLATE
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SPECIFICATIONS
The CF34-10E engine specification are as follows:
Length, Fwd spinner-to-aft 146.1/3.711

CB (in./meters)
Maximum Diameter (in./meters) 80.9/2.055
Fan Diameter (in./meters) 53/1.346
Weight, Dry with Mounts (lbs./kg) 3675/1667
Core Speed Redline (RPM) 18018
Fan Speed Redline (RPM) 6325
Fan Bypass Ratio (at SLS Max) 5.4:1
Overall Pressure Ratio (at SLS Max) 28.5:1
Purpose (2.B.b)
The engine specification table shows the engine length,
width, height, and weight of the CF34-10E engines.
Refer to figure, CF34-10E ENGINE SPECIFICATIONS.

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GROUND TRANSPORTATION REQUIREMENT
The engine can be transported by truck that has a
pneumatic suspension or by air.
These guidelines should be followed when the engine is

moved:
- Install the engine on a stand that agrees
with GE specifications.
- Use correct tie-down points to install the
engine stand on the truck.
- When a single engine is moved, install it
over the trailer axle. The trailer must have
pneumatic suspension.
- If multiple engines are moved, the tractor
and trailer must both have pneumatic
suspensions.
- Use the correct tie-down points to install
the engine stand base on the truck. Always
use the shipping stand shock mounts.
Refer to figure, GROUND TRANSPORTATION

REQUIREMENT.
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Purpose (2.B.b)
Proper transportation of the engine is necessary to
prevent shocks and vibration that can damage the
engine bearings.
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ENGINE SAFETY HAZARDS
The four engine safety hazard areas that should be engine in operation.
avoided during engine operation are:
- Inlet suction Refer to figure, ENGINE SAFETY HAZARDS.
- Engine heat
- Exhaust velocity Training Information Points (3.E.e)
- Engine noise When the engine is in operation, the anticollision lights
are usually on. Personnel must not go near an engine in
Inlet Suction operation except when:
Inlet suction can pull people and large objects into the - The engine is at ground idle
engine. At idle power, the inlet hazard area is a 13 ft - The person operating the engine from the
(4.0m) radius around the inlet. flight deck can communicate with the ground
personnel
WARNING: If the wind is more than 25 knots, the inlet
hazard area increases by 20%. The entry/exit corridors are between the inlet hazard
areas and the exhaust hazard areas.
Engine Exhaust
The engine exhaust is very hot for long distances behind
the engine. The heat hazard area can cause damage or
injury.
Exhaust Velocity
The exhaust velocity is very high for long distances
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behind the engine. The exhaust velocity hazard area can

cause damage or injury.
Engine Noise
Engine noise can cause temporary and permanent loss
of hearing. Ear protection must be worn when near an
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13 FEET AT IDLE
55 IDLE
474 TO
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65 MPH OR GREATER
EXHAUST VELOSITY
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ENGINE COWLING
The engine cowling has the following cowls: these cowls provide access to all hardware mounted on
- Inlet cowl the outer fan case.
- Fan cowl
- Thrust reverser cowl Thrust Reverser Cowl
- Core cowl The thrust reverser cowl is a bifurcated assembly of two
halves. The fixed structure wall and the translating cowl
Refer to figure, ENGINE COWLING. form the fan exhaust duct and nozzle. The inner wall of
the fixed structure, along with the core cowl, encloses
Inlet Cowl the engine between the fan frame and the nozzle, and
The inlet cowl is a fixed interchangeable aerodynamic provides a fireproof boundary around the fire zone
fairing, which supplies the inlet airflow to the fan and constituted by the engine. The thrust reverser contains a
core sections of the engine. It is mounted on the forward hydraulically powered thrust reverser actuation system
face of the engine fan case and isolated from the engine (TRAS) to reverse the flow of fan exhaust air to slow the
core cowling. The assembly is composed of an inlet lip, airplane during the landing roll.
forward bulkhead, an outer barrel, an acoustic inner
barrel, an aft bulkhead, and an aft flange. The inlet cowl Core Cowl
assembly includes ant-ice ducts, T12 sensor, and The core cowl is an integral component of the thrust
provisions for the FADEC and fan compartment reverser. It is constructed in two halves, each linked to
ventilation. the pylon at the top with a latch (required to maintain the
fireseal) and held together at 6 o'clock by a latch. The
Fan Cowl core cowl skin is integral part of the fixed structure skin,
The fan cowl door assemblies are engine-to-engine and is opened with the reversers.
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interchangeable units enclosing the engine fan case

between the inlet cowl and the thrust reverser cowl. Purpose (2.B.b)
Each assembly is supported by three hinges at the pylon The engine cowls provide protection for the engine and
and latched to the other fan cowl along the bottom split accessories, and also ensures smooth airflow around
line with three tension hook latches. A hold open rod the engine during flight. The CF34-10E nacelle and
supports each door in the open position. When opened, cowling is protected from lightning and static electricity.
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AIR MANAGEMENT SYSTEM (AMS)
The Air Management System is located on the left side of the Air is supplied through the pre-cooler to the ECS system and is
core module and consists of the Nacelle Pressure Regulating temperature controlled by the AMS by adjusting the Fan Air Valve
and Shutoff Valve (NAPRSOV), High Pressure Regulating which controls the amount of cold fan air flowing across
and Shutoff Valve (HPRSOV), Low Stage Bleed Check Valve, the pre-cooler.
Pre-cooler, Fan Air Valve and the ducting. A temperature of 204 deg C (400 deg F) is controlled under
Refer to figure, AIR MANAGEMENT SYSTEM. usual conditions. This temperature is increased during
operation of the wing anti-ice to 231 deg C (448 deg F).
Purpose (2.B.b) If the 5th stage air temperature and pressure are insufficient
The Air Management System provides bleed air for the aircraft for anti-ice, the AMS will bleed in hotter, higher pressure 9th
environmental control system, aid in starting the opposite stage air to meet the requirements, using the Fan Air Valve
engine and for aircraft required anti-ice. for temperature control and the NAPRSOV for pressure control.
The FADEC receives bleed configuration discretes via the
Operation (3.C.c) ARINC bus from the AMS system to determine the current
Fifth stage and ninth stage bleed air is utilized to meet the bleed configuration of the aircraft. This is used to vary the N1
requirements for various bleed configurations. setting (thrust) in order to maintain engine ITT within the
This pressure is sensed in the bleed ducting aft of the firewall. limits established for the rating.
The AMS system continuously monitors engine bleed
pressure and will use the 9th stage bleed air for supply up to
an engine condition where the 9th stage will close down and
5th stage air will become the primary source. Bleed pressures
from the low stage supply (5th stage) is insufficient at lower
engine speeds. Bleed pressure from the high stage supply (9th
stage) is too high at higher engine speeds.
The bleed pressure is controlled to 45 psig up to 25,000 ft and
35 psig above 25,000 ft using the HPRSOV and the
NAPRSOV.
The Low Stage Bleed Check Valve is installed in the 5th stage
line to prevent reverse flow of the 9th stage air into the 5th
stage ducting.
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Fan Air Valve
Pre-cooler
Combined Manifold
Bellows to Precooler
9TH Stage
Pressure Line
NAPRSOV
HPRSOV
Nacelle 5TH Stage

Anti-ice Low-Stage Bleed
Pressure Line
Check Valve
AIR MANAGEMENT SYSTEM
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THERMAL ANTI-ICE SYSTEM (TAI)
The Thermal Anti-ice System is located on left side of the fan At the inlet forward bulkhead, the air passes through a
case and consists of the following components: 5th stage air triple swirl nozzle and impinges on the inner surface of
supply duct Thermal Anti-ice (TAI) valve, TAI line pressure the inlet lip skin. The air then exits through an exhaust
transducer, dedicated muscle line from the starter duct for TAI port near the bottom of the inlet.
valve operation and a triple swirl nozzle. A pressure transducer is mounted in the ducting
downstream of the valve to indicate an air supply
Refer to figure, THERMAL ANTI-ICE SYSTEM pressure problem. If the duct pressure falls below a set
value, as with a valve failure or duct rupture, a message
Purpose (2.B.b) is sent to notify the crew of a loss of anti-icing. This is a
The Thermal Anti-ice System supplies hot air from the engine CAS message. If pressure increases beyond a set
to the inlet cowl to prevent the hazardous formation of ice on value, as in a valve failing full open, a message is sent
the inlet lip. the maintenance record for corrective action. This is not
a CAS message.
Operation (3.C.c)
The TAI system takes hot air from the 5th stage bleed ducting
at the AMS system. This port is located upstream of the low
pressure check valve to make sure that an air supply is
always available when the engine is running.
On the overhead panel, Engine 1 and 2 push-button switches
are used to select or close the correspondent EAI system. The
Mode switch will select the mode the anti-ice system will
operate. When in AUTO, the engine system will be activated
by signals from any of the aircraft ice detectors. When ON is
selected, the system will be activated independent of the ice
detection system.
The valve is spring loaded to the open position so that the
system defaults open if there is a loss of control signal or
there is not sufficient muscle air pressure from the starter duct
to hold the valve closed.
EFFECTIVITY Page 18
ALL 71-30-00 Sept 05
Starter
Duct
Air
Starter
Valve 5TH Stage
Air Supply
Muscle
Air Line
Pressure
Transducer
Anti-ice Duct
Ice Protection Overhead Panel
Air to Triple
Swirl Nozzle Anti-ice Valve
THERMAL ANTI-ICE SYSTEM
EFFECTIVITY Page 19
ALL 71-30-00 Sept 05
ENGINE FIRE ZONES
There are two fire zones for the CF34-10E engine. One is the
fan compartment and the other is the core compartment.
Refer to figure, ENGINE FIRE ZONES
Purpose (2.B.b)
The fire zone isolate the fan and core compartments with
independent fire detection and fire extinguishing capability.
EFFECTIVITY Page 20
ALL 71-26-00 Aug 05
Core Zone
Fan Zone
ENGINE FIRE ZONES
EFFECTIVITY Page 21
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FIRE DETECTION LOOPS
The CF34-10E has independent fire loops for the fan fire zone
and for the core fire zone.
Refer to figure, FIRE DETECTION LOOPS
Purpose (2.B.b)
The fire detection loops are designed to provide necessary fire
detection for the fan and core zones where fires are most
likely to occur.
Operation (3.C.c)
The fire detection loops consist of a pneumatic sensing device
which provides for detection due to gas expansion and
electrical switch closure (DRL Responders).
Two loops within each zone provide redundancy in the event
of one loop failure.
EFFECTIVITY Page 22
ALL 71-26-00 Aug 05
DRL Responders
Left Hand
Fire Loop
Top View
Core Compartment Fan Compartment
FIRE DETECTION LOOPS
EFFECTIVITY Page 23
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ENGINE DRAINS
The masts extend beyond the boundary layer of the fan
The engine drain system has lines that collect and
cowl in order to prevent nacelle streaking with drained
transmit waste fluid overboard from accessories, pylon
fluids. A drip lip is incorporated into the drain mast to
drain cavities, and various systems along the engine.
prevent the drained fluids from running back on the mast
itself.
The drain system has two outputs:
- Forward drain mast
- Aft drain mast Purpose (2.B.b)
The engine drain system lets oil, fuel, hydraulic fluid,
Refer to figure, ENGINE DRAINS. water, and vapor to flow overboard through the nacelle
structure and makes sure the fluids do not touch the hot
The forward mast contains the accessory gearbox engine areas.
component pad drains as well as the oil scupper
and pylon drains. Seven tubes are routed to the forward
drain mast in the fan zone. Four stainless steel 3/8 inch
OD tubes are used to drain the accessory pads of the
hydraulic pump, starter, IDG, and fuel pump. A fifth
stainless steel 3/8 inch OD tube is used to drain the
overfill scupper on the oil tank. The final two drains provide
for the hydraulic case drain and any accumulated fluids in the
forward pylon through the pylon floor drain.
The aft mast primarily contains the fuel drains from the core
SD71-00-00-051-016
mounted components. Seven 3/8 inch OD tubes are routed to

the aft drain mast in the fan zone. Four of the seven stainless
steel tubes are used to drain the VBVs, VSVs, HPTACC
valve, LPTACC valve, and TBV fuel actuators. The remaining
tubes are used to drain any accumulated fluids from the
extension ring, core pylon, and an oil drain from the forward
sump.
EFFECTIVITY Page 24
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Forward Drain Mast AFT Drain Mast
Left Cowl
FWD
G F E D
A B C DE F G A B C Right Cowl
FWD
Drain # Component Fluid Drain # Component Fluid
A Pylon Fuel Drain Engine oil from
A Forward Sump Drain
forward sump seals
Engine Oil Overflow at
B Oil Tank
Oil Tank Scupper Low point in engine
B Pylon Drain
Oil from AGB Carbon pylon, any fluid
C Fuel Pump Pad Seal or Fuel from
VSV/VBV Left Hand Fuel from internal
Pump Shaft Leakage C
Actuators shaft packing leakage
Low Point in Pylon,
D Pylon Floor Drain
any Fluid Fuel from Internal
D TBV Valve
Oil from AGB Carbon Leakage
Seal or Hydraulic Fluid
E Hydraulic Pump Pad Not Used
from Pump Shaft
SD71-00-00-011-017
Leakage HPTACC and LPTACC Fuel from internal

E
Oil from AGB Carbon Valves valve leakage
F IDG Pad Seal or IDG Oil from
Pump Shaft Leakage VSV/VBV Right Hand Fuel from internal
F
Actuators shaft packing leakage
Oil from AGB Carbon
Seal or Starter Oil Low point in the
G Starter Pad
from Pump Shaft G Fan Fase Drain extention ring, any
EFFECTIVITY Leakage fluid
ALL
GE PROPRIETARY INFORMATION 71-71-00 Page 25
June 09
ENGINE DRAINS POWERPLANT
ENGINE MOUNTS
There is a forward and an aft engine mount. The forward
engine mount attaches the fan Outlet Guide Vane (OGV)
frame to the pylon. The aft engine mount attaches to the
engine turbine rear frame and the front frame through a
thrust link to the pylon.
The engine mounts are designed to allow for thermal

expansion of the engine. The mounts also allow for
simple engine removal and installation.
Refer to figure, ENGINE MOUNTS.
Purpose (2.B.b)
The engine mounts attach the engine to the pylon and
transmit thrust to the aircraft.
SD71-00-00-051-018
EFFECTIVITY Page 26
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Aft Mount
Forward Mount
Yoke
Thrust Link
Forward Mount
Shear Links
SD71-00-00-011-019
Thrust Yoke
ENGINE MOUNTS
EFFECTIVITY Page 27
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FAULT DETECTION STRATEGY
EFFECTIVITY Page 1
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GE PROPRIETARY INFORMATION FAULT DETECTION STRATEGY
FAULT DETECTION STRATEGY
Objectives
- The FADEC fault detection system (1.A.a)
- The dispatch level (1.A.a)
- The built-in test equipment (BITE) (1.A.a)
- The recent faults (1.A.a)
- The fault history (1.A.a)
- The identification configuration (1.A.a)
- The ground test (1.A.a)
- The input monitoring (1.A.a)
- The maintenance message breakdown (1.A.a)
Given an objective exercise, the student will select the operation of:
- FADEC fault detection system (3.C.c)
SD00-00-00-051-002
EFFECTIVITY Page 2
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EFFECTIVITY Page 3
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FADEC FAULT DETECTION SYSTEM
The FADEC will monitor inputs from various sources and available to the FADEC.
perform tests for failures and overlimit conditions. The
FADEC will also monitor data to determine when to Ignition CAS Icons will be displayed to the pilot on the
request trend data saves, when limit exceedances are to EICAS display if all the given criteria have been met.
be tracked and reported. The FADEC will also work in
conjunction with the MAU, CMC, MFD and the CCD to Fault data will be saved in the CMC for display on the
provide engine test capability for maintenance CMC-driven MFD display. The CMC will display fault
personnel. related information to maintenance personnel on the
MFD via the CMC. The fault messages will correspond
The FADEC will supply data to other aircraft avionics via to the EICAS messages and are to aid engine fault
ARINC 429. This data will aid in detection, reporting and troubleshooting and correction.
storage of faults, engine dispatch level and exceedance
information. Data for trend data records will also be Fault codes for all detected faults (up to 16 per channel)
supplied to the aircraft. Data will be provided for the will be displayed on an MFD-driven MFD display. The
Flight Data Recorder (FDR). purpose of this display is to provide a simple backup to
the CMC. If the CMC is not available, the MFD fault
Operation (3.C.c) display will allow maintenance personnel to determine
The FADEC will perform diagnostics on its input data to what engine faults are active and to allow reference of
determine if any failures exist. If a failure exists, and if troubleshooting procedures for the fault.
the failure is one that the pilot needs to be aware of, a
message or indication will be displayed to the pilot on
the EICAS. If a failure condition is not severe and does
SD00-00-00-051-004
not directly affect engine operation, the engine dispatch

level is calculated and a message will be transmitted for
display on the appropriate device (EICAS or MFD).
Some engine related EICAS messages or indications
and maintenance faults require the MAU or the SPDA to
perform the checks as the required information is not
EFFECTIVITY Page 4
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Aircraft Engine
MFD
A
R
EICAS
I
N
C
MAU
4
2
9
CMC
SD00-00-00-011-005
FADEC FAULT DETECTION SYSTEM
EFFECTIVITY Page 5
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DISPATCH LEVEL
The FADEC will determine the health or failure of the respective dispatch bit will also clear unless it is already
items that it can monitor. The FADEC does not monitor latched in NVM. If a fault that the FADEC is aware of
several of the engine-related components; the MAUs exists when the engine reaches idle for 10 seconds, that
and SPDAs are responsible for their monitoring. fault will cause a dispatch bit to be latched and stored in
NVM.
Some engine failures have dedicated EICAS messages
or indications. Those failures must be dispositioned by Dispatch Level Indication Clearing
referring to the MMEL. The FADEC logic will not set the The dispatch level indication bits will be cleared when
dispatch bits for these indications. maintenance personnel request the maintenance faults
to be cleared through the MFD, CCD user interface.
For those engine failures that are monitored by the
FADEC and where no other cockpit indications are set, Dispatch Fault Levels
the FADEC will use the maintenance fault words to set There are 5 defined dispatch fault levels:
dispatch limitation bits. The FADEC will scan the In-Flight Warning
maintenance fault words and search to see if any local A - No Dispatch
channel faults bits are set. If any are set then fault bits B - Short Time
from the local channel, cross channel and a set of masks C - Long Time
are used to determine the correct dispatch limitation D - Economic
level. After the dispatch level is determined, the
appropriate flag will be set. These flags will be used to The In-Flight Warning indicates to the flight crew a condition
set bits in the ARINC 429 output status words to set the that requires pilot action or notification.
appropriate cockpit indication of dispatch limitation level.
SD00-00-00-051-006
The No Dispatch level indicates that maintenance

