SISTEMAS DE MOTORES DE

COMBUSTION INTERNA
PRATT & WHITNEY JT8D-17

Maria Nataly Lpez Maya

Edgar Joe Zavaleta Escobedo
Grupo: 6AM1
 Contents
Introduction ..3

Power plant - description and operation...4

Engine cowling - description and operation 71...6

Engine fuel deicing system - description and operation8

Fuel flow indicating system - description and operation11

Ignition system ..14

Engine anti-icing - description and operation...19

Engine exausting system..21

Thrust reverser system.....23

Thrust reverser - hydraulic actuators and sync shafts.25

Engine starting...26

Generator cooling - description and operation..28

Engine control system - description and operation..30

Engine indicating description32

Thrust reverser - description and operation..34

Engine oil system - description and operation..36

Pneumatic starting system - description and operation...40

Bibliography42
Introduction

The JT8D engine is an axial flow , dual wheel and fully shaped product. Its design
began in April 1960 .

The JT8D engines - 7 to 17 are used in the following aircraft : B 727 and 737 ,
McDonnell Douglas DC -9 , Aerospatiale Super Caravelle and Saab Virgin

The JT8D engine has proven itself to be a highly durable and reliable engine,
having completed more than 673 million dependable flying hours since entering
service. Once deemed the workhorse of the industry, more than 14,750 JT8D
engines have flown. Today, there are 2,400 engines still in use.The eight models
that make up the JT8D family cover a thrust range from 14,000 to 17,000 pounds.
The JT8D-200 series, which entered service in 1980, offers 18,500 to 21,700
pounds of thrust, and is the exclusive power for the popular MD-80 series aircraft.
The JT8D-200 builds on the family's excellent reliability and low maintenance costs
while meeting noise and emissions regulations.Pratt & Whitney has developed a
new low-emissions combustion system, or E-Kit, that is FAR 25-certified to ensure
the JT8D-200 engine stays current with environmental regulations. The E-Kit
reduces JT8D-200 engine NOx emissions by 25 percent and exceeds all ICAO
standards for new production engines..

Ilustracin 1

Main components:
 Low pressure compressor ( six stages)
High pressure compressor (seven stages)
Combustion section (nine combustion chambers)
High pressure turbine (one stage)
Low pressure turbine (nine stages)
Scape pipes
Gear box

All supported by nine bearings

POWER PLANT - DESCRIPTION AND OPERATION

The 727 airplane is powered by three JT8D turbofan engines (figure 1) mounted on
the aft fuselage area. Two engines are strut mounted, in conventional nacelles, one
on each side of the
fuselage.

A center engine is mounted aft of the fuselage structure. Air is ducted to this engine
through an inlet forward of the vertical fin just above the fuselage. Each engine is
secured to the engine mount fittings at three points. Two cone bolts, attached to a
double flange at the fan discharge intermediate case, and one cone bolt attached
to a double flange at the fan discharge turbine exhaust outer duct, secure the
engines to the forward and rear mount fittings. Access to the side engine exterior
components is provided by hinged removable upper and lower cowl panels which
may be opened from either side. Center engine access is made through four
hinged removable side cowl panels. Access to the center engine inlet and nose
dome is gained through an access panel above the aft airstairs in the center
engine inlet duct.

B. The major accessories fitted to each engine include a constant speed drive unit,
a pneumatic starter, and N1 and N2 tachometer generators. A generator is
mounted on the constant speed
drive unit. Hydraulic pumps are installed on engines No. 1 and 2. Fire detection
and fire extinguishing systems are provided in each engine area.

C. The engine starting system provides a means of rotating the N2 compressor to

establish a flow of air through the engine. Rotation of the N2 compressor also
drives the engine fuel pump and fuel control to meter fuel, under pressure, to the
combustion chamber. An ignition system provides a high voltage discharge for
ignition of the fuel/air mixture. Each engine is fitted with a self-contained oil system
to provide cooling and lubrication of engine gears and bearings.
Transmitting devices, installed on each engine, actuate warning lights and
indicators in the control cabin to provide indications of engine performance.
 Ilustracin 2

D. Air is bled from the low pressure and high pressure compressors and the fan
discharge duct to operate various airplane systems. A thrust reverser, attached to
the exhaust section of each engine provides a means of retarding the forward
speed of the airplane after touchdown.