Dispatch Level Indication Latching action is required before the aircraft can perform a flight.
New dispatch levels will not be latched for NVM storage This message is displayed on the EICAS display.
when the engine is sub idle. If the engine is sub idle, if a
fault is seen, the dispatch bit will be set if not already
latched in NVM. Also when sub idle, if the fault clears, the
EFFECTIVITY Page 6
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Dispatch
Fault Code LRU CMC Fault Message EICAS Description
Level
ENGINE X Dual channel failure
VSV DUAL CMD- IN FLIGHT
7321 5416 Exz CONTROL in the torque motor
CURRENT DISAG WARNING
FAULT drive circuits
Data from both
NO Ex NO
7321 7526 Exz ECP ECPFAULT channels ECP are
DISPATCH DISPATCH
missing or invalid.
Local channel TBV
TBV SENSOR OUT OF SHORT Ex SHORT feedback sensor has
7321 5521 Exz TBV
RANGE DISPATCH DISPATCH failed. Cross channel
sensor is used.
The local channel
LONG engine T2 sensor is
7321 6722 Exz T12 T2 OUT OF RANGE (NONE)
DISPATCH out of range of -100
to 199 F.
Single channel failure
LPT CMD-CURRENT
7321 5324 Exz LPTACC ECONOMIC (NONE) in the torque motor
DISAGREE
driver circuit.
X=ENGINE NUMBER
SD00-00-00-011-007
Z=FADEC CHANNEL
DISPATCH LEVELS
EFFECTIVITY Page 7
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The Short Time dispatch level indicates that at least one

short time dispatch fault exists and must be noted in the
logbook by the pilot. This fault is allowed to persist for 10
days or 150 flight hours before it must be corrected. This
message is displayed on EICAS. Certain short time
faults, when combined, can set the No Dispatch level.
These are known as Alpha faults.
The Long Time dispatch level indicates that at least one

long time dispatch fault exists and the message is
displayed on the MFD which is not normally viewed by
the pilot.The means for checking long time dispatch
faults will be to interrogate the MFD-driven Engine
Maintenance Page at "A" check.
The Economic time dispatch level indicates that at least

one economic dispatch fault exists. This dispatch level
does not require repair and is included as failure in items
that effect economic aspects. The means for checking
economic faults is to interrogate the MFD-driven Engine
Maintenance Page at "A" check.
SD00-00-00-051-008
Final determination of Short Time and Long Time

dispatch is done by pilot or maintenance crews
referencing to the MMEL for a dispatch or no dispatch
condition.
EFFECTIVITY Page 8
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EFFECTIVITY Page 9
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Multi Functional Display Engine Maintenance Page
Engine fault data will be saved in the CMC for display on the
CMC-driven MFD display. The CMC will display fault
related information to maintenance personnel on the
MFD via the CMC. The fault messages will correspond
to the EICAS messages and are to aid engine fault
troubleshooting and correction.
The engine maintenance page will display the following items:

- FADEC detected dispatch limitations
- Exceedance events
- Fault codes saved in the CMC for engine/ FADEC
EFFECTIVITY Page 16
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MUTI FUNCTIONAL DISPLAY ENGINE MAINTENANCE PAGE

EFFECTIVITY Page 17
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BUILT-IN TEST EQUIPMENT (BITE)
The FADEC has three BIT modes designed to test the
computer functions of the main CPU and the
Autonomous Input Processor (AIP) as well as the output
drivers and ARINC transceiver chip.
- Power On BIT (POBIT)
- Ground Start BIT (GSBIT)
- Normal Periodic BIT (NPBIT)
POBIT
POBIT is initiated automatically after any FADEC power
on reset. This test is designed to test the most critical
computer functions while allowing the FADEC to quickly
come on line. POBIT takes a maximum of 0.246 seconds
to execute.
GSBIT
GSBIT is executed on the ground if the engine is not
running when any of these conditions exist:
- After the completion of POBIT.
- When the engine is being shutdown.
GSBIT takes a maximum of 1.982 seconds to execute.

SD00-00-00-051-010
NPBIT
NPBIT is run continuously in foreground or background
mode. This test is designed to continuously monitor the
health of the processors and the computer.
EFFECTIVITY Page 10
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EFFECTIVITY Page 11
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RECENT FAULTS provided for 1.0 minutes to ensure that the CMC can
capture the faults. Once the minute is complete, the
Identification (1.A.a) FADEC will resume transmittal of currently detected
The CMC records the following type of information: faults.
- Maintenance faults
- Exceedance data Exceedance Data
FADEC detected exceedance CAS messages will all be
The CMC shall record fault, exceedance and trend data. logged in the CMC. Exceedance maintenance faults will not
A laptop computer or other comparable equipment can be cleared unless commanded to be reset from the
be used retrieve the data from the CMC. Data size must MFD.
be limited to fit on a 3.5 floppy disk.
The FADEC will save exceedance peak and duration
Maintenance Faults data in NVM. If the CMC is not available for the flight, the
All maintenance faults detected by the FADEC and MAU exceedance data will be transmitted continuously by the
logic (for engine related faults) will be stored in CMC FADEC until the FADEC exceedance NVM is cleared by
NVM along with time and date information. This data will a command from the MFD. The FADEC will transmit
not be cleared unless overwritten by newer faults. Once exceedance peak and duration information via ARINC
a fault is detected, data will be saved. If that fault is labels. If the duration time of an exceedance is zero, no
detected again during the flight, data will be saved again. exceedance has occurred and no exceedance message
will be displayed on the MFD. The FADEC will set an
As the Central Maintenance Computer is not flight critical ARINC bit whenever it has detected an overlimit
and may not be available for a number of flights, a condition. A change in the exceedance duration from a
storage facility is provided in the FADEC. The FADEC steady state value (usually 0) will indicate to the CMC
will store in NVM the faults seen during the last 10 that an exceedance has occurred and the CMC is to
flights. ARINC 429 discrete bit inputs are provided to the save an exceedance data set.
SD00-00-00-051-012
FADEC to request the transmittal of the fault history

data. This data will be transmitted on the normal FADEC The CMC will save a minimum of 2 seconds of pre-event
output ARINC 429 maintenance labels. Upon receipt of data and 30 seconds of post event data. The CMC will
the command, the FADEC will provide on the save at least 50 exceedance data sets. The number of
maintenance labels, the indications of any faults data sets is determined by usage by the various
detected in previous flights. These indications will be functions of the 10.0 meg NVRAM available in the CMC.
EFFECTIVITY Page 12
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If the CMC was not available during the flight and is

plugged in and is operational after a flight, the CMC will
report the peak and duration information of any
exceedances detected by the FADEC, but no other data
is available.
SD00-00-00-051-014
EFFECTIVITY Page 14
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Maintenance Page
MAINTENANCE MESSAGE DETAIL
FAULT NAME: WASTE SERV PNL SW/WWSC/MAU3 FAULT 35 CHARACTERS

FAULT TYPE: PROBE / SENSOR INTERNAL/INTERFACE/PROBE/SENSOR
FAULT CODE: 38325784PNL FAULT CODE
LRU (S) AT FAULT: LRU: HIGHEST TO LOWEST PROBABILITY

VWS Service Panel Switch
Water & Waste System Controller
MAU3 Generic I/O Module (slot 10)
Aircraft Wiring
SYMPTOM: Check MAU3 for fault reporting. SYMPTOM DETAILS, NOT REQUIRED
Service panel door switch may be improperly adjusted
or malfunctioning.
DOCUMENTS LINK TO FAULT ISOLATION MANUAL

<link>
MAINTENANCE MESSAGE OCCURRENCES:

SD00-00-00-011-015
ACTIVE MAY 13, 2000 19:20:02 LEG:1 CRUISE

INACTIVE MAY 13, 2000 19:10:33 LEG:1 CLIMB
ACTIVE MAY 13, 2000 19:09:05 LEG:1 TO RUN
MAIN PREV
MENU
CENTRAL MAINTENANCE COMPUTER (CMC)

EFFECTIVITY Page 15
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FAULT HISTORY
The CMC will record trend points and these points will - Air/Ground Status
not be cleared unless overwritten by newer trend points. - Fault Code
The CMC will save up to 200 trend points total. 200
trend points will allow for a weekly data download Snapshot data storage in the FADEC NVM only, the
interval assuming a maximum of 10 flights a day, 3 trend CMC does not store engine data for engine
points a flight (2 takeoff, 1 cruise), 7 day operation. maintenance faults.
The CMC has NVM to save engine-related data Exceedance Data

indefinitely or until cleared or overwritten. The CMC will The CMS will record the following data for each event:
save a set amount of data for each fault. - Aircraft Serial Number
The fault history can be accessed through the CMC by - Date
selecting the Fault History by Date or Fault History by - Time
ATA. - FADEC location ID (SDI code)
- Flight Leg
Selecting the following soft key for Historical by Date will - Flight Phase
then access a Month selection (three month span), then
by a Date, and then to Flight Leg. It is then broken down Data, as monitored and configured in the CMC. This
to Warnings, Cautions, or Advisorys for that flight leg. data may vary based on function (exceedance type or
Selecting the following soft keys for Historical by ATA will trend data point).
then access an ATA list and then to a fault list related to
that ATA.
SD00-00-00-051-016
Maintenance Faults
The standard CMC fault storage function will record the
following data for each fault:
- Aircraft Serial Number
- Date
- Time
- FADEC location ID (SDI code)
EFFECTIVITY Page 18
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EFFECTIVITY Page 19
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GROUND TESTS
The FADEC working in conjunction with the CMC, the As the control system is distributed among multiple
MFD and the MAU will provide a means to aid computers, all components (SPDA for example) must be
maintenance personnel in running tests on the engine available and powered in order to complete the test.
system. These test functions will be performed from the
cockpit and will be requested through the CMC-driven The following are ground test that can be accomplished
MFD screen using the CCD pointer. The CMC will by maintenance personnel:
request to perform an operation or test, the FADEC will -Dry Motor Test This function allows maintenance personnel
validate if the conditions are correct to allow the test to to perform a dry motoring test on the engine The fuel metering
be run. If the request is acknowledged and the FADEC valve will not open during the test, but allows the other
allows the test, then the FADEC will perform the system actuators to be moved to full open and full closed position.
requested test, working with the MAU or SPDA or other -Wet Motoring Test The wet motoring test provides for operational
aircraft systems. leak checks to be preformed. The fuel metering valve will be
opened and allows other system actuators to be moved to full
Maintenance personnel can access the CMC through a open and full closed position.
special function of the MFD. Essentially; the MFD -Igniter Test This function allows maintenance to perform a test
becomes a CMC display with mouse input from the of the engine igniters. The hard-wired interface will energize
CCD. Maintenance personnel may select an engine test the exciter through the SPDA. Igniter snapping can be heard if
function by clicking the CCD mouse on an area of the the system is functional.
MFD screen. The CMC screens that are displayed on -Thrust Reverser Test This will allow maintenance to perform a
the MFD are configurable. functional check of the thrust reverser through FADEC control
The CMC may initiate a test, but the FADEC software relays. As the TR interactions are more complex, more test
will provide the main control of the tests. The FADEC is functions are added to give the ability to test various sensors
SD00-00-00-051-020
responsible to ensure the conditions are correct for the and valves.
performance of the test and the correct conditions for
continuance of the test. For example, if the FADEC is
performing a dry motoring test, the FADEC will ensure
the correct response occurs if the start-stop switch is
moved to the start position.
EFFECTIVITY Page 22
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EFFECTIVITY Page 23
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ENGINE GENERAL
EFFECTIVITY Page 1
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GE PROPRIETARY INFORMATION ENGINE GENERAL
ENGINE GENERAL
Objectives
- The sumps and frames (1.A.a)
- The engine bearings (1.A.a)
- The engine aerodynamic stations (1.A.a)
- The fan module and BSI ports (1.A.a)
- The fan blades and spinners (1.A.a)
- The accessory gearbox and component location (1.A.a)
- The core module and BSI ports (1.A.a)
- The LPT module and BSI ports (1.A.a)
- The sumps and frames (2.B.b)
- The engine bearings (2.B.b)
- The fan module and BSI ports (2.B.b)
- The fan blades and spinners (2.B.b)
- The accessory gearbox and component location (2.B.b)
- The core module and BSI ports (2.B.b)
- The LPT major module and BSI ports (2.B.b)
SD72-00-00-051-002
EFFECTIVITY Page 2
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EFFECTIVITY Page 3
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SUMPS AND FRAMES
The sumps are part of the engine oil system and the
engine vent system. The engine has two sumps:
- Forward sump
- Rear sump
The forward sump is part of the fan frame. The rear

sump is part of the turbine rear frame
Purpose (2.B.b)
The forward sump supports the fan and booster rotor
assemblies and connects the accessory gearbox
through the inlet gearbox. The sump is internal to the fan
frame assembly which provides the main forward
support for mounting the engine to the aircraft through
the forward engine mounts. Bearings No.1, No.2, No, 3B
and No.3R are in the forward sump.
The rear sump supports the HPT and LPT rotors through
the turbine rear frame which provides the main rear
support for mounting the engine to the aircraft through
the rear engine mounts. Bearings No.4 and No.5 are in
the rear sump.
SD72-00-00-051-004
EFFECTIVITY Page 4
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Radial Drive Shaft

TAI Duct ALF
SD72-00-00-011-005
To Drain Mast
EFFECTIVITY Page 5
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EFFECTIVITY Page 6
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FLA
Aft Sump
Oil Supply
Tube
SD72-00-00-011-007
Oil Supply
EFFECTIVITY Page 7
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ENGINE BEARINGS
The engine has six main bearings (two ball and four
roller) in the sumps. Bearings No.1B, No.2R, and No.3B/
R are in the forward sump. Bearings No.4R and No.5R
are in the rear sump.
Purpose (2.B.b)
Bearings absorb the axial and radial loads from the N1
and N2 shafts. The No.1 ball bearing and No.2 roller
bearing support the front of the fan shaft. The No.3 ball
bearing and No.3 roller bearing support the forward end
of the HPC shaft in the inlet gearbox. The No.4 roller
bearing supports the HPT rear shaft. The No.5 roller
bearing supports the end of the LPT shaft.
Training Information Points (3.E.e)

The main engine bearings are made of M50 material.
SD72-00-00-051-008
EFFECTIVITY Page 8
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ENGINE AERODYNAMIC STATIONS
Engine aerodynamic stations are at axial locations. They
follow a Station Designation System which is used to
easily identifying certain parameters like temperatures
and pressures.
SD72-00-00-051-010
EFFECTIVITY Page 10
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LPTACC
VALVE
SD72-00-00-011-011
EFFECTIVITY Page 11
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Engine Modules
The engine modules consist of the following:
- Fan module assembly
- Core module assembly
- LPT module assembly
- Accessory gearbox assembly
SD72-00-00-051-012
EFFECTIVITY Page 12
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EFFECTIVITY Page 13
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FAN MODULE AND BSI PORTS
The fan module is in the front of the engine and is made
of the fan stator, the fan, and the Low Pressure
Compressor (LPC) and Inlet Gearbox.
The LPC borescope inspection location is identified as

port S0. Port S0 is found aft of the fan blades in the
secondary air area at approximately 3 oclock and 9 oclock
position, between the platforms of an Outlet Guide Vane (OGV).
There is no borescope plug at this location.
Borescope port S0 is used to see:

- Stage 2 vane trailing edge
- Stage 3 vane
- Stage 3 rotor blade trailing edge
- Stage 4 vane leading edge
- Stage 4 rotor blade leading edge
Purpose (2.B.b)
The fan increases the speed of the intake air. A splitter
fairing divides the air into the primary and secondary
airflows. The primary air enters the booster compressor
to provide pressurized air to the High Pressure
SD72-00-00-051-014
Compressor (HPC). The secondary air is accelerated

through the core cowl to atmosphere.
The Inlet gearbox provides rotation from the compressor rotor to
the transfer gearbox through a radial drive shaft.
Borescope inspection port S0 is for the inspection of the
booster compressor.
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Inlet Gearbox
Low Pressure
Compressor
o
Fan Blades Fan Stator
Case
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S0 Borescope
3:30
Splitter
Fairing
FAN MODULE
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FAN BLADES AND SPINNER
The fan consists of a 53" diameter single stage fan rotor
made up of 24 wide chord blades. The blades are held in
position by a double bore fan disk bolted to a fan forward
shaft splined to the LPT shaft.
Covering the fan disk and attached to it is a one piece

spinner with 36 balance weights threaded circumferentially
into captive nuts.
Purpose (2.B.b)
The fan blades are components of the fan module which
compresses primary air and pushes secondary airflow
around the engine.
The spinner helps set the ideal airflow path into the
engine inlet and is specially shaped to deflect ice and
FOD from the core inlet. The spinner is a coniptical design
which is a compromise between a conical, used on the CFM56-2,
and the elliptical, used on the CF6.
Training Information Points (3.E.c)

With any procedure that requires the removal of the fan
blades, ensure that they are reinstalled back in the same
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position to maintain fan rotor balance.

For any procedure that requires removal of the inlet components,
check the condition of the blade lubrication before reinstallation.
Loss of lubrication can lead to fan vibration.
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RELUBE BLADES AT 1500-3000 CYCLES

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ACCESSORY GEARBOX
The Accessory Gearbox (AGB) is on the left side of the
engine fan case. The following components are at the
front of the AGB:
- Permanent Magnet Alternator (PMA)
- Engine air starter
- Hydraulic pump
- Integrated Drive Generator (IDG)
- N2 speed sensor (located on top of AGB)
The following components are at the aft of the AGB:

- Lube filter module
- Fuel pump
- Lube and scavenge pump
- N2 cranking pad
Purpose (2.B.b)
Power to drive all AGB accessories is supplied from the
HPC rotor by means of an inlet gearbox (IGB) through a
radial drive shaft to a transfer gearbox (TGB) then
through a horizontal drive shaft to the AGB.
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AGB FRONT AGB REAR

VIEW VIEW DRIVE SYSTEM
N2 Sensor
Inlet Gearbox
(forward sump)
Radial Drive
Shaft
Hydraulic Pump
Axis F
Fuel Pump
Axis E
N2
Cranking
Starter Pad
Axis D
Horizontal Drive
Shaft
Input Drive
Axis C
IDG
Axis G
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Alternator Lube/Scavenge Pump Transfer

Axis J Axis J Gearbox
ACCESSORY GEARBOX AND COMPONENT LOCATION
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CORE MODULE AND BSI PORTS
Identification (1.A.a) Purpose (2.B.b)

The core module consists of the following: The HPC increases the pressure of the air from the LPC
- The high pressure compressor (HPC) and sends it to the combustor. The HPC also supplies
- The combustor bleed air for the aircraft pneumatic system and the
- The high pressure turbine (HPT) engine air system.
There are 16 borescope ports on the core module. The combustor mixes air from the compressor and fuel
from the fuel nozzles. This mixture of air and fuel is
The borescope ports on the HPC are identified as burned in the combustion chamber to make hot gases.
follows: The hot gases go to the HPT.
- S1 through S9 are located along the right side at the
2:00 position. The HPT changes the energy of the hot gases into
mechanical energy. The HPT uses the mechanical
The borescope ports for inspection of the combustion energy to turn the HPC rotor and the accessory drive.
chamber are identified as follows: Borescope ports on the core major module are for
- S10 (2 oclock) Combustion Liner inspection of the compressor rotor, combustion chamber,
- S11 (5:30 position) Combustion Liner and the HPT.
- S12 (10 oclock) Combustion Liner
- S13 (Right igniter plug port) (4 oclock)
- S14 (Left igniter plug port) (8 oclock)
The borescope ports for inspection of the HPT

section/LPT stage 1 nozzle are identified as follows:
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- S15 (3 oclock)
- S16 (9 oclock))
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S15 S16
S10 S11 S12 S13 S14
S1 S2 S3 S4 S5 S6 S7 S8 S9
LPT Nozzle
HPT Nozzle
Combustion Liner HPT

HPC
Rotor
CORE MODULE AND BSI PORTS
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LPT MODULE AND BSI PORTS
The low pressure turbine (LPT) module is the aft of the
core module. The LPT is a four-stage turbine. There are
two borescope ports on the LPT module. The borescope
ports used to inspect the LPT are identified as follows:
- S17 (3 oclock)
- S18 (3 oclock)
Purpose (2.B.b)
The LPT changes the energy of hot gases into
mechanical energy. The LPT uses the mechanical
energy to turn the fan and the LPC rotor.
The LPT components seen through borescope ports S17
andu S18 are as follows:
- S17 Stage 1 LPT rotor blade trailing edge
- S17 Stage 2 LPT nozzle segments
- S17 Stage 2 LPT rotor blade leading edge
- S18 Stage 2 LPT rotor blade trailing edge
- S18 Stage 3 LPT nozzle segments
- S18 Stage 3 LPT rotor blade leading edge
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FUEL AND CONTROL
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GE PROPRIETARY INFORMATION FUEL AND CONTROL
FUEL AND CONTROL
Objectives
- The fuel and control (1.A.a)
- The location of the main fuel pump (1.A.a)
- The location of the main fuel filter (1.A.a)
- The location of the filter delta pressure switch (1.A.a)
- The location of the main fuel/oil heat exchanger (1.A.a)
- The location of the servo fuel/oil heat exchanger (1.A.a)
- The location of the integrated drive generator - fuel/oil HX (1.A.a)
- The location of the fuel metering unit (1.A.a)
- The location of the fuel manifold (1.A.a)
- The location of the fuel injectors (1.A.a)
- The engine control subsystem (1.A.a)
- The engine control interfaces (1.A.a)
- The typical engine control loop (1.A.a)
- The location of thrust lever (1.A.a)
- The auto throttle interface (1.A.a)
- Selected components of the engine fuel control system (1.A.a)
- The location of the FADEC (1.A.a)
- The location of the T12 sensor (1.A.a)
- The location of the delta T3 sensor (1.A.a)
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- The location of the Tcase sensor (1.A.a)

- The location of the fan speed sensor - N1 (1.A.a)
- The location of the core speed sensor - N2 (1.A.a)
- The location of the permanent magnet alternator (PMA) (1.A.a)
- The location of the engine configuration plug (1.A.a)
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- The fuel and control (2.B.b)
- The main fuel pump (2.B.b)
- The main fuel filter (2.B.b)
- The filter delta pressure switch (2.B.b)
- The main fuel/oil heat exchanger (2.B.b)
- The servo fuel/oil heat exchanger (2.B.b)
- The integrated drive generator - fuel/oil HX (2.B.b)
- The fuel metering unit (2.B.b)
- The fuel manifold (2.B.b)
- The fuel injectors (2.B.b)
- The engine control subsystem (2.B.b)
- The engine control interfaces (2.B.b)
- The thrust lever (2.B.b)
- The auto throttle interface (2.B.b)
- Selected components of the engine fuel control system (2.B.b)
- The FADEC (2.B.b)
- The T12 sensor (2.B.b)
- The delta T3 sensor (2.B.b)
- The Tcase sensor (2.B.b)
-The fan speed sensor - N1 (2.B.b)
- The core speed sensor - N1 (2.B.b)
- The permanent magnet alternator (PMA) (2.B.b)
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Given an objective exercise, the student will select the operation of the:
- The fuel and control (3.C.c)
- The main fuel pump (3.C.c)
- The filter delta pressure switch (3.C.c)
- The fuel metering unit (3.C.c)
- The fuel injectors (3.C.c)
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- The auto throttle interface (3.C.c)
- Selected components of the engine fuel control system (3.C.c)
- The FADEC (3.C.c)
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FUEL AND CONTROL
- Thrust lever
The CF34-10E engine fuel and control system
- Auto throttle interface
supplies fuel for all engine thrust and control
operations. All fuel and control components are on the
Engine Control System
engine.
The CF34-10E engine control system is a computer based
electronic engine control system. It is composed
The fuel and control system is divided into these three
of a two channel Full Authority Digital Engine Control
subsystems:
(FADEC), a Fuel Metering Unit (FMU), a Permanent
- Engine fuel distribution system
Magnet Alternator (PMA), engine sensors, Variable
- Engine control subsystem
Stator Vane (VSV) actuator, Variable Bleed Valve (VBV)
- Engine control system
actuator, Transient Bleed Valve (TBV) actuator, High
Pressure Turbine Clearance Control Valve (HPTCC)
Refer to figure, FUEL AND CONTROL.
Actuator, Low Pressure Turbine Clearance Control Valve
(LPTACC) and an ignition system for each engine. The
Engine Fuel Distribution System
system controls the engine in response to thrust
The engine fuel system consists of the following
command inputs from the aircraft and provides
components:
information to the aircraft for cockpit indication,
- Main fuel pump
maintenance reporting and engine condition monitoring.
- Main fuel filter
- Filter delta pressure switch
Purpose (2.B.b)
- Main fuel/oil heat exchanger
The purpose of the engine fuel system is to provide
- Servo fuel/oil heat exchanger
scheduled fuel to the engine to provide combustion
- Integrated drive generator - fuel/oil HX
required for propulsion power. The engine fuel system
SD73-00-00-051-006
- Fuel metering unit (FMU)

includes the management of the fuel provided by the
- Fuel manifolds
engine control system and the delivery of the aircraft
- Fuel injectors
supplied fuel. The delivery system provides
pressurization, heating, and filtering of the fuel, and
Engine Control Sub-System
ultimate delivery into the combustion chamber for
Engine control subsystem
burning.
consists of the following:
- Engine control interfaces
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EFFECTIVITY Page 7
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The CF34-10E control system, is a computer-based The pump main gear stage total flow passes through the
electronic system. The fuel management portion of main fuel barrier filter and servo wash filter. The servo
this system is composed of a two channel FADEC. The flow coming through the wash filter is directed separately
FADEC controls the engine fuel requirements in to the FMU where it is used to supply the Electro-Hydraulic
response to thrust command inputs from the aircraft. Servo Valves (EHSV). The EHSVs operate
the fuel metering valve, VSV and VBV actuators,
Operation (3.C.c) HPTCC valve, and the TBV valve.
Fuel enters the engine fuel system from the aircraft
supply at the engine fuel pump inlet. The fuel pressure is The main flow exiting the fuel filter is directed to the inlet
increased by a centrifugal boost pump located in the of the FMU. Fuel entering the FMU passes through the
engine fuel pump. Fuel discharged from the boost pump inlet pressurizing valve and then enters the bypass
splits inside the pump housing and is either returned to valve. At the bypass valve, the fuel is either returned to
the aircraft as motive flow for the tank ejectors or routed the pump or passes through the valve to metering valve
toward the main gear pump inlet. The motive flow used and on to the combustor. The metering valve is
to operate the aircraft tank mounted ejectors enters the positioned by the FADEC to provide the proper burn flow
positive displacement motive gear stage and is to combustor nozzles. Metered fuel flow exits the FMU
pressurized further. The high-pressure discharge from and passes through the fuel manifold, where it is
the motive pump is directed through piping back to the distributed to the 20 fuel injectors. The bypass valve
aircraft fuel tanks. varies the amount of bypass flow accordingly by
maintaining a constant 50 psid across the metering valve.
As the flow not directed to the aircraft ejector pumps
leave the boost pump it joins up with the return or A shutoff/over speed valve is located at the discharge of
bypass flow coming from the FMU. This combined flow the FMU to shutoff fuel flow to the engine. The valve is
then passes through the main engine fuel/oil heat used to provide normal shutdown and over speed
exchanger to cool the engine lubricating oil. The fuel/oil shutdown of the engine. The FMU includes an
SD73-00-00-051-008
heat exchanger also heats the fuel to provide icing over speed solenoid and a shutoff over speed valve which
protection in the event of trapped water in the fuel during operate in response to a signal from the FADEC. The
cold day operation. After passing through this heat entire engine fuel system is pressurized, minimizing the
exchanger, the fuel returns to the inlet or low pressure risk that any air may enter the system while assuring
side of the fuel pump main gear stage (positive proper fuel flow throughout the flight envelope of the
displacement) element. aircraft.
EFFECTIVITY Page 8
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Main Fuel Pump

SD73-00-00-011-009
Motive Return
flow
Motive
Element
Inlet
flow Boost
Element
Main Element
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MAIN FUEL PUMP
The main fuel pump is mounted on the left side of the remainder leaving the pump and being sent through the
engine (outboard) aft face of the accessory gearbox. fuel/oil heat exchanger. The fuel entering the secondary
The bearings in the pump are all lubricated by the fuel gear stage is further pressurized before leaving the
and do not rely on an outside source of oil. During pump to be sent to the aircraft as motive flow. The fuel
windmill operation, the bearings remain lubricated by the leaving the fuel/oil heat exchanger then reenters the fuel
recirculating fuel in the system. The FMU unloads the pump and is turns to the pump and is further pressurized
pump to a lower discharge pressure during wind milling by the high-pressure gear stage. The fuel then flows out
to reduce the heat load in the system and pump bearing again where it is routed through the fuel filter then routed
loads. to the inlet of the FMU.
Refer to figure, MAIN FUEL PUMP.
Purpose (2.B.b)
The main fuel pump is designed to provide sufficient fuel
flow and pressure to meet engine burn flow requirements as
well as flow for engine air system actuators through the FMU.
The fuel pump also, provides motive flow fuel back to the
aircraft for ejector operation.
Operation (3.C.c)
Fuel from the aircraft enters the centrifugal stage of the
fuel pump. In the fuel pump, the pressure of the fuel is
SD73-11-01-051-010
boosted to provide adequate filling of the downstream

gear stages. The flow is then split, with some fuel going
on to the secondary high pressure gear stage and the
EFFECTIVITY Page 10
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EFFECTIVITY Page 11
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MAIN FUEL FILTER
The main fuel filter is located downstream of the main
engine pump. The filter is rated at 10 microns nominal
(30 microns absolute). The filter contains a self relieving
feature in the event it becomes blocked it will not prohibit
flow to the metering valve and combustor.
The filter element has been sized to ensure adequate
protection of the fuel system components for the
duration specified in the engine maintenance manual.
The filter and fuel system components have been tested
with contaminated fuel to verify their capability to operate
with the worst case contaminatation levels. The filter
contains a differential pressure switch that provides
indication that the filter is reaching its contamination
capacity. Its set point is set to activate before the filter
bypass valve is activated.
The filter is located in such a way as to be accessible for
filter element replacement. The filter bowl contains a
drain plug that can be removed to drain the filter bowl
before removing the filter element.
Refer to figure, MAIN FUEL FILTER.

SD73-11-04-051-012
Purpose (2.B.b)
All main pump flow passes through the main fuel filter
before entering the FMU both to the servo heat exchanger
and metering valve supply.
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The fuel filter delta pressure switch is on the fuel filter
head. The fuel filter delta pressure switch is a discrete
switch.
Refer to figure, FILTER DELTA PRESSURE SWITCH.
Purpose (2.B.b)
The fuel filter delta pressure switch sends a signal to the
flight deck through the MAU when the differential pressure
across the filter reaches a certain value.
Operation (3.C.c)
The fuel filter delta pressure switch shall be open for
normal operation and shall be closed when the pressure
drop across the fuel filter exceeds the specified limit to
indicate that the filter is at impending bypass.
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FUEL FILTER IMPENDING BYPASS SENSOR
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MAIN FUEL/OIL HEAT EXCHANGER
The main fuel/oil heat exchanger is located on the fan
case at 2 oclock, just above the oil tank.
Refer to figure, MAIN FUEL/OIL HEAT EXCHANGER.
Purpose (2.B.b)
The main fuel/oil heat exchanger provides cooling of the
engine oil. Heat transfer takes place whenever the core is
rotating and providing fuel and oil flow. The fuel used to cool the oil
is boost pressure coming from the main fuel pump along with
bypass fuel returned from the FMU. The fuel then returns to the inlet
of the primary pump element in the main fuel pump.
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EFFECTIVITY Page 16
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EFFECTIVITY Page 17
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SERVO FUEL/OIL HEAT EXCHANGER
The servo fuel/oil heat exchanger is located on the fan
case at 4 oclock and aft of the oil tank.
Refer to figure, SERVO FUEL/OIL HEAT EXCHANGER.
Purpose (2.B.b)
The servo fuel/oil heat exchanger provides heat, rejected
from the engine lubrication oil, to the fuel routed to the
servo elements in the Fuel Metering Unit (FMU) for the
prevention of icing in the servo system.
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EFFECTIVITY Page 19
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INTEGRATED DRIVE GENERATOR - FUEL/OIL HX
The Integrated Drive Generator (IDG) fuel/oil heat
exchanger is on the fan case at the 5 o'clock position.
The IDG fuel/oil heat exchanger is a housing containing
separate passages for the IDG oil and fuel flow.
Refer the figure, INTEGRATED DRIVE GENERATOR -

FUEL/OIL HX
Purpose (2.B.b)
The IDG fuel/oil heat exchanger (in conjunction with the
IDG air/oil heat exchanger) maintains IDG oil
temperature within an acceptable range.
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Fuel in from
FMU Bypass
Heat Exchanger
Fuel out to
Main Fuel/Oil
Heat Exchanger
Oil Out
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to IDG
Oil in from
Air/Oil HX
INTERGRATED DRIVE GENERATOR FUEL/OIL HEAT EXCHANGER
EFFECTIVITY Page 21
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FUEL METERING UNIT (FMU)
The Fuel Metering Unit (FMU) is isolation mounted onto fuel then enters the bypass valve and is either returned
brackets which are attached to the fan case at to the pump or passes through the valve to metering
approximately the 5 oclock position, aft looking forward. valve and the combustor. The metering valve is
positioned by the FADEC to provide the proper burn flow
Refer the figure, FUEL METERING UNIT. to combustor nozzles. Metered fuel flow exits the FMU
and passes through the fuel manifold, where it is
Purpose (2.B.b) distributed to the 20 fuel injectors.
The primary purpose of the FMU is to provide accurate
metered fuel flow to the engine for combustion. The FMU The bypass valve varies the amount of bypass flow
also provides fuel flow for variable stator (VSV) and bleed accordingly by maintaining a constant 50 psid across the
actuation (VBV), operation of the high pressure turbine metering valve. A shutoff/over speed valve is located at
clearance control valve and the transient bleed valve, the discharge of the FMU to shutoff fuel flow to the
plus provides fuel shutoff for normal engine shutdown engine. The valve is used to provide normal shutdown
and for over speed protection. The metering valve and over speed shutdown of the engine.
position is used for fuel flow.
The FMU includes an over speed solenoid and a shutoff
Operation (3.C.c) over speed valve that operates in response to a signal
The pump main gear stage total flow passes through the from the FADEC.
main fuel barrier filter and servo wash filter. The servo
flow coming through the wash filter is directed separately
to the FMU where it is used to supply the Electro-Hydraulic
Servo Valves (EHSV). The EHSVs operate the
SD73-21-02-051-022
fuel metering valve, VSV actuators, VBV actuators,

HPTCC valve, and the TBV.
The main flow discharging from the fuel filter is then

directed to the inlet of the FMU. The fuel enters the FMU
where it passes through the inlet pressurizing valve. The
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Channels A&B
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FUEL MANIFOLDS
The fuel manifolds are located around the circumference
of the combustion chamber frame, just aft of the forward
flange.
Refer to figure, FUEL MANIFOLDS.
Purpose (2.B.b)
The fuel manifolds carry metered fuel from the FMU to
the fuel injectors. Fuel coming from the FMU enters the
fuel manifolds, and is distributed to the 20 fuel
injectors.
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Metered Fuel
From FMU
Right Manifold
Left Manifold
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FUEL MANIFOLDS
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FUEL INJECTORS
The 20 fuel injectors are equally spaced around the
circumference of the combustion chamber frame.
Refer to figure, FUEL INJECTORS.
Purpose (2.B.b)
The fuel injectors atomize the metered fuel from the
FMU into the domed combustor.
Operation (3.C.c)
Fuel from the FMU is sent to each fuel injector through
the fuel manifold. Based upon the fuel pressure
delivered, a distributor valve located in the fuel injector
ports fuel to the primary and secondary fuel flow circuits.
The primary circuit is used during start and low power.
The secondary circuit provides additional flow at high
power. Each fuel injector also has a check valve that
closes at engine shutdown to prevent the manifolds from
draining into the combustor.
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EFFECTIVITY Page 29
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ENGINE CONTROL INTERFACES
- Aircraft configuration data (landing gears
The aircraft provides engine thrust and control
position, flaps position)
commands and aircraft flight and status information to
- Fault status information on aircraft systems
the engine control systems as described below:
Engine condition and parameter status are interfaced to
1. Thrust lever position is provided to each FADEC
the aircraft as follows:
channel via an electrical RVDT signal
2. The following hardwired discretes are provided to
1. Engine condition and status information is transmitted
each FADEC channel:
to the aircraft via ARINC 429 serial data busses.
- Stop switch signal
2. Some engine condition signals from the engine to the
- Weight on wheels
cockpit are hardwired to the aircraft.
- Engine id
- Application id
Purpose (2.B.b)
- Ground maintenance override
The aircraft provides engine thrust and control
commands and aircraft flight and status information to
3. The following data is provided to each FADEC
the engine control systems. The electronic control
channel on digital ARINC 429 serial data busses:
system also provides airframe interfaces for engine
- Air data (total air temperature, altitude,
condition monitoring, fault warning, starter cutout control
mach number)
and environmental conditioning cutout control.
- Bleed system configuration discretes
- Electronic N1 trim
- Takeoff Data Set (TDS) and Thrust Rating Selector (TRS)
data
SD73-00-00-051-030
- Discrete inputs (start, ignition, wind shear

warning, ice detector, fire handle,
maintenance requests)
- Weight on wheels and wheel speed data
- Aircraft monitored propulsion system
parameters (oil quantity, oil temperature,
oil pressure, N1 vibe, N2 vibe)
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AIRCRAFT DATA TO FADEC
ANALOG INPUTS
- THRUST LEVER ANGLE
- 28 VDC AIRCRAFT POWER
DISCRETES TO FADEC
- FADEC START/STOP SWITCH
- WHEIGHT ON WHEELS
- ENGINE ID
- APPLICATION ID
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ENGINE CONTROL INTERFACES
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THRUST LEVER
The thrust lever assembly is located in the cockpit. The
thrust lever provides a dual RVDT interface to the
FADEC for the thrust lever position. The FADEC
provides excitation and demodulation of the RVDTs.
The thrust levers move over a sector divided into five

areas separated by unique positions. The five are Max
Reverse, Reverse Idle, Idle, TO/GA and Max. The Thrust
Lever incorporates the following design details:
- Single thrust lever per engine for both
reverse and forward thrust control
- Thrust lever trigger is to prevent reverse
thrust range selection in flight
- One mechanical detent for TOGA thrust
- Auto Throttle system disconnect switch
Refer to figure, THRUST LEVER.
Purpose (2.B.b)
The thrust lever assembly helps in scheduling of forward
and reverse thrust for each engine.
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THRUST LEVER QUADRANT ANGLES AND DETENTS
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AUTO THROTTLE INTERFACE
The thrust lever position is controlled by position control
loop closed around the thrust lever via an Auto Throttle (AT)
system and lever position feedback sensor (RVDT)
output.
Purpose (2.B.b)
A/T interface is responsible for maintaining relationship
between engine thrust and the thrust lever position.
Operation (3.C.c)
The Thrust Control Quadrant (TCQ), electronics assist
the A/T system by providing necessary rate and torque
control for each of the servo drives. The TCQ control
electronics provide full capability of receiving and
transmitting data for the ARINC 429 system format. Rate
feedback of each thrust lever and engage (disconnect)
status of TCQ is also transmitted back to the A/T system
via the ARINC 429 buss.
The TCQ control electronics receive, from the A/T
system, a rate command for each thrust lever
servomotor. Rate commands are used by TCQ control
electronics to provide closed rate loop around each
SD73-00-00-051-034
thrust lever servomotor. Hall effect sensors located in