E. A four compartment drain tank is mounted on the under side of each engine.
Leakage fluids from the seals and drive pads of the engine accessories are
drained, through tubing, to the tank. On engines with the fuel pressurizing and
dump valve drain port not plugged, fuel discharged from the valve also drains
through tubing to the tank. A drain line is installed between the oil tank scupper and
the drain tank, to collect oil spilled during servicing. In flight, air flowing past a drain
mast, on the engine cowling, creates a negative pressure which sucks the fluids
overboard through a discharge manifold. Jiffy drains are provided on the under
side of each tank compartment to permit draining the tank while the airplane is on
the ground.

ENGINE COWLING - DESCRIPTION AND OPERATION 71

A. The engines are covered by cowl panels to provide a smooth airflow over the
engine and to protect exterior engine components from damage. The cowl panels
for the side engines include a nose cowl, upper and lower hinged removable cowl
panels, and a fixed cowl panel. The center engine is covered by four hinged
removable side cowl panels. A nose dome is also fitted on each engine. Titanium
and steel fireshields are bonded to the inside of the outer skin in areas in which a
fire may occur. The cowl panels are designed to be drip-free. Drain holes and drain
tubes in the lower surfaces of the cowl panels collect any engine leakage fluids in a
drain manifold to be exhausted overboard in flight.

Center Engine Cowl Panels

The center engine cowl panels form part of the aft fuselage contour. The forward
left and right panels fair with aft fuselage skin. The aft panels fair with the thrust
reverser shroud ring and the thrust reverser actuator fairing. Each panel is hinged
at the top by fittings on the center engine support rib. Three hook latch fasteners
join opposite panels at the underside of the engine. Two safety latches at the top of
each panel prevent an open cowl from being removed until the latches are
depressed. The safety latches automatically trip into the locked position when the
panels are closed. An indicator on each safety latch shows when the latch is in the
locked or unlocked position. "Hold open" rods, installed in each panel, allow the
panels to be propped in the open position. Safety pins are provided to lock the rods
in either the open or stowed position.

B. The left forward cowl panel is provided with an access door to facilitate servicing
the engine oil tank. On preferred cowl installations an access door is also provided
in the left forward cowl panel to manually operate the starter shutoff valve. Exhaust
ports are provided on the left aft cowl panel to accommodate engine gearcase
breather air and on the left forward cowl panel, to exhaust fuel heater air and
constant speed drive oil cooler air. An exhaust port on the right aft cowl panel is
provided to exhaust generator cooling air. An overboard drain mast, installed on the
right aft cowl panel, evacuates the engine fluid drain tank during flight. Three
blowout doors, one on the right forward cowl panel and two on the right aft cowl
panel, relieve excessive pressure which could develop within the cowling during a
fire.

Side Engine Removable Cowl Panels

The side engine upper and lower cowl panels fair with the engine nose cowl, with a
fixed cowl panel attached to the inboard side of the engine, and with the thrust
reverser shroud ring Six hook

Latch fasteners attach the upper and lower cowl panels to the fixed cowl panel. Six
other hook latch fasteners join the upper and lower cowl panels together. Three
forward and three aft pin latches ensure positive attachment of the cowls and serve
as hinges permitting each panel to be opened from either side. "Hold open" rods
for each panel are stowed on the engine, the nose cowl aft structure, and on each
panel
 .
Ilustracin 3

B. Openings are provided in the lower cowl panel for the engine gearbox breather,
the constant speed drive cooling air exhaust, the generator cooling air exhaust, an
overboard drain mast, and an oil tank access panel. On preferred installation, a
starter override and CSD access door is also fitted to the lower cowl panel. The
upper cowl panel is fitted with a blowout door.

Side Engine Nose Cowl

The nose cowl is bolted to the forward flange of the side engine inlet case. It is
shaped to obtain a smooth airflow over the engine and to provide an optimum
airflow to the engine compressor inlet (Fig. 3). An anti-icing air inlet is located on
the rear face of the nose cowl at approximately the 9 oclock position. Three pin
latches, two on the inboard side and one outboard, join the nose cowl to the upper
and lower cowl panels. A constant speed drive cooling air scoop is located on the
underside of the nose cowl. The nose cowl is anti-iced by engine bleed air (Ref
Chapter 20, Ice and Rain Protection).