servomotors provide necessary rate feedback
information.
The TCQ control electronics also provide internal Pulse Width
Modulated (PWM) motor current loop, to regulate the torque
produced by the servomotors.
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ENGINE FUEL CONTROL SYSTEM
The CF34-10E engine control system is a computer based FADEC channel operates as the standby FADEC
electronic engine control system. It is composed channel processing all inputs and software, however the
of a two channel Full Authority Digital Engine Control electronic control outputs (except over speed solenoid
(FADEC), a Fuel Metering Unit (FMU), a Permanent driver) are disabled during normal engine operation. In
Magnet Alternator (PMA), engine sensors, Variable addition, the standby FADEC channel shares selected
Stator Vane (VSV) actuator, Variable Bleed Valve (VBV) sensor inputs, airframe commands, and FADEC status
actuator, Transient Bleed Valve (TBV) actuator, High information using a cross channel serial data bus in
Pressure Turbine Clearance Control Valve (HPTCC) order to maintain the maximum system fault tolerance.
Actuator, Low Pressure Turbine Clearance Control Valve
(LPTCC) and an ignition system for each engine. The During operation with two capable FADEC channels, in
system controls the engine in response to thrust control software logic will cause the FADEC channels to
command inputs from the aircraft and provides alternate control on each successive engine start.
information to the aircraft for cockpit indication,
maintenance reporting and engine condition monitoring. The FADEC power supply is primarily provided by the
PMA during engine operation with a 28 VDC airframe
Purpose (2.B.b) input for starting and backup.
The control system provides steady state and transient
regulation of thrust while protecting the following engine
limits: compressor aerodynamic stability limits,
compressor aeromechanical limits, combustor blowout
limits, and fan and core rotor mechanical limits. The
control also provides independent protection of core
SD73-00-00-051-036
rotor over speed limits. The control does not provide

explicit protection against a turbine temperature
exceedance with the exception of ground starts.
Operation (3.C.c)
One FADEC channel operates as the in control FADEC
channel providing electronic control outputs. The other
EFFECTIVITY Page 36
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F
M
U
DP3
ENGINE FUEL CONTROL SYSTEM
EFFECTIVITY Page 37
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FADEC
processes each of the sensor inputs, hardwired discrete
Identification (1.A.a) inputs and airframe and cross engine ARINC data. This
The FADEC is on the fan case at the 1:30 position (aft input data is passed to the CPU and to the opposite
looking forward). The FADEC is accessible via the fan FADEC channel. The CPU runs the application software
cowl door. (AS) which processes the data received from the AIP
and from the opposite channel. The AS contains the
Refer to figure, FADEC. engine control laws and logic, thrust management logic
and fault detection, isolation, and accommodation and
Purpose (2.B.b) reporting logic. The AS computes the commands of each
The purpose of the FADEC is to provide full authority of the FADECs output drivers including the FMV, VSV,
control over the engine fuel metering valve (FMV), VBV, HPTCC, LPTCC, and TBV torque motors, the TRAS
variable stator (VSV) actuators, variable bleed (VBV) interlock relays, the ignition command output and the
actuators, high pressure turbine clearance control ARINC data for transmittal to the airframe and cross
(HPTCC) valve, low pressure turbine clearance control engine FADEC.
(LPTCC) valve, transient bleed valve (TBV) and discrete
functions including ignition and starter control valve in Only one of the two FADEC channels is in control at any
response to feedbacks from engine sensors and given time and only this channel will be able to drive its
command inputs from the aircraft. In addition, the output drivers. The other channel is in standby mode
FADEC provides the following functions: and will take control upon a failure of the first channel.
- Engine monitoring and cockpit indication During normal operation, the two channels alternate
- Engine control system monitoring and fault which channel is in control on each successive engine
and redundancy management start.
- Thrust reverser actuation system (TRAS)
interlock
SD73-21-01-051-038
The FADEC also contains an independent electronic

- Support for maintenance reporting and over speed protection system. This system operates
troubleshooting independently of the AIP and CPU. Two programmable
array logic (PAL) devices monitor the N2 speed inputs to
Operation (3.C.c) each channel and energize the over speed shutoff
Each FADEC channel has an autonomous input solenoid if an over speed condition is detected.
processor (AIP) and a main central processing unit
(CPU). During each FADEC minor frame, the AIP Each FADEC channel may be powered by either the
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engine permanent magnet alternator (PMA) or by aircraft

28 VDC power. During normal operation at and above
engine idle speeds, the FADEC will use PMA power.
During starting and sub idle operation, the FADEC will
use aircraft 28 VDC power.
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EFFECTIVITY Page 41
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T12 SENSOR
The engine T12 sensor is mounted in the flow stream in
front of the fan and well above the engine centerline with
one element hardwired to each FADEC channel. The
T12 sensor is a dual element Resistive Thermal Device
(RTD).
Refer to figure, T12 SENSOR.
Purpose (2.B.b)
The T12 sensor provides the total ambient temperature
to the FADEC for its various calculations.
Note: Each FADEC channel uses four sources of engine

inlet temperature data: two engine sensors (T12) and
two aircraft Air Data System signals (TAT).
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T25 SENSOR
The engine T25 sensor is mounted in the flow stream in
front of the compressor with one element hardwired to
each FADEC channel. The T25 sensor is a dual element
Resistive Thermal Device (RTD).
Purpose (2.B.b)
The T25 sensor measures and sends the compressor
inlet air temperature to the FADEC.
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T3 SENSOR
The T3 sensor is mounted on the combustor frame. The
T3 sensor is a dual element thermocouple. On engine serial
numbers 994577 and above this sensor was removed from
production. The FADEC replaces the sensor using algorithms.
Purpose (2.B.b)
The T3 sensor measures the compressor discharge air
temperature and provides it to FADEC.
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The T3 sensor has been removed as an input

SD77-21-05-011-047
and replaced by algorithms within the FADEC.

SB 73-0017 Software load 5.32, sensor input change.
SB 72-113 and 114 Introduction of new harnesses.
SB 72-115 Removal of the sensor from the engine.
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DELTA P3 SENSOR
The delta P3 sensor is at approximately 6:30 position aft
of the fan case. The delta P3 sensor is a pressure
transducer.
Refer to figure, DELTA P3 SENSOR.
Purpose (2.B.b)
The delta P3 sensor measures the High Pressure
Compressor (HPC) ninth stage bleed pressure and
sends the signal to the Full Authority Digital Engine
Control (FADEC). This information is used by the FADEC
for making fuel schedule adjustments. This helps in
improving engine acceleration.
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Ninth Stage Bleed Fitting to ECS System
PS3 Tube:
DP Low Side
PS3 Tube:
DP High Side
PS3 Tube: LO HI
DP Low Side PS3 Tube:
DP High Side
SD77-21-05-011-049
Channels A&B
To FADEC
DELTA P3 SENSOR
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TCASE SENSOR
The Tcase sensor is on the High Pressure Turbine (HPT)
manifold. The Tcase sensor consists of a single type K
thermocouple (TC). On engine serial numbers 994577 and above this
sensor was removed from production. The FADEC replaces the sensor
using algorithms.
Refer to figure, TCASE SENSOR.
Purpose (2.B.b)
The Tcase sensor measures HPT case shroud
temperature and is an input to the HPT clearance control
algorithm.
SD77-21-05-051-050
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ALL 77-21-05 Feb 09
The TCase sensor has been removed as an input

and replaced by algorithms within the FADEC.
SB 73-0017 Software load 5.32, sensor input change.
SB 72-113 and 114 Introduction of new harnesses.
SB 72-115 Removal of the sensor from the engine.
SD77-21-06-011-051
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FAN SPEED SENSOR - N1
The fan speed sensor (N1) is on the fan case at the 3
oclock position. The N1 sensor is a three coil reluctance
transmitter assembly that provides signals indicative of
an aircraft engine fan rotational speed. The N1 sensor
gets its signal from a 25 tooth wheel on the fan shaft.
Refer to figure, FAN SPEED SENSOR - N1.
Purpose (2.B.b)
The N1 sensor provides two fan rotor speed measurements to the
FADEC and one output that is used in the Engine Vibration Monitoring
System.
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CORE SPEED SENSOR - N2
The core speed (N2) sensor is on the Accessory
Gearbox (AGB). The N2 sensor is a two coil reluctance
transmitter assembly.
Refer to figure, CORE SPEED SENSOR - N2.
Purpose (2.B.b)
The N2 sensor provides the core speed signal to each
channel of the FADEC.
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PERMANENT MAGNET ALTERNATOR (PMA)
The Permanent Magnetic Alternator (PMA) is mounted
on the engine AGB.
Refer to figure, PERMANENT MAGNET ALTERNATOR -

PMA.
Purpose (2.B.b)
The purpose of the PMA is to provide power to the FADEC.
The PMA also provides N2 signals for the engine control
system as well as an N2 signal for use in the Engine Vibration
Monitoring System. (EVM) The signal is generated by the
rotational speed of the PMA.
Operation (3.C.c)
The selection between the aircraft 28 VDC power supply
and the engine supplied PMA power supply is performed
automatically by the FADEC. Each FADEC channel has
a dedicated input from the engine PMA. When the
engine speed is greater than 50% N2, the dedicated
alternator input has the capability to provide all
electrical power for the FADEC system.
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and EVM
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ENGINE CONFIGURATION PLUG
The engine configuration plug (ECP) is on the fan case,
mounted to the FMU bracket.
Refer to figure, ENGINE CONFIGURATION PLUG.
Purpose (2.B.b)
The ECP provides data that is read by the FADEC at the
time of power up on the ground. The ECP provides
information on the engine serial number, engine thrust
rating, hardware configuration, and N1 modification (N1
trim).
Operation (3.C.c)
The FADEC will validate the engine configuration by
comparing the engine configuration from the ECP to the
FADEC software.
Similarly, the FADEC will validate the aircraft application

by comparing the aircraft application from the Application
Identification (APPID) to the FADEC software. If the FADEC
Cannot accommodate the aircraft application, the FADEC will
transmit the appropriate EICAS messages to the cockpit.
SD73-21-07-051-058
The aircraft MAU will also compare the engine ratings

from both engines as a validity check. Each engine will
provide an ECP engine rating from each FADEC
channel.
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IGNITION SYSTEM
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GE PROPRIETARY INFORMATION IGNITION SYSTEM
IGNITION SYSTEM
Objectives
- Selected components of the ignition system (1.A.a)
- The ignition system distribution (1.A.a)
- The ignition power of the ignition system (1.A.a)
- The location of the ignition exciter (1.A.a)
- The location of the ignition leads (1.A.a)
- The location of the spark igniters (1.A.a)
- The ignition system control (1.A.a)
Given an objective exercise, the student will select the

purpose of:
- Selected components of the ignition system (2.B.b)
- The ignition system distribution (2.B.b)
- The ignition power of the ignition system (2.B.b)
- The ignition exciter (2.B.b)
- The ignition leads (2.B.b)
- The spark igniters (2.B.b)
- The ignition system control (2.B.b)
Given an objective exercise, the student will select the

operation of:
- The ignition exciter (3.C.c)
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IGNITION SYSTEM COMPONENTS
Each engine has two ignition systems that operate
separately. The ignition system operates manually or
automatically .
The engine ignition system has the parts that follow:

- Ignition exciters
- Ignition leads
- Spark igniters
Purpose (2.B.b)
The engine ignition system supplies the necessary spark
to burn the air/fuel mixture during normal ground starts,
and ignition ON operating conditions such as landing
and takeoff in bad weather.
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IGNITION SYSTEM DISTRIBUTION
The ignition system supplies high-voltage electrical
energy for engine start in normal conditions or abnormal
engine conditions to prevent engine flameout.
Purpose (2.B.b)
The Modular Avionics Units (MAU) interface with a three
position switch (OFF/AUTO/OVRD) that allows the pilots to
send ignition commands to the FADEC. The FADEC
receives the ignition switch position from the MAUs and
determines the required ignition command.
The FADEC sends the potential to the two ignition
exciters that rectify, step up and send voltage to the
spark igniters.
The switch positions will have the following actions:

OFF FADEC commands ignition OFF
AUTO FADEC will enable either A or B ignition ON during
ground starts. Ignition A&B system will alternate on each ground
start as commanded by the FADEC.
OVRD Commands ignition A and B ON through FADEC and
by directly powering the relay coils located in the Emergency
Integrated Control Center (EICC) based on condition.
SD74-00-00-051-006
Which igniter is ON is PS3.0 dependent:

Below 170 psia PS3.0 Both A and B will be commanded ON
through FADEC and override path.
Above 170 psia PS3.0 Ignition A only will be commanded
ON independent of FADEC.
This is done to help prevent damage to ignition leads due to the
high pressure condition.
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IGNITION SWITCH PANEL
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IGNITION POWER
Alternating current (AC) power (115 volt) supplied by the
aircraft electrical system is sent to both ignition exciters.
Exciter A receives 115 VAC 400 HZ from the aircraft via

the Standby AC Bus.
Exciter B receives power from the aircraft AC1 (engine

1) and AC2 (engine 2) Bus.
Purpose (2.B.b)
The exciters use this supply voltage to the ignition
exciters where it is converted to direct current (DC),
capacitance discharge.
Ignition system selection is displayed on EICAS as follows:

IGN A FADEC has commanded igniter A to be energized due
to a ground start. Green indication.
IGN B FADEC has commanded igniter B to be energized due

to a ground start. Green indication.
IGN A B FADEC has commanded igniters A and B to be

SD74-00-00-051-008
energized due to an in flight start or an auto relight. Green

indication.
IGN OFF FADEC has locked ignition off due to pilot procedure
to dry motor or fire handle has been activated. Cyan indication.
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IGN A or B - Green - Normal ground start

IGN A B - Green Auto-relight or in flight start
IGN OFF - Cyan Ignition locked OFF for dry
motor or fire handle pulled
IGNITION POWER INDICATION
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IGNITION EXITER
There are two interchangeable exciters mounted at 6
o'clock on the fan case. Each exciter serves one igniter.
Purpose (2.B.b)
The exciters convert aircraft 115 AC voltage to DC voltage,
providing 14,000 to 18,000 VDC capacitance discharge at a rate
of one pulse per second to the igniter plugs.
Operation (3.C.c)
The ignition exciter units change, rectify, and store
electrical energy in a capacitor. The capacitor then
sends an electrical pulse to the spark igniters.
For safety, a bleed down resister is provided to dissipate any
residual charge from the capacitor.
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IGNITION EXCITER
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IGNITION LEADS
The ignition leads connects between the ignition exciters
and the igniters.
Fan air, supplied from upstream of the LPTACC valve, is used to
cool the ignition lead from the six oclock mast position to the
igniter.
Purpose (2.B.b)
The ignition leads carry the high voltage electrical power
from the ignition exciters to the spark igniters.
Maintenance Note: When removing the ignition lead, do not twist

the lead. Over time, the diolectric (contact) becomes brittle and
can be damaged.
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(Diolectric)
Cooling Airflow
SD74-00-00-011-0013
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SPARK IGNITERS
There are two spark igniters. The left igniter is on the
combustion chamber at 8 o'clock. The right igniter is on
the combustion chamber at 4 o'clock.
The igniter consists of a center and outer electrode. A

semiconductor surface coats the tip between the two
electrodes. The tip extends inside the combustion liner,
exposed to the fuel/air mixture.
Purpose (2.B.b)
Each igniter provides the electrical spark needed to start
or maintain combustion.
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IGNITION SYSTEM CONTROL
2. AUTO select, engine running, and aircraft stall
Identification (1.A.a) Indication.
The control of the engine ignition is provided by an 3. Ground start above 8,000 ft.
integrated engine and aircraft system that automatically 4. Engine detects a flame out - This will occur based on
initiates ignition in response to core engine speed the N2 decelerating faster than the N2DOT (N2 rate in
developed by the starter system. The ignition system %N2/sec) or the selected alternator core speed (N2) is
provides the capability to energize either igniter from more than 3% below the idle reference speed. If a flame
either FADEC channel. The system is also designed to out is detected, both igniters are turned ON.
fire ignitors in flight or in case of a detected system 5. In flight start.
failure. It is also able to detect and isolate faults for each 6. No start condition is detected. Under this condition a
command path to energize the igniters. normal start is attempted using A or B ignition and a no
start occurs. The FADEC will then turn OFF ignition and
Purpose (2.B.b) close the fuel valve. Engine will motor for 30 seconds, with
To allow for the manual or automatic operation of the fuel and ignition OFF, and will then open the fuel valve and
ignition system. turn both A and B ignition ON. This is to prevent hard starts.
7. Igniter fault is detected on ground start.
Operation (3.C.c) 8. Cold soaked engine condition is set. It is a function of T12
The Modular Avionics Units (MAU) interface with a three and varies with a temperature difference between OAT and
position switch (OFF/AUTO/OVRD) that allows the pilots to ITT. For example, with a OAT of -40 F (-40 C), and ITT
send ignition commands to the FADEC. The FADEC within 110 F(61 C) and with an OAT of 20 F (-6.66 C), and
receives the ignition switch position from the MAUs and an ITT within 60 F (33.3 C). The engine would then be
determines the required ignition command. considered cold soaked.
FADEC Iginition Command Logicis as follows:
One ignitor ON
SD74-00-00-051-016
Ignition OFF
1. AUTO selected and performing a ground start 1. Pilot command.
2. Ignition test command is set and engine is not running 2. Fire handle pulled.
(WOW). 3. Start cycle is complete.
5. Hot start - ground only. Closes fuel metering valve and
Both Igniters ON shuts off ignition when ITT > 740 deg C before idle is
1. Pilot commands by selecting position switch to OVRD and reached. Restart attempt is allowed if ITT<120 deg C.
PS3 is less than 170 psia. 6. Hung start - ground only. Closes fuel metering valve
and shuts off ignition when engine has lit off but N2DOT
EFFECTIVITY goes nearly to zero before idle is reached. Page 16
ALL 7. Rollback on ground. Fuel shut off if engine rolls back Feb 09
GE PROPRIETARY INFORMATION below an N2 of 55%.
ENGINE 1 AND 2
EXCITER A CMD
OVRD
.
..
OVRD
.
SD74-00-00-011-017
ENGINE 1 AND 2
IGNITION OVERRIDE
IGNITION SYSTEM CONTROL
EFFECTIVITY Page 17
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ENGINE AIR SYSTEM
EFFECTIVITY Page 1
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GE PROPRIETARY INFORMATION ENGINE AIR SYSTEM
ENGINE AIR SYSTEM
Objectives
- Selected engine airflow systems (1.A.a)
- The compressor airflow control (1.A.a)
- The variable bleed valve (VBV) subsystem (1.A.a)
- The variable stator valve (VSV) subsystem (1.A.a)
- The transient bleed valve (TBV) subsystem (1.A.a)
- The HPT active clearance control (HPTACC) subsystem (1.A.a)
- The LPT active clearance control (LPTACC) subsystem (1.A.a)
- Selected engine airflow systems (2.B.b)
- The compressor airflow control (2.B.b)
- The variable bleed valve (VBV) subsystem (2.B.b)
- The variable stator valve (VSV) subsystem (2.B.b)
- The transient bleed valve (TBV) subsystem (2.B.b)
- The HPT active clearance control (HPTACC) subsystem (2.B.b)
- The LPT active clearance control (LPTACC) subsystem (2.B.b)
- The compressor airflow control (3.C.c)
- The variable bleed valve (VBV) subsystem (3.C.c)
- The variable stator valve (VSV) subsystem (3.C.c)
SD75-00-00-051-002
- The transient bleed valve (TBV) subsystem (3.C.c)

- The HPT active clearance control (HPTACC) subsystem (3.C.c)
- The LPT active clearance control (LPTACC) subsystem (3.C.c)
EFFECTIVITY Page 2
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EFFECTIVITY Page 3
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ENGINE AIRFLOW SYSTEMS
The engine airflow systems consists of the following subsystems:
- Compressor airflow control
- Variable bleed valve (VBV) subsystem
- Variable stator vanes (VSV) subsystem
- Transient bleed valve (TBV) subsystem
- High pressure turbine active clearance control
(HPTACC) subsystem
- Low pressure turbine active clearance control
(LPTACC) subsystem
Purpose (2.B.b)
The engine airflow system controls the amount of air
passing through the compressor. It also controls the
clearance between the turbine blade and the turbine
shrouds, for both the HPT and the LPT.
SD75-00-00-051-004
EFFECTIVITY Page 4
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LPTACC
VBV
HPTACC
VSV
TBV
ENGINE AIRFLOW SYSTEMS

EFFECTIVITY Page 5
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VARIABLE BLEED VALVE (VBV) SUBSYSTEM
The variable bleed valve (VBV) subsystem is comprised linkages on the doors to a variable open or closed
of a dual-coil, two-stage electrohydraulic servo valve position.
(EHSV) which is integral to the FMU, two fuel-driven
actuators, and the FADEC. Each actuator includes a The VBV actuator position demand is computed in the
single-coil linear variable differential transducer (LVDT) FADEC software to optimize the position of the variable
that provides actuator position feedback to each FADEC bleed valves as a function of the current steady-state
channel. and transient engine operating condition. Primarily, the
VBV position demand is computed as a function of
Refer to figure, VARIABLE BLEED SYSTEM. corrected N1. The position demand is modified during
transient operation to maintain booster operability
Purpose (2.B.b) margins.
The VBV subsystem helps in controlling the booster
operating line to provide optimum booster performance
at steady state and prevent stalls.
Operation (3.C.c)
During normal operation, the VBV actuators are
positioned by the FADEC in a closed-loop fashion via a
current command to the VBV EHSV. The LVDT feedback
is used to close the position loop through the FADEC.
The position is controlled by the FADEC as a function of N1

SD75-00-00-051-006
and N2. The VBV doors operate from idle, fully open, to
take off power, fully closed. During reverse thrust, the
FADEC will partially open the doors to increase booster
stability and help prevent any core engine foreign object
damage. (FOD) Two VBV actuators position bellcranks
attached to a 360 degree unison ring that moves
EFFECTIVITY Page 6
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Open N1K
VBV
Channel A
Channel B
FADEC
Closed
Position
N2K Demand
FMU
LVDT
Feedback
Bellcrank and
Unison Ring
LVDT
Feedback
Fuel Pressure Lines
SD75-00-00-011-007
From FMU (Rod/Head)
Variable Bleed System (VBV)
EFFECTIVITY Page 7
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VARIABLE STATOR VANES (VSV) SUBSYSTEM
The variable stator vane (VSV) subsystem is comprised compressor stators as a function of the current steady-state
of a dual-coil, two-stage EHSV which is integral to the and transient engine operating condition. Primarily,
FMU, two fuel-driven actuators, and the FADEC. Each the VSV position demand is computed as a function of
actuator includes a single-coil LVDT that provides corrected N2. The position demand is modified during
actuator position feedback to each FADEC channel. transient operation and during combustor relights to
overclose the stators and maintain compressor
Refer to figure, VARIABLE STATOR VANE (VSV) operability margins.
SYSTEM.
Purpose (2.B.b)
The VSV system controls the amount of air passing
through the high pressure compressor. This helps in
better fuel efficiency at all power settings as well
as preventing compressor surges and stalls.
Operation (3.C.c)
During normal operation, the VSV actuators are
positioned by the FADEC in a closed-loop fashion via a
current command to the VSV EHSV. The LVDT feedback
is used to close the position loop through the FADEC.
SD75-00-00-051-008
The VSV system varies the angle-of-attack of the

variable HPC stator vanes through two VSV actuators
attached to torsion tubes and unison rings which rotate
all stages together.
The VSV actuator position demand is computed in the

FADEC software to optimize the position of the
EFFECTIVITY Page 8
ALL 75-00-00 Aug 05
Closed
FADEC
VSV
Steady Channel A
State Open Channel B
N2K
Position
Demand
FMU
Fuel Pressure Lines
From FMU (Rod/Head)
LVDT
Feedback
SD75-00-00-011-009
Variable Stator Vane System (VSV)
EFFECTIVITY Page 9
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TRANSIENT BLEED VALVE (TBV) SUBSYSTEM
The transient bleed valve (TBV) subsystem is comprised and engine starting, the TBV is scheduled open in order
of the TBV, the fuel metering unit (FMU), and the to bleed the compressor and maintain compressor
FADEC. The FMU includes a dual-coil, two-stage operability margins by bleeding compressor discharge
electrohydraulic servo valve (EHSV), which is used to pressure (CDP) air into the low pressure turbine (LPT)
position the TBV. The TBV has an actuator which cooling circuit.
positions a butterfly valve and a dual-coil LVDT that
provides actuator position feedback to the FADEC.
Refer to figure, TRANSIENT BLEED VALVE (TBV)

SYSTEM.
Purpose (2.B.b)
The TBV subsystem helps maintain compressor operability
margins.
Operation (3.C.c)
During normal operation, the TBV is positioned by the
FADEC in a closed-loop fashion via a current command
to the TBV electro EHSV in the FMU. The LVDT
feedback is used to close the position loop through the
FADEC.
SD75-00-00-051-010
The TBV position loop demand is computed in the

FADEC software to optimize the compressor discharge
bleed from the engine as a function of the current
transient engine operating condition. During steady-state
engine operation, the TBV will be commanded
closed. During transient operation, combustor relights,
EFFECTIVITY Page 10
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FADEC
FMU
Position
Demand
Valve Discharge
into LPT Nozzle
Fuel Pressure
Lines From FMU Ninth Stage
Air
Transient Bleed Valve

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LVDT
Feedback
Channel A
Channel B
Transient Bleed Valve System (TBV)
EFFECTIVITY Page 11
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HPT ACTIVE CLEARANCE CONTROL (HPTACC) SUB-SYSTEM
The high pressure turbine active clearance control through individual valve elements positioned by a signal
(HPTACC) subsystem is comprised of the HPTACC fuel actuator. The air mixes downstream in the air duct
valve, the FMU, and the FADEC. The FMU includes a and is directed to the turbine clearance control cavity,
dual-coil, two-stage electro hydraulic servo valve (EHSV) which distributes the air to the shroud segments. The air
which positions the HPTACC valve actuator. The then exits into the LPT stage one nozzle cooling circuit.
HPTACC has an actuator which positions dual butterfly The position demand is computed in the FADEC
valves and a dual-coil LVDT that provides actuator software to optimize the turbine clearance as a function
position feedback to the FADEC. of the engine operating conditions.
Refer to figure, HPT ACTIVE CLEARANCE CONTROL

(HPTACC).
Purpose (2.B.b)
The HPTACC subsystem helps in minimizing the
clearance between the HPT blades and the HPT
shrouds.
Operation (3.C.c)
During normal operation, the HPTACC valve is positioned by the
FADEC in a closed-loop fashion via a current command to the
SD75-00-00-051-012
HPTACC EHSV in the FMU. The LVDT feedback is used to close

the position loop through the FADEC.
The HPTACC valve is positioned by the FADEC based on

representative FADEC algorithms of Tcase and T3. Both fourth and
ninth stage air enters the valve where it is metered
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FADEC
Mixed Supply
to HPT Case
FMU
Fuel Pressure
Lines From FMU
9TH Stage
Supply Position
Demand
HPTCC
VALVE Channel A
Channel B
LVDT
Feedback
SD75-00-00-011-013
4TH Stage
Supply
HPT Active Clearance Control System (HPTACC)
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LPT ACTIVE CLEARANCE CONTROL (LPTACC) SUB-SYSTEM
The low pressure turbine active clearance control
(LPTACC) subsystem is comprised of the LPTACC
valve and the FADEC. The LPTACC valve is self-modulating which
positions a butterfly valve and a dual-coil LVDT that provides
actuator position feedback to the FADEC. The valve is located at the
5:00 oclock position on the engine core.
Refer to figure, LPT ACTIVE CLEARANCE CONTROL

(LPTACC).
Purpose (2.B.b)
The LPTACC subsystem helps in minimizing the
clearance between the LPT blades and the LPT
shrouds.
Operation (3.C.c)
During normal operation, the LPTACC valve is positioned by the
FADEC based on ITT and fan speed. The LVDT feedback is used to
close the position loop through the FADEC. The position demand is
computed in the FADEC software to optimize the turbine clearance
as a function of the engine operating conditions.
Cooling air is supplied from a fan discharge scoop in the extension
ring at the 6:00 oclock position, it then passes through the control
valve and impinges on the LPT through a manifold that surrounds
the case.
The valve will be at a minimum flow condition during idle and takeoff
to allow stator case growth and eliminate hard rubs in the
honeycomb seals. The valve will be at high flow during cruise to
minimize case growth and maintain clearances.
EFFECTIVITY Page 14
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Fuel Pressure
LPT Cooling
Manifold
FADEC
Position Channel A, B
Demand Feedback
LPTACC
Control Valve
Fan Air
Inlet
Igniter Cooling
Air Supply
LPT ACTIVE CLEARANCE CONTROL (LPTACC)
EFFECTIVITY Page 15
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ENGINE INDICATING
EFFECTIVITY Page 1
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GE PROPRIETARY INFORMATION ENGINE INDICATING
ENGINE INDICATING
Objectives
- The indicating system of the CF34-10E engine (1.A.a)
- Fan speed indication N1 (1.A.a)
- N1 exceedance indication (1.A.a)
- Core speed indication N2 (1.A.a)
- N2 exceedance indication (1.A.a)
- Inter Turbine Temperature indication ITT (1.A.a)
- ITT exceedance indication (1.A.a)
- Vibration indication system (1.A.a)
- Accelerometer (1.A.a)
- AVM signal conditioner (1.A.a)
- Oil filter bypass/low oil PS indication (1.A.a)
- Oil Temperature/Quantity (1.A.a)
- Fuel filter bypass/low fuel PS indication (1.A.a)
- The indicating system of the CF34-10E engine (2.B.b)
- Fan speed indication N1 (2.B.b)
- N1 exceedance indication (2.B.b)
- Core speed indication N2 (2.B.b)
- N2 exceedance indication (2.B.b)
SD77-00-00-051-002
- Exhaust gas temperature indication EGT (2.B.b)

- ITT exceedance indication (2.B.b)
- Vibration indication system (2.B.b)
- Accelerometer (2.B.b)
- AVM signal conditioner (2.B.b)
- Oil filter bypass/low oil PS indication (2.B.b)
EFFECTIVITY Page 2
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- Oil Temperature/Quantity (2.B.b)
- Fuel filter bypass/low fuel PS indication (2.B.b)
- Fan speed indication N1 (3.C.c)
- Core speed indication N2 (3.C.c)
- Inter Turbine Temperature indication ITT (3.C.c)
- Vibration indication system (3.C.c)
- Accelerometer (3.C.c)
SD77-00-00-051-003
EFFECTIVITY Page 3
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INDICATING SYSTEM
The engine indicating system includes the components The MAU will compare engine parameters with their
that follows: limits and indicate an exceedence to the cockpit by
- Engine Indication Cockpit Annunciation System changing the color indication. If an amber line is
(EICAS) exceeded, the indication is to turn amber, if a red line is
- Full Authority Digital Engine Control (FADEC) exceeded, the indication is to turn red. The MAU will
- Modular Avionics Unit (MAU) transmit oil temperature, oil level, oil pressure and N1
- Multi Function Display (MFD) and N2 vibration to the FADEC to allow limit tracking.
- Central Maintenance Computer (CMC) These parameters are initially sent through the MAU and
not FADEC. The FADEC will then test these signals
The engine indicating system includes the subsystem against the limits.
components that follow:
- Fan speed indication (N1) The MFD will allow for resetting of the exceedence to the
- Core speed indication (N2) FADEC.
- Inter Turbine Temperature (ITT)
- Vibration indicating The CMC is used for storage and transfer of
- Oil filter bypass/low oil PS exceedence data.
- Oil Temperature/Quantity
- Fuel filter bypass/low fuel PS
Purpose (2.B.b)
The engine indicating system operates with the engine
SD77-11-00-051-004
systems to supply data displays to EICAS.

Any exceedance values are set by the FADEC and will
make a determination of Amberline and Redline engine
limits. The value of the limits may vary based on engine
operating condition and are transmitted to the aircraft for
use in setting cockpit EICAS displays.
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EFFECTIVITY Page 5
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FAN SPEED INDICATION - N1
The fan speed (N1) indicating system consists of fan
speed sensor. The N1 sensor is on the fan case at the 3
oclock position.
Purpose (2.B.b)
The N1 sensor sends the fan speed signal to these
components:
- Full authority digital engine control (FADEC)
- Engine Indicating Cockpit Annunciation System
(EICAS)
- Engine vibration monitoring (EVM)
Operation (3.C.c)
The N1 speed sensor sends an analog signal to the
FADEC. The FADEC changes these signals to digital
and sends the signals (channel A and channel B) to the
EICAS. The EICAS uses the signals from the FADEC to
show N1 on the EICAS display system and range from
0% to a maximum displayed value of 110%.
Selection Logic: If both the local and cross talk N1
signals are invalid in the channel in control, then a
SD77-00-00-051-006
modeled N1 value is selected and the engine will run on

a N2 shadow governor resulting in a thrust change up to
+/- 10%. Also, the N1 signal transmitted to the other
engine FADEC will be set to zero.
The engine vibration monitoring system (EVM) uses input

from the N1 speed sensor to help calculate vibration levels.
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N1 Signal
N1 Vib Level
SD77-00-00-011-007
N1 SENSOR
N1 INDICATING
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N1 EXCEEDANCE INDICATION
The N1 EXCEEDANCE is indicated by a change of color
on the N1 dial and digital readout display of the EICAS.
Purpose (2.B.b)
This indicates that N1 exceedance has occurred. As
exceedence speed increases, the indication will go from
an amber warning to a red indication.
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EFFECTIVITY Page 8
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NORMAL EXCEEDANCE
N1 Signal
EICAS
Cyan bug to indicate N1 Rating following the engine thrust rating annunciation.
SD77-00-00-011-009
EXCEEDANCE THRESHOLD INDICATED BY A RED TICK MARK
N1 SENSOR
N1 EXCEEDANCE
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CORE SPEED INDICATION - N2
The core speed (N2) indicating system consists of a core
speed sensor. The core speed (N2) sensor is on the
accessory gearbox (AGB).There are also two N2
signals, one per channel, sent from the permanent
magnet alternator (PMA) for use in monitoring N2 speed.
Purpose (2.B.b)
The N2 sensor sends the core speed signal to these
components:
- Full authority digital engine control (FADEC)
- EICAS
- MAU
- Engine vibration monitoring (EVM)
Operation (3.C.c)
Each FADEC channel receives an N2 signal from a
magnetic reluctance pickup that reads 47 teeth on a
special gear on the hydraulic pump shaft. Each channel
also determines N2 from the three phase alternator
windings. Each hardwired N2 signal is shared through
the CCDL so each channel receives four independent
SD70-00-00-051-010
electrical core speed inputs. The FADEC changes these

signals to digital and sends the signals (channel A and
channel B) to the MAUs. The MAUs use the signals from
the FADEC to show N2 on the EICAS.
The engine vibration monitoring system (EVM) uses analog

input from the speed sensor to help calculate vibration levels.
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SD70-00-00-011-011
EFFECTIVITY Page 11
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N2 EXCEEDANCE INDICATION
The N2 EXCEEDANCE is indicated by a change of color
on the N2 dial and digital readout display of the EICAS.
Purpose (2.B.b)
This indicates that N2 exceedance has occurred. As
exceedence speed increases, the indication will go from
white status to a red indication.
Core speeds will read out status up to 100% (18018 N2).
Overspeed trip level is set at 100.95% (18190 N2)

SD70-00-00-051-012
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N2 EXCEEDENCE RED INDICATION

AT 18018 RPM (100%)
OVERSPEED TRIP AT 18190 RPM
(100.95%)
EXCEEDENCE
EFFECTIVITY Page 13
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INTER TURBINE TEMPERATURE INDICATION - ITT
The inter turbine temperature (ITT) indicating system
includes the components that follow:
- Nine ITT probes
- Three ITT thermocouple lead assemblies
The ITT probes are inside the second stage nozzles of

the low pressure turbine (LPT). A wire harness connects
the full authority digital engine control (FADEC) to the
junction box near the ITT probes.
Purpose (2.B.b)
The ITT indicating system monitors the exhaust gas
temperature at the second stage low pressure turbine
nozzles. The ITT indicating system also sends ITT data
to the FADEC. The ITT signals are direct reading from
the thermocouple probes.
Operation (3.C.c)
Each thermocouple lead assembly has three ITT probes
of two thermocouple elements each and supplies input to the
FADEC channels A and B. The ITT probes supply analog signals in
SD77-21-10-051-014
relation to the ITT. The FADEC uses ITT signals for the functions
that follow (engine control and indication):
- Show ITT on the EICAS
- Engine hot start and wet start (no ignition) logic
- Engine roll back protection
EFFECTIVITY Page 14
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SD77-21-10-011-015
ITT Harness
INTERTURBINE TEMPERATURE INDICATION - ITT
EFFECTIVITY Page 15
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ITT EXCEEDANCE INDICATION
The ITT EXCEEDANCE is indicated by a change of color The MAU shall follow ITT exceedence logic for
on the ITT dial and digital readout display of the EICAS. implementation of the EICAS display of ITT. This logic is
based on the following inputs to the MAU:
Purpose (2.B.b) - Aircraft Speed
ITT limit exceedence display requirements are complex. - Critical Engine Failure Speed
Limits will change as operating conditions change. This - ITT
limit can change based on the following conditions: - ITT Normal Limit
- Starts - different limits will apply for both - ITT max Limit
ground and air starts. - ITT Amber Flag
- Takeoff - Three separate take off thrust - Go Around Flag
modes will trigger different ITT amber and - Engine Running
red indications.The levels will also change
on Takeoff in the event of a one engine out Refer to the maintenance manual for exceedence levels
condition.(OEI) Takeoff limits apply for based on engine operating conditions.
only five minutes after the takeoff thrust
set then the ITT limit is set to the max Note: If an ITT exeedance is reached before V1 minus 15
continuous value. knots, the indication will be displayed on EICAS. After V1
Takeoff 1 (T/O1) minus 15 knots, the exceedance will be masked until
Takeoff 2 (T/O2) landing. Exception being if the maximum of 983 C is
Takeoff 3 (T/O3) reached which always results in an indication.
- Go-Around (GO) Go-around limits apply for only
SD77-21-10-051-016
five minutes after the go-around thrust set

then the ITT limit is set to the max continuous value.
- Max Continuous (CO)
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INTERTURBINE TEMPERATURE INDICATION - ITT
EFFECTIVITY Page 17
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VIBRATION INDICATION SYSTEM
The engine vibration monitoring (EVM) indicating system
will monitor both core and fan vibrations and supply a
readout of both to the cockpit. The EVM system uses the
components that follow:
- No.1 bearing vibration sensor (Z1BRG)
- Fan frame compressor case vibration sensor
(ZFFCC)
- N1 speed sensor
- N2 speed sensor
- EVM signal conditioner
- MAU
- EICAS
- FADEC
Purpose (2.B.b)
The EVM indicating system supplies continuous data to
the EICAS.
Operation (3.C.c)
The EVM system sends N1 RPM, N2 RPM, and vibration data to the
EVM signal conditioner located in MAU 3. The EVM signal
SD77-00-00-051-018
conditioner receives and amplifies the accelerometer signal which

then sends an analog signal to the EICAS for monitoring. Before
being displayed, the FADEC receives the sensor signal in mils and
converts it to Aircraft Units.
The highest value for aircraft units that can be displayed
is 5. In the event of maximum display, the maintenance data
computer and the flight data recorder can continue to record
levels up to 10 aircraft units.
EFFECTIVITY Page 18
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VIB EXCEEDENCE
RESET
VIB EXCEEDENCE
PEAK VALUE AND
TIME
VIBE LIMITS N1 AND N2