Side Engine Fixed Cowl Panel

A four piece fixed cowl panel, mounted on the inboard side of each side engine,
fairs with the upper and lower cowl panels. The fixed cowl supports the side engine
upper and lower cowl panels.

Nose Dome

A nose dome is mounted on each engine to provide a smooth airflow over the front
accessory drive housing. The nose dome covers the N1 tachometer generator. An
inlet pressure sensing prove (Pt2) is mounted in the center of the nose dome.
 Ilustracin 4

ENGINE FUEL DEICING SYSTEM - DESCRIPTION AND OPERATION

A. Engine fuel deicing system detects the presence of ice in the fuel and provides
controlled heating of fuel to melt the ice. Fuel generally contains suspended water
droplets when the temperature of the fuel falls below the freezing point of water.
These suspended water droplets freeze and form ice. Ice eventually clogs the
engine main fuel filter and restricts normal fuel flow to the engine.

B. The engine fuel deicing system for each engine consists of a fuel deicing heater,
fuel deicing air valve, fuel deice control switch, valve-in-transit light, fuel filter
pressure switch, fuel icing warning light, and the necessary tubing. The fuel heater,
fuel filter pressure switch, and fuel deicing air valve are mounted on the engine.
The fuel deice control switch, valve-in-transit light and fuel icing warning light are
on the third crewmans lower panel.

C. When ice clogs the engine main fuel filter, pressure differential across the filter
builds up, the fuel filter pressure switch closes and the fuel icing warning light
illuminates. Turning on the fuel deice control switch permits high pressure
compressor air to pass through the fuel deicing heater air tubes and heat the fuel.
The warm fuel passes through the fuel filter and melts the ice. When the ice is
melted, the fuel filter pressure switch opens and de-energizes the fuel icing
warning light, the fuel deicing control switch is then turned OFF. The fuel should be
heated intermittently.

Fuel Deicing Heater

A. The heater is an air-fuel heat exchanger and consists of a housing containing a
core composed of air tubes, a series of baffles, and a fuel bypass valve heater is
mounted on the fuel control unit between the boost and main stages of the engine-
driven fuel pump.

Ilustracin 5

B. The fuel flowing to the main engine fuel filter passes through the heater at all
times. It is heated, only when the fuel deicing air valve is open and permits high
pressure compressor (13th stage) bleed air to pass through the heater air tubes. To
obtain uniform heating of the fuel, it is baffled around the air tubes. In an event the
heater becomes clogged, a bypass valve permits the fuel to bypass the heater and
flow directly through the fuel filter to the engine.

Fuel Deicing Air Valve

A. The air valve is used to control the high pressure compressor (13th stage) bleed
air flow through the fuel deicing heater (Fig. 1). It consists of a butterfly valve and
an electrical actuator (motor). The valve has an override handle for manually
positioning the valve and this same handle can be used during maintenance to
determine valve position. The air valve is operated by a fuel deice control switch,
located on the third crewmans lower panel. There is one air valve for each engine
located at the 2 oclock position slightly forward of the engine mount ring.

Fuel Filter Pressure Switch

The pressure switch senses the pressure differential across the engine main fuel
filter.
The pressure switch is mounted directly on the filter. If the engine fuel filter
becomes clogged, pressure differential across the filter builds up. When the
pressure differential reaches 4.4 to 5.8 psi, the pressure switch closes and
illuminates the fuel icing warning light on third crewmans lower panel. When the
pressure differential again decreases, the pressure switch opens and the fuel icing
warning light goes off.

Operation

A. The engine fuel deicing system receives its power from 115-volt ac buses
through circuit breakers on circuit breaker panel.

B. When ice is present in the fuel it will eventually clog the engine main fuel filter
and cause the pressure differential across the filter to increase. When the pressure
differential reaches 4.4 to 5.8 psi, the fuel filter pressure switch will close and
illuminate the fuel icing warning light on third crewmans lower panel. Placing the
fuel deice control switch to ON position opens the fuel deicing air valve. High
pressure compressor bleed air (13th stage) passes through the valve into the
heater air tubes and heats the fuel. To obtain a uniform heating of the fuel, baffles
in the heater core direct the fuel around the air tubes in a controlled flow pattern.
The heated fuel flows to the fuel filter and gradually melts the ice clogging the filter.
When all ice is melted, pressure differential across the filter decreases and the fuel
filter pressure switch opens, deenergizing the fuel icing warning light. The hot
airflow through the heater is stopped by placing the fuel deice control switch to
OFF position. Whenever the fuel deicing air valve is in transition, the valve-in-
transit light on third crewmans lower panel will illuminate. The deicing heater
should be used intermittently.

C. If the fuel filter becomes clogged, the fuel icing warning light will remain on, and
the filter pressure differential will continue to increase until the filter bypass valve
opens. The entire fuel filter system must be cleaned and checked after operating
under these conditions. If the fuel deicing heater itself becomes clogged, a bypass
valve permits the fuel to bypass the heater and flow directly through the fuel filter to
the engine.

Ilustracin 6
FUEL FLOW INDICATING SYSTEM - DESCRIPTION AND OPERATION

A. The function of the fuel flow indicating system is to provide a visual indication in
the control cabin of the fuel consumption rate in kilograms per hour for each
individual engine.

B. This system has three fuel flow transmitters, three fuel flow indicators, and one
fuel flow power supply unit. A fuel flow transmitter is located on the forward left side
of each engine. All three fuel flow indicators are located on the third crewmans
lower instrument panel. The fuel flow power supply unit is located on the E5-1
equipment rack on 727-100 Series Airplanes, and is located behind the third
crewman's panel on 727-200 Series Airplanes (Fig. 1).

C. When the system is energized the fuel flow power supply unit supplies constant
frequency 3-phase power for driving the three fuel flow transmitters. Each
transmitter senses the mass rate of fuel flowing to its respective engine and
generates an electrical signal proportional to this flow. The electrical signals are
transmitted to the fuel flow indicators which show the fuel being consumed in
kilograms per hour by their respective engines.

D. Each fuel flow transmitter measures the amount of fuel flowing to its respective
engine and provides a corresponding signal to its respective indicator. The
indicator uses this signal to provide a visual indication of the rate of fuel flow to the
engine.

Fuel Flow Power Supply Unit

A. There are two types of fuel flow power supply units. One is electromechanical
and the other newer unit has solid state circuitry. Both units furnish a constant
frequency power source for the fuel flow transmitters and both units are
interchangeable in the airplane.
The electromechanical unit consists of a synchronous motor connected to a 3 bar
commutator through a reduction gear. When the motor is energized the
commutator is driven at a constant speed. As the commutator rotates it chops the
dc current to produce a simulated 3-phase , 4-cycle ac current.
Filters are installed in the unit to ensure that the output is free of radio noise. The
solid state unit produces the same output to the fuel low transmitter by electronic
means.

Fuel Flow Transmitter

A. The fuel flow transmitter consists of a housing containing two identical cylinders
placed end-to-end so that the axes of the cylinders coincide. The upstream cylinder
is named the impeller and the downstream cylinder is named the turbine. The
housing fits closely to the outer diameter of both the impeller and the turbine.
Around the periphery of the circular cross section of the cylinders, at a fixed radius
from the center, are a number of equally spaced holes which are accurately parallel
to the axes of the cylinders. Upstream of the impeller is the impeller motor.
Downstream of the turbine a second harmonic transmitter is attached to the turbine
with two sets of springs of different torque gradients used to restrain it. This permits
a two-slope scale on the indicator allowing greater sensitivity at low flow rates.

NOTE: To prevent dry operation damage and to prolong the life of the transmitter, it
is recommended that the FUEL FLOW circuit breakers be pulled (open) whenever
the engine fuel feed line is drained or the airplane is out of service for
maintenance.

B. The impeller motor drives the impeller at a constant angular velocity, thus as the
fuel passes through the impeller it is given a velocity at right angles to the direction
of flow. This angular velocity constitutes a change in the momentum of the fuel
directly proportional to the mass of fuel flow. As the fuel passes through the turbine,
the angular component of the momentum is removed, this imparts to the turbine a
torque directly proportional to the mass rate of fuel flow.
This torque rotates the impeller against calibrated springs and positions the
magnet in the second harmonic transmitter to a position corresponding to the fuel
flow is named the turbine. The housing fits closely to the outer diameter of both the
impeller and the turbine. Around the periphery of the circular cross section of the
cylinders, at a fixed radius from the center, are a number of equally spaced holes
which are accurately parallel to the axes of the cylinders. Upstream of the impeller
is the impeller motor. Downstream of the turbine a second harmonic transmitter is
attached to the turbine with two sets of springs of different torque gradients used to
restrain it. (See figure 2.) This permits a two-slope scale on the indicato allowing
greater sensitivity at low flow rates.