MILLS TO AU CONVERSION
VIBE/SPEED SIGNALS
MAU 3
VIBE N1, N2 AND

EXCEEDENCE TREND AND
LEVELS
SD77-00-00-011-019
EXCEEDENCE
DATA
Z1BRG ZFFCC
ACCELS, N1, N2
VIBRATION SYSTEM INTERFACE
EFFECTIVITY Page 19
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ACCELEROMETERS
There are two accelerometers. The first accelerometer is
on the fan frame compressor case at the 2 o'clock
position. (ZFFCC) The second accelerometer is on the
No.1 bearing housing and the connector can be accessed
at the 7 o'clock position on the fan frame compressor case.
(Z1BRG) The ZFFCC accelerometer is an LRU and can
be changed if failed. The Z1BRG accelerometer is located
in the forward sump and is not an LRU.
Purpose (2.B.b)
The accelerometers measure the engine movement and
feed the information to the vibration monitoring system.
Operation (3.C.c)
The accelerometers supply a small electrical output. The
output level changes when the engine structure moves
in the radial direction. The output difference changes in
proportion to the vibration level of the engine.
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EFFECTIVITY Page 21
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AVM SIGNAL CONDITIONER
The engine vibration monitoring (EVM) signal conditioner
is in MAU 3 located in the mid avionics compartment.
Purpose (2.B.b)
The EVM signal conditioner has these functions:
- Calculates engine vibration that shows on the
EICAS
- Isolates EVM system failures
- Keeps historical engine vibration and system
failure data in memory
Operation (3.C.c)
The EVM signal conditioner receives and amplifies the
accelerometer signal. The EVM signal conditioner sends
an analog signal to the MAU. The data is read out on
EICAS.
Training Information Points (3.E.c)

No external equipment is necessary to get the data from
the signal conditioner. Refer to the applicable AMMs for
instructions.
SD72-00-00-051-022
EFFECTIVITY Page 22
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MAU 3
Mid Avionics Compartment
MAU 3
EVM SIGNAL CONDITIONING
EFFECTIVITY Page 23
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OIL FILTER BYPASS/LOW OIL PS INDICATION
Both the OIL FILTER BYPASS and LOW OIL
PRESSURE indication is a crew alert message that
indicates on EICAS.
Purpose (2.B.b)
The OIL FILTER BYPASS indication alerts the crew to
a engine oil filter bypass condition. The oil filter
impending bypass switch monitors the differential
pressure between the lube filter inlet and lube filter
discharge. The normally open switch closes when the
pressure drop across the filter element rises to 21-26
psid and opens at 9 psid minimum on falling pressure.
The actual bypass around the filter will begin at 41 psid.
The switch contains a bimetallic interlock to prevent
actuation below 100 deg F oil temperature to prevent
false actuation on a cold engine start.
The LOW OIL PRESSURE EICAS warning indication alerts

the crew to an engine low oil pressure condition.
The lube oil pressure switch measures the differential
between the lube filter out pressure and the AGB internal
SD70-00-00-051-024
pressure. It provides a discrete output to the aircraft. The

switch is open at normal engine oil pressure and closes
on falling pressure of 25 psid.
EFFECTIVITY Page 24
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OIL FILTER
IMPENDING BYPASS
SWITCH
LOW OIL
PRESSURE SWITCH
SD70-00-00-011-025
OIL FILTER BYPASS/LOW OIL PS INDICATION
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FUEL FILTER BYPASS/LOW FUEL PS INDICATION
Both the FUEL FILTER BYPASS and LOW FUEL
RESSURE indication is a crew alert message that
indicates in the cockpit on EICAS.
Purpose (2.B.b)
The impending fuel filter bypass switch monitors the
differential pressure between the fuel filter inlet and
discharge. The sensor is a normally open discrete switch
and closes when the pressure drop exceeds 23-26 psid
across the filter. The switch will open on 13 psid falling
pressure.
The low fuel pressure switch will sense the fuel pressure
in the main fuel pump supply line and provides a discrete
signal whenever the pressure drops below 5 psig. At this point,
the aircraft boost pumps automatically come ON and remain ON
until the engine is commanded OFF.
SD70-00-00-051-026
EFFECTIVITY Page 26
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FUEL FILTER
DP SWITCH
FUEL FILTER
FUEL INLET
LOW FUEL PIPE TO PUMP
SD70-00-00-011-027
PRESSURE SWITCH
FUEL FILTER BYPASS/LOW FUEL PS INDICATION
EFFECTIVITY Page 27
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ENGINE OIL SYSTEM
EFFECTIVITY Page 1
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GE PROPRIETARY INFORMATION ENGINE OIL SYSTEM
ENGINE OIL SYSTEM
Objectives
- The oil system of the CF34-10E engine (1.A.a)
- The oil system distribution (1.A.a)
- The oil storage system (1.A.a)
- The location of the oil level/temperature sensor (1.A.a)
- The location of lube and scavenge pump (1.A.a)
- The location of the oil filter module (1.A.a)
- The location of the oil filter bypass sensor (1.A.a)
- The location of the oil pressure transmitter (1.A.a)
- The location of the oil pressure switch (1.A.a)
- The location of the electrical chip detector (1.A.a)
- The sump arrangement (1.A.a)
- The sump pressurization (1.A.a)
- The forward sump pressurization/venting (1.A.a)
- The aft sump pressurization/venting (1.A.a)
- The oil system of the CF34-10E engine (2.B.b)
- The oil system distribution (2.B.b)
- The oil storage system (2.B.b)
SD79-00-00-051-002
- The oil level/temperature sensor (2.B.b)

- The lube and scavenge pump (2.B.b)
- The oil filter module (2.B.b)
- The oil filter bypass sensor (2.B.b)
- The oil pressure transmitter (2.B.b)
- The oil pressure switch (2.B.b)
- The electrical chip detector (2.B.b)
- The sump arrangement (2.B.b)
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- The sump pressurization (2.B.b)
- The oil system distribution (3.C.c)
- The oil level/temperature sensor (3.C.c)
- The oil pressure transmitter (3.C.c)
- The oil pressure switch (3.C.c)
- The electrical chip detector (3.C.c)
- The sump pressurization (3.C.c)
SD79-00-00-051-003
EFFECTIVITY Page 3
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ENGINE OIL SYSTEM
The engine oil system has the subsystems that follow:
- Storage
- Distribution
- Indicating
Refer to figure, ENGINE OIL SYSTEM.
Purpose (2.B.b)
The oil system controls the flow of oil which lubricates
the engine bearings and gears. The system also contains
components that will give an indication to the cockpit of
any oil system problems.
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EFFECTIVITY Page 4
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SD79-00-00-011-005
EFFECTIVITY Page 5
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OIL SYSTEM DISTRIBUTION
The oil distribution system has the systems that follow: The combined scavenge oil is routed past a master chip
Supply system detector then into the oil tank deaerator and tank main
Scavenge system compartment.
Sump vent system
Sump Vent System
Purpose (2.B.b) The lubrication system discharges forward sump vent air
The oil distribution system sends oil to lubricate the through the forward air/oil separator assembly and aft
bearings and gears and to keep the bearings and gears sump vent air through the aft air/oil separator into the
at a satisfactory temperature. The scavenge system vent tube located in the LPT shaft then to the aft vent
takes oil from the engine. The vent system allows for tube and to atmosphere.
venting of air from the sumps and scavenge system.
Air in the scavenge return line is separated from the oil
Operation (3.C.c) in the oil tank and vented to the forward sump.
Supply System
Oil from the tank enters the supply element of the main Refer to figure, OIL SYSTEM DISTRIBUTION.
lubrication and scavenge pump. From this pressure
element, the oil passes through the filter module, and
then to the servo fuel oil heat exchanger and main fuel
oil heat exchangers, which cool the oil. After leaving the
heat exchangers, the oil flow divides into several circuits
SD79-00-00-051-006
that lubricate the forward and aft sumps, the AGB, and
the Transfer Gearbox (TGB).
Scavenge System
The scavenge system includes four scavenge pump
elements in the main lubrication and scavenge pump,
with one element each for the AGB climb, AGB dive,
forward sump, and aft sump.
EFFECTIVITY Page 6
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SD79-00-00-011-007
EFFECTIVITY Page 7
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OIL STORAGE SYSTEM
The oil reservoir is mounted on the fan case at the 3 The lubrication oil reservoir is of sufficient capacity to
oclock position (aft looking forward). The oil reservoir provide 24 hours of operation at the maximum hourly oil
includes the components that are listed below. consumption rate of 0.4 qt/hr. The oil reservoir
- Gravity-fill port with protective 10 x 10 wire-mesh provides 10.0 quarts of usable oil capacity above the
screen. minimum level sensor reading and 14.6 US quart total oil
- Locking oil filler cap and a backup flapper valve in capacity. The low oil warning is set at 2.4 quarts to allow
the tank to prevent oil from escaping if the cap is 1.2 quarts useable reserve below the warning for one
not sealed properly. flight plus tolerance.
- Gravity assisted flapper shut off valve also
prevents oil tank over fill. Refer to figure, OIL STORAGE SYSTEM.
- Sight glass for visual full level indication.
- 10.0 quart (9.5 L) usable oil capacity and 14.6 US Purpose (2.B.b)
quart total oil capacity at 100% full. The oil storage system holds the lubrication oil for
- Drain plug with positive locking means (safety engine operation.
wire).
- Vortex-type deaerator to separate scavenge return
air from the oil and direct it to the forward sump.
- Tank pressurizing valve which opens at 5-9
psid above forward sump pressure, to ensure
correct lubrication pump operation at all
SD79-00-00-051-008
altitude conditions. The pressurizing valve

has a small bleed hole to permit system
pressure decay after engine shutdown.
- Continuous oil level/temperature sensor with
an oil level indication range of 10% to
106%.
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OIL LEVEL/TEMPERATURE SENSOR
Identification (1.A.a) During takeoff, cruise and landing, low oil level is
The oil level/temperature sensor is mounted in the top of indicated by change in color of quantity from green to
the oil reservoir. The sensor assembly includes an RTD amber. There is no CAS message.
element to sense oil tank temperature. During ground operation (other than takeoff and landing),
low oil level in indicated by CAS message and a change
Refer to figure, OIL LEVEL/TEMPERATURE SENSOR. in quantity from green to amber.
Low level caution values are:
Purpose (2.B.b) - 4.0 quarts with engine running (N2>10)
The sensor provides the level of oil within the oil tank to - 7.4 quarts with engine not running (N2<10)
the aircraft, which converts the signal for display on
EICAS. The level sensor reads oil level from 106% down
to 10% of full capacity. Oil level sensor measures the
engine lube oil temperature in the oil tank at the 10%
level. The signal is sent to the aircraft for display.
Operation (3.C.c)
Output from this sensor is directed to the cockpit for real
time oil quantity status. In order for this to be
accomplished the transmitter incorporates a number of
reed switches. As magnets, mounted to a float assembly,
move up/down past a series of switches, the reed
SD79-00-00-051-010
switches close, inducing an electrical voltage through

separated resistors of each switch. The total resistance
as a voltage divider signal from each of the individual
circuits is provided to the aircraft for display.
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Electrical Harness
Level Sensor
Temperature Sensor
(10% level)
Oil Tank
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OIL LEVEL/TEMPERATURE SENSOR
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LUBE AND SCAVENGE PUMP
The lube and scavenge pump is on the AGB. The lube
and scavenge pump is a rotary vane type pump. The
pump shaft is driven by the accessory gearbox and will
provide oil flow any time the core engine is turning. The
pump incorporates five pumping elements; one supply
element and four scavenge elements.
Refer to figure, LUBE AND SCAVENGE PUMP.
Purpose (2.B.b)
The lube and scavenge pump delivers oil under pressure
to the engine bearings and gears, and then recovers the
oil for reuse.
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OIL FILTER MODULE
The main oil filter is located in the lubrication filter The CF34-10E oil filter is disposable and thus cannot be
module on the aft side of the AGB, schematically in the cleaned. The filter is accessible for maintenance
lubrication supply line between the pump and fuel/oil purposes by removing the filter bowl with a hex located at
heat exchangers. The filter is disposable and utilizes a the bottom of the filter bowl to aid in the removal.
stainless steel mesh filtration medium. The oil filter
module has an oil filtration rating of 10 microns nominal, Refer to figure, OIL FILTER MODULE.
and 15 microns absolute. It is required to remove 95% of
particles larger than 10 microns (0.00039 inch), before Purpose (2.B.b)
the oil is directed to the bearings, gears and seals. At the The oil filter module filters the supply oil before the oil
15 micron level the removal requirement is 99.1%. goes into the engine. The bypass relief valve allows full
flow of the engine supply oil in the event the filter
The CF34-10E lubrication supply filter is sized to have a element becomes clogged or blocked.
10-gram contamination capacity.
In addition to an impending oil filter bypass switch, the

filter module contains a filter bypass valve. The design of
the bypass is such that no contaminant in the filter
element can be released into the engine lubrication
system when the flow is bypassed. The filter is not in the
flow circuit when in bypass mode.
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The CF34-10E oil system does not contain an oil filter

bypass indication, only the indication of oil filter
impending bypass is sent to the aircraft MAU.
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OIL FILTER BYPASS SENSOR
The oil filter bypass sensor is mounted on the oil filter
module.The oil filter bypass sensor is a normally open
type pressure differential switch.
Refer to figure, OIL FILTER BYPASS SENSOR.
Purpose (2.B.b)
The filter impending bypass switch monitors the
differential pressure between the lubrication filter inlet
and the lubrication filter discharge. It provides a discrete
electrical output to the aircraft MAU.
Operation (3.C.c)
The normally open switch actuates (closes) when the
pressure drop across the oil filter element rises to 21 to
26 psid and it deactuates (opens) at 9 psid minimum on
falling pressure (note that the actual oil filter will begin
bypass at 41 psid). This switch is not activated for
temperatures below 100-130F (38-54C) to preclude
false signals during cold starts.
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OIL FILTER IMPENDING BYPASS SENSOR
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OIL PRESSURE TRANSMITTER
The oil pressure transmitter is located on the oil filter
module assembly, which is attached to the aft side of the
AGB.
Refer to figure, OIL PRESSURE TRANSMITTER.
Purpose (2.B.b)
The purpose of the oil pressure sensor is to provide a
proportional DC output to the aircraft equivalent to the oil
supply pressure to the bearing sumps.
Operation (3.C.c)
The oil pressure transmitter measures the difference in
pressure between lube and scavenge pump output at
the filter exit and AGB. This pressure differential is
converted to an electrical signal that is sent to the
aircraft. This oil pressure sensor is a piezo resistive
device. A pressure signal comes from the oil supply
downstream of the filter, and the reference or low
pressure signal comes AGB pressure. The signal
SD79-00-00-051-018
produced by the sensor is generated by resistance

change within the unit. The signal is directed to the
aircraft for display.
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OIL PRESSURE SWITCH
The low oil pressure switch is located on the aft side of
the AGB. The low oil pressure switch is a normally
closed switch.
Refer to figure, OIL PRESSURE SWITCH.
Purpose (2.B.b)
The purpose of the low oil pressure switch is to provide a
signal to the aircraft indicating and warning systems
when oil pressure is low.
Operation (3.C.c)
The switch uses delta system pressure from the oil filter
discharge and AGB pressure.
When this pressure decreases to 25 PSID, the switch
circuit will send a signal to the aircraft indicating low
pressure. As oil pressure increases, the switchs contacts
open and the signal to the aircraft is no longer applied.
Should oil pressure decrease due to a malfunction, the
switch contacts will close and again send a signal to the
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aircraft.
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ELECTRICAL CHIP DETECTOR
The electrical chip detector is in a self-closing valve. The
self-closing valve is on the aft face of the AGB. The chip
detector is installed in the self-closing valve to prevent oil
loss during removal for inspection and during operation if
the detector is not reinstalled after inspection.
A screen is also installed around the detector to collect

nonmagnetic debris for inspection and identification.
The detector can be easily removed for inspection
without any other disassembly.
Refer to figure, ELECTRICAL CHIP DETECTOR.
Purpose (2.B.b)
The purpose of the electrical chip detector is to trap
magnetic particles that are suspended in the scavenge
oil.
Operation (3.C.c)
The scavenge return oil is directed through the electrical
SD79-00-00-051-022
chip detector, consisting of a powerful magnet with

provisions for remotely measuring the resistance
between poles and providing a warning signal, should an
excess of metallic chips collect on the detector.
The CMC fault message is inhibited until after a flight is
complete. Indication is given when N2 is at or above idle
and <66%.
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SUMP ARRANGEMENT
The CF34-10E engine has the following sumps:
- Forward sump
- Aft sump
Forward Sump
The forward sump consists of No. 1 ball bearing, No. 2
roller bearing,No. 3 roller bearing and No. 3 ball bearing.
The forward sump consists of various seals and
associated lubrication system.
Aft Sump
The aft sump consists of No. 4 roller bearing and No. 5
roller bearing. The aft sump consists of various seals
and associated lubrication system.
Purpose (2.B.b)
The forward sump takes the load of the fan rotor, LPC
rotor and the compressor rotor. The aft sump takes the
load of the turbine section. The sumps provide confined
lubrication to the bearings.
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SUMP PRESSURIZATION
The sump pressurization is done at two places: vent tube discharges into a stationary vent tube. The
- Forward sump stationary tube carries sump vent air to the end of the
- Aft sump engine exhaust aft center body and discharges into the
engine exhaust stream.
Purpose (2.B.b)
The sump pressurization is done to prevent oil leakage
From the sumps.
Operation (3.C.c)
The sump pressurization system is supplied by booster
discharge air. The forward sump seals are supplied
through multiple tubes and internal stationary passages.
The aft sump is supplied with air that passes first
through four radial stationary tubes in the middle of the
front sump and then aft through a rotating annulus
bounded by a duct in the bore of the HP rotor and the
LPT shaft. HP rotor bore cooling air is separated from
the aft sump pressurization air by the HP rotor bore duct.
All sump oil and air seals are multi-tooth labyrinth