Ilustracin 7
NOTE: To prevent dry operation damage and to prolong the life of the transmitter, it
is recommended that the FUEL FLOW circuit breakers be pulled (open) whenever
the engine fuel feed line is drained or the airplane is out of service for
maintenance.

B. The impeller motor drives the impeller at a constant angular velocity, thus as the
fuel passes through the impeller it is given a velocity at right angles to the direction
of flow. This angular velocity constitutes a change in the momentum of the fuel
directly proportional to the mass of fuel flow. As the fuel passes through the turbine,
the angular component of the momentum is removed, this imparts to the turbine a
torque directly proportional to the mass rate of fuel flow.
This torque rotates the impeller against calibrated springs and positions the
magnet in the second harmonic transmitter to a position corresponding to the fuel
flow.

Ilustracin 8

IGNITION SYSTEM

A. The purpose of the engine ignition system is to provide a means of initiating or

sustaining combustion of the fuel-air mixture in nine can-annular combustion
chambers in the combustion section.
WARNING: IGNITION VOLTAGE IS DEADLY. DO NOT TOUCH IGNITER PLUGS
IF IGNITION IS ON. DO NOT TEST IGNITION SYSTEM WHEN PERSONNEL
ARE IN CONTACT WITH THE IGNITER PLUGS OR WHEN INFLAMMABLES
ARE NEARBY.
B. There are three identical ignition systems, one for each engine. The ignition
system for each engine consists of control switches, an ignition exciter, two high
tension leads and two igniter plugs.

Electrical Power Supply

A. Ignition power supply

The 20-4 joule single pack continuous ignition system is powered by two input
voltage at the ignition exciter, 28 VDC and 115 V, 400 Hz. The single unit housing
incorporates one power input connection and two output connectors. A dual pack
system is also available.
The dual pack system has two exciters with a power input connection for each
exciter. The two output connections supply the high tension voltage through the
exciter cables to the igniter plugs. P&W SB\5880 installed the optional dual pack
system.

(a) Ignition exciter

1) The 20-4 ignition exciter is a capacitor discharge system designed to provide

ignition for the JT8D Turbofan Engine. This ignition exciter serves the dual purpose
of providing intermittent duty starting ignition and continuous duty ignition which are
used as required after starting. Two different input voltages are required for the
exciter. Both circuits of the ignition exciter are contained in one compact housing
with one input power connection and two output connections. The dual pack
system has two input power connections and two output power connections.

2) See Fig. for ignition exciter.

3) See Fig. for ignition exciter table of leading particulars.
4) See Fig. for ignition exciter wiring schematic.
 Ilustracin 9

Distribution

High tension distribution

(1) The high tension distribution system delivers high voltage from the ignition
exciter to the combustion chambers by means of high tension leads and igniter
plugs. The high tension voltage from the exciter ionizes the gap at the plug and the
result is a spark of very high energy capable of igniting fuel.
(a) High tension leads

1) The igniter plug lead assemblies are installed between the ignition exciter and
the igniter plugs. The lead assemblies transfer high frequency, high voltage from
the ignition exciter to the igniter plugs.

(b) Igniter plugs

1) There are two igniter plugs which are mounted on the lower front of the
combustion chamber outer case. One projects into the number four combustion
chamber and the other projects into the number seven combustion chamber.

Operation

A. All ground starts or inflight airstarts should be made with the use of the 20-joule
DC exciter (firing both igniter plugs). For optimum life of ignition system
components, the operating duty cycle is 2 minutes ON, 3 minutes OFF, 2 minutes
ON, and 23 minutes OFF.

NOTE: If the 20-4 Joule single pack exciter unit has been operated beyond the
recommended duty cycle, the unit must be removed and checked per overhaul
instructions. The integrity of components within the exciter may have been
compromised due to overheating (Ref 74-11-1 R/I).
The dual pack exciter installed by SB 5880 has continuous duty. This exciter has
no duty cycle limits.