SD79-00-00-051-026
designs. Each sump has four air-oil seals. Where

required, pressurization air is separated from other
secondary air flows by labyrinth air-air seals. Forward
and aft sumps are each vented through LPT shaft-
mounted dynamic air-oil separators.
Both air-oil separators discharge into a central rotating

vent tube mounted inside the LPT shaft. The rotating
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FORWARD SUMP PRESSURIZATION/VENTING
The CF34-10E forward sump has labyrinth oil seals empties into the rotating center vent tube, located within
located at the forward No. 1 ball bearing air-oil seal and the LPT shaft. This rotating center vent tube leads to an
at the aft end, No. 3 radial bearing air-oil seal. extended stationary center vent tube that discharges
through the aft end of the engine.
Purpose (2.B.b)
The forward sump pressurization/venting system helps
in preventing oil leakage from the forward sump.
Operation (3.C.c)
Pressurization air is supplied to the No. 1 bearing air-oil
seal through stationary tubes. Pressurization air (and
HP rotor bore cooling air) is supplied to the No. 3 bearing
aft air-oil seal through cast-in passages within the seal
support. The pressurization chamber outside the No. 3
bearing aft air-oil seals are provided with drains to route
any oil seal leakage overboard. Inside the forward sump,
a pair of seals, (No. 2 roller bearing air-oil and No. 3 ball
bearing forward air-oil seal) share a single support and
seal against the LPT and HPC shafts, respectively.
These two seals are pressurized through four radial
SD79-00-00-051-028
stationary tubes which also are the source of

pressurization air for the aft sump.
The forward sump air-oil separator is a multi-passage

radial flow dynamic device attached to the fan forward
shaft. As vent air flows through the separator passages,
entrained oil is centrifuged back into the sump. Vent air
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AFT SUMP PRESSURIZATION/VENTING
The CF34-10E aft sump has two oil seals, (No. 4 roller drain hole open to the engine exhaust stream.
bearing inner air-oil seal and No. 4 roller bearing outer
air-oil seal) between the HP and LP rotors near the No. 4 The aft sump air-oil separator is a multi-passage
roller bearing. radial flow dynamic device attached to the LPT shaft. As
vent air flows through the separator passages, entrained
Purpose (2.B.b) oil is centrifuged back into the sump. Vent air empties into
The aft sump pressurization/venting system helps in the rotating center vent tube, located within the LPT shaft.
preventing oil leakage from the aft sump. This rotating center vent tube leads to an extended
stationary center vent tube that discharges through the
Operation (3.C.c) aft end of the engine.
Pressurization air arrives to these seals via the annular
passage bounded by the HP rotor bore duct and LPT
shaft. The No. 5 roller bearing side of the sump also has
two oil seals, No. 5 roller outer air-oil seal and No. 5 roller
inner air-oil seal. Pressurization air for these seals is
passed through holes in the LPT shaft flange from the
No. 4 bearing side of the sump. The pressurization
circuit surrounds the aft sump helping to maintain
moderate temperatures within the sump. Pressurized
air-to-air seals, (No. 4 roller inner air-air seal, and No. 5
SD79-00-00-051-030
roller outer aft air-air seal) separate the rotor bore cooling
flow from the sump pressurization circuit. The No. 5 roller
outer aft air-air seal acts with the No. 5 roller outer
forward air-air seal to form an air vent and oil drain
chamber that is connected to the aft center body volume
by 4 passages through the No. 5 roller bearing support.
Potential aft sump oil seal leakage is passed through this
vent/drain chamber, into the aft center body which has a
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ENGINE STARTING
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GE PROPRIETARY INFORMATION ENGINE STARTING
ENGINE STARTING
Objectives
- The CF34-10E engine starting system (1.A.a)
- The distribution and control (1.A.a)
- Selected flight compartment switches (1.A.a)
- The location of the engine start valve (1.A.a)
- The location of the air turbine starter (1.A.a)
- Selected components of the engine starting indication (1.A.a)
Given an objective exercise, the student will identify the purpose of:
- The CF34-10E engine starting system (2.B.b)
- Selected flight compartment switches (2.B.b)
- The engine start valve (2.B.b)
- The air turbine starter (2.B.b)
- Selected components of the engine starting indication (2.B.b)
Given an objective exercise, the student will identify the operation of:
- The CF34-10E engine starting system (3.C.c)
- The distribution and control (3.C.c)
- The engine start valve (3.C.c)
- The air turbine starter (3.C.c)
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ENGINE STARTING SYSTEM
The engine starting system contains an air turbine commanded by the FADEC. The aircraft also manages
starter (ATS) and a starter control valve for each engine. the bleed system interface during starts.
The starting system also utilizes the engine full authority
digital engine control (FADEC), ignition system and fuel
system as well as the aircraft APU, EICAS, and electrical
systems.
The engine incorporates a pneumatic starter and is

designed to consistently make satisfactory ground and
starter-assisted air starts within the Mach number,
altitude, ambient temperature, and power extraction
limits. Maximum aircraft accessory loads, referenced to
the gas generator rotor, are permitted during starter-
assisted starting. No wing anti-ice or ECS bleed
extraction is permitted during the start.
Purpose (2.B.b)
The purpose of the engine starting system is to provide
means for the engine to obtain sufficient rotor speed to
initiate combustion light-off and obtain self-sustaining
SD80-00-00-051-004
engine propulsion.
Operation (3.C.c)
Engine-starting is a combined aircraft and FADEC
operation. The FADEC controls fuel flow, the starter
command, and the ignition command. The aircraft
controls the starter valve, the engine-driven pump
(EDP), and switches power to the ignition exciters as
EFFECTIVITY Page 4
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ENGINE 1 IGNITION A
IGN A
IGN B ENGINE 1
ENGINE 2 ENGINE 1 AND 2
EXCITER 1A IGNITION OVERRIDE
RLY START
ENGINE 1 ENGINE 1-2

EXCITER A ENGINE 1 AND 2
CMD FADEC CHANNEL A
IGNITION
ASCB
OVRD
OVRD
ENGINE 2
ENGINE 1 FADEC
FADEC CHANNEL B
CHANNEL B IGNITION
IGNITION
ENGINE 1 IGNITION B
ENGINE 2
SD80-00-00-011-005
IGN B
IGN A
ENGINE 2
IGNITION A
ENGINE 2 IGNITION B
ENGINE 2 START VALVE
ENGINE 1 START VALVE
OVERALL ENGINE STARTING SYSTEM

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DISTRIBUTION AND CONTROL
The starter control is an integrated aircraft/FADEC 2. For in-flight starter assisted starts, the FADEC will
function. The FADEC controls the starter cutout and start open the metering valve when N2 is greater than
abort. approximately 19.1% (of 18018 RPM). If N2 has not
reached the 19.1% speed after 15 seconds, the metering
Operation (2.B.b) valve will be opened.
Once fuel has been delivered from the aircraft to the
engine, engine fuel control is performed exclusively by 3. For in-flight windmill starts, the FADEC will open
the FADEC. The pilot commands fuel on by moving the the metering valve when N2 is greater than
Stop/Run/Start Switch from the Stop position to the Start approximately 6.9% (of 18018 RPM) speed. If N2 has
position. not reached 6.9% speed after 15 seconds, the metering
valve will be opened.
If the pilot has requested fuel on via the Stop/Run/Start
Switch, the FADEC turns fuel on as per the following 4. Independent of flight or ground, the FADEC will
procedure: shut the engine down under the following conditions:
(a) Loss of two fuel metering valve feedback signals
1. On the ground, the FADEC will open the metering (b) Large WF feedback soft fault (not a commanded
valve when N2 is greater than 19.1% (of 18018 RPM). shutdown)
The FADEC will close the metering valve under the (c) Loss of four N2 signals
following conditions: (d) Three over speed trips within 30 seconds or one
(a) Hot start - FMV and ignition is switched off when ITT over speed trip below 20,000 ft.
SD80-00-00-051-006
is greater than 740 deg C before ground idle is reached. The 20,000 ft level is to help prevent controllability issues
(b) Hung start - FMV and ignition off when engine has during an approach. The take-off ceiling for the 190 is
light off but N2 dot goes near zero before ground idle is 15,000 ft.
reached.
(c) Rollback on ground - FMV and ignition off if engine
N2 rolls back below 55%.
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The pilot commands fuel shutoff by moving the Stop/

Run/Start Switch to the Stop position. If Stop is
commanded in-flight, the metering valve is closed and a
momentary FADEC hardware reset is commanded. On
the other hand, if Stop is commanded on the ground, the
FADEC shuts down the engine by commanding a test of
the over speed system. This test will be delayed by at
least 0.2 seconds to allow the aircraft electrical system
to transfer electrical loads from engine-supplied power to
aircraft-supplied power.
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FLIGHT COMPARTMENT SWITCHES
The start system interfaces with a three position ignition between A and B ignition on each start in order to reveal
switch (OFF/AUTO/OVRD) that allows the pilot to send any igniter or exciter faults.
ignition commands to the FADEC and by a three position Both igniters will come ON in AUTO position if the following
run switch (STOP/RUN/START) that will initiate the start occurs:
or stop sequence. - If an aircraft stall condition is indicated.
- If engine detects a flame out
Operation (2.B.b) - When the engine is running or in-flight start
The start sequence is initiated as follows: - A missed light off is detected (ground only)
- The Start/Stop switch is set to Stop - An igniter fault is detected while performing
- The Ignition Selector Switch is set to Auto a ground start
- The Stop/Start Switch is set to Start. This - Loss of ARINC busses
is a momentary switch.
- The Start switch signal is sent to the FADEC OVRD Commands ignition A and B ON through
- The FADEC sends an Energize Starter command FADEC and by directly powering the relay coils located in
signal and opens the starter SOV. the Emergency Integrated Control Center (EICC) based on
condition. Which igniter is command ON is PS3.0
Starter rotation continues until any of the following occur: dependent.
- The pilot aborts the start by selecting STOP
on the selector switch. OFF - Off position can selected for the following
- The FADEC closes the Starter SOV when N2 conditions:
SD80-00-00-051-010
starter cutout speed is reached. - Commands engine shutdown. When ignition is

- The FADEC closes the starter SOV if the Fire commanded OFF, fuel will also be commanded
Handle is pulled. off.
- Fire handle pulled
Ignition switch positions can be for the following - Hot start
functions: - Hung start
- Rollback on ground
AUTO - Normal start position. The FADEC will alternate - Starting cycle complete (engine is above
starter cutout speed)
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IGNITION SWITCH PANEL
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The START/STOP switch positions can be for the

following functions:
START - This position initiates the start sequence. It is a

momentary switch position.
RUN - This position is the normal run condition. The

momentary start switch returns to this position after start
sequence is initiated and remains there until a
command to stop engine is done.
STOP - With the TLA at the Idle position, fuel shutoff is

accomplished by moving the Start/Stop selector switch
to the STOP position. Actual fuel shutoff is accomplished
by the FADEC closing the fuel metering valve and
energizing the over speed shutoff solenoid.
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ENGINE START VALVE The starter control valve is controlled by the FADEC
using an aircraft powered 28 VDC solenoid. The two-
Identification (1.A.a) position valve is normally spring-loaded and air pressure
The starter control valve (SCV) is a spring-loaded, closed. When the solenoid is energized, starter duct
closed, pneumatically actuated, electrically controlled, pressure is used to open the starter control valve. A
butterfly type shutoff valve with an open-position manual override socket drive is provided to open the
indication switch. valve in case of physical or electrical failure.
The valve incorporates a visual position indicator and a
manual override feature for operating the unit with loss
of electrical power. The manual override feature is a 3/8
square internal drive.
Operational air can come from a ground power unit

(GPU), an auxiliary power unit (APU), or another
operating engine.
Refer to figure, ENGINE START VALVE.
Purpose (2.B.b)
The starter control valve controls the air flow to the
starter.
Operation (3.C.c)
SD80-00-00-051-014
The valve controls the rise rate of inlet pressure to the

engine starter when energized open. The valve moves
from full closed to full open in 4 to 8 seconds. The
normal operating range for the air inlet pressure is 25 to
48 psig. When deenergized, the valve closes, under
spring force, to shut off airflow to the starter. The valve
moves from full open to full closed in 2 to 4 seconds.
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AIR TURBINE STARTER
The starter is a single-stage air turbine clamped to the
AGB forward face at the 9:00 adapter pad by a V-
coupling clamp. A locator pin is provided between the
mounting flange interfaces to accurately position the
starter to the engine.
Refer to figure, AIR TURBINE STARTER.
Purpose (2.B.b)
The starter is used to accelerate the engine core from
0% N2 to self-sustaining RPM and provides wet/dry
motoring during maintenance practices.
Operation (3.C.c)
The starter is controlled by the FADEC-triggered starter
control valve. When the FADEC signals the shutoff valve
open, airflow passes through the starter turbine, creating
rotation. The starter output shaft turns the accessory
gearbox drive train and rotates the core engine.
A Sprag-type overrunning clutch automatically
SD80-00-00-051-016
disconnects the turbine from the output shaft after the

SCV is closed and the starter turbine slows.
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ENGINE EXHAUST
EFFECTIVITY Page 1
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GE PROPRIETARY INFORMATION ENGINE EXHAUST
ENGINE EXHAUST
Objectives
- The CF34-10E engine exhaust system (1.A.a)
- The primary exhaust system (1.A.a)
- The location of the thrust reverser (1.A.a)
- The location of the synchronized locking actuators (SLA) (1.A.a)
- The location of the synchronized feedback actuators (SFA) (1.A.a)
- The location of the isolation control unit (ICU) (1.A.a)
- The location of the direction control unit (DCU) (1.A.a)
- The location of the cowl lock (CL) (1.A.a)
- The location of the synchronizing shafts (1.A.a)
- The location of the sync tube assembly (1.A.a)
- The location of the manual drive assembly (1.A.a)
- The location of the flex tube assembly (1.A.a)
- The location of the cascade vanes (1.A.a)
- The location of the translating cowls (1.A.a)
- The location of the thrust reverser opening actuators (1.A.a)
- The location of the ground maintenance override switch (1.A.a)
- The thrust reverser deenergized stage (1.A.a)
- The thrust reverser system indication (1.A.a)
SD78-00-00-051-002
- The CF3410 engine exhaust system (2.B.b)
- The primary exhaust system (2.B.b)
- The thrust reverser (2.B.b)
- The synchronized locking actuators (SLA) (2.B.b)
- The synchronized feedback actuators (SFA) (2.B.b)
- The isolation control unit (ICU) (2.B.b)
- The direction control unit (DCU) (2.B.b)
- The cowl lock (CL) (2.B.b)
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- The synchronizing shafts (2.B.b)

- The sync tube assembly (2.B.b)
- The manual drive assembly (2.B.b)
- The flex tube assembly (2.B.b)
- The cascade vanes (2.B.b)
- The translating cowls (2.B.b)
- The thrust reverser opening actuators (2.B.b)
- The ground maintenance override switch (1.A.a)
- The thrust reverser deployed - stage 1 (2.B.b)
- The thrust reverser stow stage (2.B.b)
- The thrust reverser system indication (2.B.b)
- The primary exhaust system (3.C.c)
- The isolation control unit (ICU) (3.C.c)
- The direction control unit (DCU) (3.C.c)
- The cowl lock (CL) (3.C.c)
- The thrust reverser opening actuators (3.C.c)
- The ground maintenance override switch (3.C.c)
- The thrust reverser de-energized stage (3.C.c)
SD78-00-00-051-003
- The thrust reverser deployed - stage 1 (3.C.c)

- The thrust reverser stow stage (3.C.c)
- The thrust reverser system indication (3.C.c)
Given an objective exercise, the student will select the maintenance tip of:
- The thrust reverser deenergized stage (4.D.d)
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ENGINE EXHAUST SYSTEM
The engine exhaust system consists of two main
subsystems:
- Primary exhaust system
- Thrust reverser system
Purpose (2.A.a)
The engine exhaust system of the CF34-10E engine
provides the mechanism to discharge the air from the
propulsion system.
Refer to figure, ENGINE EXHAUST SYSTEM.

SD78-00-00-051-004
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PRIMARY EXHAUST SYSTEM assembly at the 12 oclock position.
Identification (1.A.a) Centerbody

The primary exhaust system consists of a chevron There is a forward centerbody and a aft centerbody
nozzle, centerbody, and a center vent tube. for the CF34-10E engine.
Refer to figure, PRIMARY EXHAUST SYSTEM. Center Vent Tube

The center vent tube is at the center of the primary
The following design considerations have been exhaust system.
incorporated into the CF34-10E propulsion system
exhaust: Purpose (2.B.b)
The primary exhaust system provides a fixed area
- All parts of the primary exhaust system are made annulus for exhausting the core engine gas stream
of Titanium, fireproof and are designed to to flow and provides a continuation of the aerodynamic
withstand the anticipated operating environment. cowling from the aft core cowl interface. The primary
- The propulsion system drains and vents are exhaust nozzle is of a chevron design to reduce the
positioned forward of the exhaust gases of the engine core noise levels. The purpose of the
primary exhaust system. centerbody is to direct the core exhaust flow.
- Provisions for core compartment and sump
ventilation have been provided in the exhaust Operation (3.C.c)
system. In addition, the centerbody incorporates Primary air is that air which enters the engine near
a vent tube to discharge sump air into the flow. the fan blade platform, continues through the
booster compressor, high pressure compressor, the
SD78-10-00-051-006
Chevron Nozzle combustor, the high and low pressure turbines, and
The chevron (primary exhaust) nozzle assembly is then is accelerated and exhausted to atmosphere
composed of a forward flange for attachment to the through the primary nozzle. The inner wall of the
engine turbine frame outer flange and a conical section primary nozzle and the outer wall of the centerbody
sheet metal skin welded to the forward flange. A fire form the primary nozzle flowpath.
shield is also incorporated into the chevron nozzle
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SD78-10-00-011-007
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THRUST REVERSER
Purpose (2.B.b)
The thrust reverser assembly forms the fan air stream
The thrust reverser is constructed in two halves that are
exhaust nozzle when stowed and reverses the direction
hinged to the aircraft pylon at the top and latched
of the fan air stream when deployed.
together at the bottom to permit opening the thrust
reverser for engine access or removal. The thrust
reverser consists of:
- Translating cowls
- Cascades
- Structural components
- Thrust reverser actuation system
The thrust reverser actuation system consists of the

following major components:
- Two synchronized locking actuators (SLA)
- Manual drive assembly (2)
- Two synchronized feedback actuators
(non-locking) (SFA)
- One isolation control unit (ICU)
- One direction control unit (DCU)
- One cowl lock (CL)
- One set of (3) synchronizing shafts
SD78-00-00-051-008
- Sync tube assembly (3)

- Flex tube assembly
- Ground Maintenance Override Switch (GMO)
Refer to figure, THRUST REVERSER.
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SYNCHRONIZED LOCKING ACTUATORS (SLA)
There are two locking actuators. The locking actuators
are attached to the torque box and to the translating
cowl.
No. 1 and No. 2 actuators consist of piston and nut

assembly, screw shaft, tine-lock mechanisms with a
manual unlock facility, worm shaft/worm wheel gearing,
control microswitch, and monitoring microswitch. All
components are in the actuator body. Actuator is
gimbaled to allow relative movement.
The synchronized locking actuator (SLA) has an internal

lock mechanism consisting of three radially located
locking keys, captured in slots in the cylinder, and a lock
sleeve. The lock can be released by a manual unlock
handle.
Both SLA have a simplex lock switch, which provides

lock status information.
SD78-00-00-051-010
Refer to figure, SYNCHRONIZED LOCKING

ACTUATORS.
Purpose (2.B.b)
The locking actuators move the translating cowl,
mechanically lock it in the stowed position, and give a
locked indication to the FADEC.
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MANUAL DRIVE ASSEMBLY
A manual drive is built into the head side of each locking
actuator.
The drive allows manual operation of the thrust

reverser. It has a torque limiter mechanism and is driven
using a 3/8 square driver.
Refer to figure, MANUAL DRIVE ASSEMBLY.
Purpose (2.B.b)
The drive deploys and stows the thrust reverser
translating cowl during maintenance. It limits the torque
from the manual drive input to prevent damage to the
synchronizing system.
Maintenance Note: Both locking actuators must be

unlocked before manual deployment of the translating
cowl through the left or right manual drive assembly.
SD78-00-00-051-024
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SD78-00-00-011-025
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SYNCHRONIZED FEEDBACK ACTUATORS (SFA)
There are two feedback actuators. The feedback
actuators are attached to the torque box and to the
translating cowl. The feedback actuators consists of:
- Piston and nut assembly

- Screw shaft
- Linear variable differential transducer
(LVDT)
- Worm shaft/worm wheel gearing
All components are in the actuator. Actuator is gimbaled

to allow relative movement.
The synchronized feedback actuator (SFA) has no

internal lock, but is in design and construction similar to
the locking actuator. The SFA has a feedback
mechanism consisting of a LVDT actuated by a rod
attached to the lead screw. The LVDT provides an
indication of the actuator extension.
SD78-00-00-051-012
Refer to figure, SYNCHRONIZED FEEDBACK

ACTUATORS.
Purpose (2.B.b)
The feedback actuators move the translating cowl and
give position indication to the FADEC.
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ISOLATION CONTROL UNIT (ICU)
positions a stop for the valve and may be locked in both
The ICU is located in the engine pylon behind an access
states by a pip pin. Manual inhibit is indicated by a single
panel on the right hand side. The ICU consists of
pole switch. The valve should also be locked by the
isolation solenoid valve, cone type isolation valve,
inhibit lever in the closed position for aircraft dispatch
manual inhibit lever, pressure switch, and filter.
with the reverser locked out.
The ICU is powered through a FADEC ground relay.
Refer to figure, ISOLATION CONTROL UNIT.
Purpose (2.B.b)
The ICU isolates the thrust reverser system from the
aircraft hydraulic supply when the thrust reverser is not
in use. The ICU provides hydraulic power to the DCU
during thrust reverser operation.
Operation (3.C.c)
The ICU contains the isolation valve, which is normally
held in closed position by a spring and by the return
pressure. The isolation valve is moved by energizing the
normally closed simplex solenoid valve. This directs
pressure to the pilot area of the spool, shuttling the valve
SD78-00-00-051-014
so as to allow pressure to the cowl lock and the rod side

of the actuators.
Main pressure passes through a cartridge inlet screen. A

simplex pressure switch monitors downstream pressure.
The valve may be locked in the closed position for

engine maintenance by an inhibit lever. The lever
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SD78-00-00-011-015
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DIRECTION CONTROL UNIT (DCU)
The DCU is on the aft side of the left hand torque box,
between the feedback and locking actuators,
downstream of the ICU.
The DCU is an electrically controlled hydraulic directional

control valve which is powered through a FADEC ground
relay.
Refer to figure, DIRECTION CONTROL UNIT.
Purpose (2.B.b)
The DCU controls the direction of the TRAS through the
feedback and locking actuators.
Operation (3.C.c)
The DCU contains the direction control valve, which has
two positions corresponding to stow and deploy. The
valve is normally held in the stow position by a spring
and by the return pressure.
SD78-00-00-051-016
The DCU incorporates a normally closed, single coil

solenoid valve with integral electrical connector. When
energized (after delivery of pressure from the ICU), the
solenoid valve connects pressure to the head side of the
actuators unlocking the actuator locks.
Note, the actuator locks unlock at a much lower pressure
even before any actuator movement.
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SD78-00-00-011-017
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COWL LOCK (CL)
The cowl lock (CL) is attached to the LH aft portion of
the hinge beam on the thrust reverser, under a
removable fairing.
The CL is a hydraulically operated hook and is
powered through the SPDA.
Refer to figure, COWL LOCK.
Purpose (2.B.b)
The cowl lock prevents uncommanded deployment of
the translating cowl.
Operation (3.C.c)
The cowl lock:
- Holds the cowl in the stowed position following
failure of both actuator lock mechanisms
- Stays in the unlocked position while the thrust
reverser is cycled
- Returns the indicating switch signal to the A/C
when the cowl lock has been relocked
SD78-00-00-051-018
- Can be manually unlocked and pinned to allow

manual movement of the translating cowls for
maintenance purposes.
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SD78-00-00-011-019
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SYNCHRONIZING SHAFTS
There are three synchronizing shafts for each engine.
The synchronizing shafts are located inside two sync
tubes and one flex tube and are connected to the
worm shaft of each feedback and locking actuator.
The drive shafts, which make up the transmission, are

made from layers of stainless steel wires. Solid square
adapters on each end of the shafts interface with the
actuator worm shafts.
Refer to figure, SYNCHRONIZING SHAFTS.
Purpose (2.B.b)
A flexible sync shaft running between the actuators
synchronizes the actuator movements to help prevent
unbalanced translating cowl loads and to ensure equal
deployment of the two translating cowl halves.
SD78-00-00-051-020
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SD78-00-00-011-021
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SYNC TUBE ASSEMBLY
There are two sync tube assembly in each engine. The
sync tubes are located between the feedback actuator
and the locking actuators.
The sync tubes are metal tubes.
Purpose (2.B.b)
The sync tube contains the flex shafts to the head of
each actuator. This allows for mechanical
synchronization between the feedback and locking
actuators. The sync tubes not only contain the flex
shafts but also the hydraulic pressure supplied to the
deploy side of the actuators.
SD78-00-00-051-022
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SD78-00-00-011-023
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FLEX TUBE ASSEMBLY
There is one flex tube on each engine. The flex tube is
between the two feedback actuators over the top of the
engine.
The flex tube helps in opening the thrust reverser halfs

without removing any components of the actuation
system.
Purpose (2.B.b)
The flex tube carries a flex shaft between the two
feedback actuators providing mechanical synchronization
and hydraulic pressure supplied to the deploy side of
the actuators.
SD78-00-00-051-026
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Flex Tube
SD78-00-00-011-027
Left Hand
TR Assembly
FLEX TUBE ASEMBLY
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CASCADE VANES
The cascade vanes are on the torque box frames and
cascade support rings on the left and right fixed
structures.
The vanes are composite structures.
Refer to figure, CASCADE VANES.
Purpose (2.B.b)
When the thrust reverser is deployed, the vanes redirect
the fixed fan airflow outward and forward to produce a
decelerating effect during landing.
SD78-00-00-051-028
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SD78-00-00-011-029
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TRANSLATING COWLS
There are two translating cowls on each engine. The
translating cowls are on the upper hinge beam and the
lower latch beam assemblies.
Each translating cowl is attached to its fixed structure

half by an upper and a lower rail and the actuators. Two
thrust reverser actuators are connected to each
translating cowl by means of light alloy actuator fittings
fastened to the inner bondment. The outer upper and
lower edges of the translating cowl outer skin are
retained by keeper fittings, which slide along the catcher
tracks of the beams. A removable forward lip is fastened
to the inner edge of the front frame to permit installation
of the translating cowl on to the fixed structure.
The two translating cowls are connected together by a

set of two latches at the 6 o'clock location, visible from
the outside. An access door is installed at 6 o'clock to
gain access to the one fixed structure mid-latch, hidden
behind the translating cowl bottom section.
SD78-00-00-051-030
Refer to figure, TRANSLATING COWLS.
Purpose (2.B.b)
When in the stowed position, the translating cowl
completes the smooth aerodynamic flow paths. When it
is deployed, it blocks fan discharge air and directs it
forward.
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SD78-00-00-011-031
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THRUST REVERSER POWER DOOR OPENERS

(PDO)
The thrust reverser power door openers are at the 3
o'clock and at the 9 o'clock position on the thrust
reverser frame. The PDO can be locked in one of two
positions and function as a hold open rod to
maintain each fan reverser half in the open position.
Purpose (2.B.b)
The PDO actuators help in opening the thrust reverser
half for ground maintenance and inspection of the
engine and accessories.
Operation (3.C.c)
The opening actuator is actuated by a hand pump and a
flexible pipe, which are not parts of the nacelle. The
actuators can be latched in two positions. 20 deg or 43
deg at it's full open position.
Maintenance Note: Attempting to rapidly open the thrust

reverser through the hydraulic pump may cause the
SD78-00-00-051-032
pressure relief valve located next to the Hanson fitting to

release to atmosphere. Wear eye protection and open
slowly.
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FLA PDO Actuator
Hanson Fitting for

Hydraulic Hand Pump
Thrust Reverser
Torque Box
Engine Attach Point

Relief Valve
Reverser Attach Point
THRUST REVERSER OPENING ACTUATORS (PDO)
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GROUND MAINTENANCE OVERRIDE SWITCH (GMO)
The ground maintenance override switch is a contact
switch located on the inlet bulkhead at the 3:00 position.
Refer to figure, GROUND MAINTENANCE OVERRIDE

SWITCH.
Purpose (2.B.b)
The ground maintenance override switch allows
maintenance personnel to operate the thrust reverser on
the ground without the engine running.
Operation (3.C.c)
The ground maintenance override is a momentary switch
that causes the FADEC to close both the ICU and DCU
ground relays. The switch needs contact with only one
FADEC channel but is interlocked with engine speed and
aircraft speed. N2 must be <9.96% and aircraft speed <40
knots.
Switch closure overrides the engine not running FADEC
requirement that would normally inhibit deployment on the
ground.
The switch must be held in order for ground deployment
to be accomplished. If the switch is closed for more than
two minutes, it will be disabled. This is a safety feature
that ensures that there is at least one person at the
engine during ground operation. It will be enabled again
after the switch is released for 30 seconds.
GMO is independent of WOW to allow for operation of the
TRAS while the aircraft is on jacks.
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Channel A&B
GMO
Switch
Fan Case
A Mounted to Nose
Inlet Cowl
GROUND MAINTENANCE OVERRIDE SWITCH (GMO)
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THRUST REVERSER DEENERGIZED STAGE
In the deenergized state the actuators are at rest in the
flush, stowed position. All electrical signals are removed
and all locks are engaged. Clearance in the cowl lock
ensures it is unloaded during normal operation. The ICU
isolates the hydraulic supply such that all system
components are at return pressure. Any leakages
through the ICU are dissipated to return such that the
thrust reverser actuation system (TRAS) cannot
pressurize.
Maintenance Tip (4.D.d)

For manual opening of the TRAS a maintenance lever on
the ICU locks the isolation control valve in the closed
position. A single micro switch indicates locked position of
the inhibit lever which can be locked in either power or
inhibited positions by a pip pin. The cowls are over
stowed using the manual drives located on the end of the
synchronization shaft (mounted on the lower/locking
actuators). The cowl lock hook is released by pushing
upward on the hook and pinning it in the open position.
SD78-00-00-051-034
The actuator internal locks may be manually disengaged

by rotating the manual unlock shaft, the status of which is
indicated by a limit switch. The extend and retract
actuator areas are now connected to return permitting
movement of the cowls from the manual drive. Note, in
order to move the actuators there must be free flow of
fluid to/from the aircraft return line.
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SD78-00-00-011-035
EFFECTIVITY Page 37
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THRUST REVERSER DEPLOYED STAGE1
Purpose (2.B.b)
The transcowls are over stowed to remove the pressure
on the cowl locks.
Operation (3.C.c)
The ICU solenoid is energized directly from FADEC
commanded ICU Ground Relay when the Reverser is
"enabled".
When the pilot commands deploy, the Thrust Control

Quadrant (TCQ) switches are closed and simultaneous
electrical signals are sent to release the cowl lock and to
operate the DCU solenoid valve. Movement of the
isolation solenoid valve initiates three actions:
1. Pressure is allowed to and through the DCU
2. Pressure is applied to the retract area of all
actuators
3. A pressure on signal is generated by the ICU
pressure switch
When pressure is applied to the rod end of the actuators

SD78-00-00-051-036
this causes them to retract to the over stow position

where the actuator internal locks may be released.
A time delay in the FADEC prevents the DCU from being
energized to allow the cowl lock to get out of the way and
prevent a deployment against a closed lock.
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SD78-00-00-011-037
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THRUST REVERSER DEPLOYED STAGE-2
Purpose (2.B.b)
Translating cowl deployment.
Operation (3.C.c)
Movement of the direction control unit spool valve
permits pressure to the head areas of the actuators. As
pressure increases in the actuator head chambers the
internal lock piston is pulled back against its spring and
return pressure. The spring and lock piston areas are
configured such that the internal lock is released prior to
actuator movement in the extend direction. At this time,
supply pressure (3000 psi) is present on both sides of the
actuator piston. However, due to the differential area
across the actuator piston, the greater force on the head
side causes the actuators to extend to full deploy position.
The nut attached to the hydraulic piston means that the

linear actuator movement causes the internal lead screw
to rotate. This in turn drives the worm wheel in the
actuator head. The worm wheel in each actuator is
connected to its neighbor via flexible cables running
SD78-00-00-051-038
within the extend hydraulic pipes. The efficiencies of the

screw, worm gears and shafts act to retard a leading
actuators. In this way all actuators are restrained to
move in unison.
As the cowls approach full deploy the actuator's

snubbers engage and flow from the rod chambers is
restricted to decelerate the actuators and therefore
minimize impact loads.
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SD78-00-00-011-039
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THRUST REVERSER DEPLOYED STAGE-3
Purpose (2.B.b)
The translating cowls in the deployed stage till the stow
command is initiated.
Operation (3.C.c)
While deployed, both the ICU and the cowl lock
solenoids remain powered. If an uncommanded stow is
detected by the FADEC, power is automatically removed
from the ICU to allow aerodynamic loads to drive the
transcowls back to the fully deployed position.
SD78-00-00-051-040
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SD78-00-00-011-041
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THRUST REVERSER STOW STAGE
Purpose (2.B.b)
When the stow signal is sent from flight deck the
transcowls are stowed.
Operation (3.C.c)
To stow the cowls, the FADEC commands the DCU
solenoid to be deenergized and after a time delay, the
ICU solenoid to be energized. A 10-second time delay in
the SPDA maintains power to the cowl lock to allow for
health checks of the cowl lock solenoid. The control
valve spring in the DCU is sprung (and pressure
assisted) into the stow direction allowing pressure to the
actuators retract area and venting their heads to return.
The internal actuator locks automatically re-engage as
the cowls are retracted to the stowed position. The ICU
solenoid is then deenergized 20 seconds after stow and
the system returns to the deenergized state.
SD78-00-00-051-042
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SD78-00-00-011-043
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THRUST REVERSER SYSTEM INDICATION
With the thrust reverser locked out (by the maintenance
For all Thrust Reverser indications the icon REV will be
crew by flipping the inhibit lever switch on the ICU to the
used. On the EICAS Page (Main Page) the REV
On position and installing the two thrust reverser
indication is located close to the N1/ITT dial for each
translating cowl locking pins) there will be a white Ex
engine.
REV INHIBIT status message.
Purpose (2.B.b)
Abnormal Operation
The T/R indicating system supplies thrust reverser
A red "REV" icon, as well as the Ex REV DEPLOYED
translating cowl position data to the pilot.
message are displayed on the EICAS when there is an
uncommanded deployment in-flight or on the ground.
Operation (3.C.c)
Other abnormal operations which are indicated on the
There can be two conditions during a thrust reverser
EICAS include:
operation:
- Normal operation
Abnormal Condition Indication and Message
- Abnormal operation
Uncommanded stow Ex REV FAIL
Failure to deploy Ex REV FAIL
Normal Operation
Failure to stow Red REV icon & Ex REV
With the thrust reverser in the stowed and locked
DEPLOYED warning message
position, but thrust reverser not locked out (not inhibited)
Inadvertent deployment Red REV icon & Ex REV
there will be no indication.
DEPLOYED warning message
SD78-00-00-051-044
A thrust reverser in transition (stowing or deploying) is

The red ENGX REV message indicates that the TR has faulted
indicated by amber REV.
and the FADEC will command return to idle.
When fully deployed on a command by the pilot, the
indication is a green REV.
EFFECTIVITY Page 46
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SD78-00-00-011-045
EFFECTIVITY Page 47
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GE AIRCRAFT ENGINES CF34-10E TRAINING MANUAL

CF34-10E LINE MAINTENANCE

Section Topic Revision Page Numbers

ACRONYMS AND ABBREVIATIONS

ACRONYMS AND ABBREVIATIONS

THIS PAGE IS LEFT INTENTIONALLY BLANK

Identification (1.A.a) Purpose (2.B.b)

Key CF34-10E engine design features include: a wide-

lower operating cost.

Refer to figure, CF34-10E ENGINE.

MAINTENANCE DOCUMENTS Refer to figure, MAINTENANCE DOCUMENTS.

Identification (1.A.a) Scheduled Maintenance

Use these documents to get support data to do - Fastener installation

Master Minimum Equipment List Maintenance Task Card Manual

isolation procedure. The SSM supplies the

Standard Practices Manual

Aircraft Illustrated Parts Catalog

Material which is applicable to a system as a whole uses

ALTERNATE TROUBLESHOOTING RESOURCES

Refer to figure, ALTERNATE TROUBLESHOOTING

- Fire detection system (2.B.b)

THIS PAGE IS LEFT INTENTIONALLY BLANK

Refer to figure, ENGINE RATING.

CF34-10E2A1 CF34-10E5 CF34-10E5A1 CF34-10E6 CF34-10E6A1 CF34-10E7

Normal Takeoff Thrust 16,960 17,930 18,820 17,390 18,820 18,820

Max Takeoff (APR), 16,960 18,820 18,820 18,820 18,820 20,360

Refer to figure, DATA PLATE.

Engine Left Side

Length, Fwd spinner-to-aft 146.1/3.711

Refer to figure, CF34-10E ENGINE SPECIFICATIONS.

These guidelines should be followed when the engine is

Refer to figure, GROUND TRANSPORTATION

behind the engine. The exhaust velocity hazard area can

interchangeable units enclosing the engine fan case

AIR MANAGEMENT SYSTEM (AMS)

Fan Air Valve

Nacelle 5TH Stage

AIR MANAGEMENT SYSTEM

Ice Protection Overhead Panel

THERMAL ANTI-ICE SYSTEM

Refer to figure, ENGINE FIRE ZONES

ENGINE FIRE ZONES

Refer to figure, FIRE DETECTION LOOPS

Core Compartment Fan Compartment

FIRE DETECTION LOOPS

mounted components. Seven 3/8 inch OD tubes are routed to

Leakage HPTACC and LPTACC Fuel from internal

The engine mounts are designed to allow for thermal

Refer to figure, ENGINE MOUNTS.

FAULT DETECTION STRATEGY

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FADEC FAULT DETECTION SYSTEM

not directly affect engine operation, the engine dispatch

FADEC FAULT DETECTION SYSTEM

The No Dispatch level indicates that maintenance

The Short Time dispatch level indicates that at least one

The Long Time dispatch level indicates that at least one

The Economic time dispatch level indicates that at least

Final determination of Short Time and Long Time

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Multi Functional Display Engine Maintenance Page

The engine maintenance page will display the following items:

MUTI FUNCTIONAL DISPLAY ENGINE MAINTENANCE PAGE