B. For continuous operation, the 4-Joule system should be used in lieu of the 20-
Joule DC system for protection against flameout during takeoff and prior to
activating the engine inlet anti-icing system. The 4-Joule system, which can be
operated continuously may also be used for protection against flameout if at any
other time deemed advisable, such as during periods of moderate or severe
turbulence. To conserve the life of the ignition system components, the 4-Joule
ignition system should be turned OFF during normal flight conditions whenever
engine operation is stable.
 Ilustracin 10

C. The intermittent duty starting circuit requires an input of 28 VDC nominal while
the continuous duty circuit requires an input of 115 VAC 400 Hertz. The intermittent
duty starting circuit discharges through both outlets, firing two igniter plugs. The
continuous duty circuit discharges only through the outlet marked CONTINUOUS
DUTY OUTLET, firing one igniter plug. Spark gaps prevent current from following in
one circuit when the other circuit is in operation.
NOTE: The exciter is repairable using test equipment available in most airline
overhaul shops.
Positive hermetic seal is assured through use of a stainless steel case weldment.
The exciter capability for continuous operation will assure conformance with
potential airline ignition duty cycles. Maximum exciter service life can, however, be
attained by ignition utilization per recommended engine/or airplane operational
procedures.

D. The igniter plug provides a gap across which an electrical spark passes to ignite
the fuel-air mixture. The igniter plug gap becomes ionized by very high voltage (22-
26 KV) provided by a high tension transformer. Once the air gap becomes ionized,
current stored in a storage capacitor discharges across the gap. This discharge
results in a high temperature plasma arc which is capable of igniting the fuel-air
mixture.

NOTE: Pratt and Whitney recommends the use of any igniter plug regardless of
type, that meets the overhaul manual examination and testing requirements.
However, each operator must concern himself with determining how long the
igniter plug can be expected to continue meeting these requirements while
exposed to engine use within his operation. The appropriate inspection/check,
cleaning/painting interval can only be established by the individual operator based
on his experience.
 DESCRIPTION

A. The following engine air systems are installed by Pratt and Whitney and
comprise part of the basic engine; anti-icing provisions for the engine inlet guide
vanes and forward compressor case, deicing system for the engine fuel supply,
and cooling and sealing air for the engine bearings. Refer to figure 1. An air bleed
system to balance performance between the engine high and low pressure
compressors is also included with the basic engine.

B. The following systems are installed by Boeing and require an air bleed from the
engine at the appropriate temperature and pressure; airplane air conditioning pack,
cowling and wing antiicing air system, generator cooling air, and CSD oil cooling air
supply. An air pressure supply for the reverser actuating system is also extracted
from the engine high pressure compressor.
For engine cowl and inlet duct anti-icing, see Chapter 30, Ice and Rain Protection.

C. Further information on the systems which use engine bleed air, but do not form
part of the power plant assembly will be found in Chapter 36, Pneumatic.

Ilustracin 11

ENGINE ANTI-ICING - DESCRIPTION AND OPERATION

A. The engine compressor inlet case and inlet guide vanes are provided with
internal passages which allow the circulation of hot air through the assembly. The
resulting temperature increase will prevent ice from accumulating on the surface of
the inlet guide vanes.
B. The hot air supply is extracted from the eighth stage of the engine compressor
section and is controlled by thermostatic regulators and shutoff valves. The
switches which control the shutoff valves also energize the nose cowl anti-icing air
valves so that both the engine and the cowl anti-ice systems operate
simultaneously. Refer to Chapter 30, Ice and Rain Protection. A valve position
indication light and selector switch are provided to allow checking the position of
any anti-icing valve. The switches and indicator lights are located on the
captains overhead panel.

C. The engine anti-icing system plumbing lines, control valves and temperature
regulators are furnished by Pratt and Whitney. The switches and indicating lights
are installed by Boeing.

Engine Anti-Icing Air Valve

A. An engine anti-icing air shutoff valve is provided in both of the plumbing lines
which supply hot air to the inlet guide vanes and inlet guide vane case. The valves
are located at the 1 oclock and 11 oclock positions aft of the inlet guide vane
case.

B. Each anti-icing air valve is motor operated and when energized drives to the
fully open or closed position as determined by the control switch selection.

Engine Anti-Icing Air Regulator

A. An air temperature regulator or a fixed orifice plate is located on the upstream

side of each antiicing air valve. The regulators or orifice plates limit the volume of
anti-icing air supplied to the inlet guide vane assembly. This keeps the guide vane
assembly from becoming too hot preventing excessive temperature of the engine
inlet air.
 Ilustracin 12

Operation

A. The engine anti-icing system uses hot air bleed from the engine compressor
section to heat the engine inlet guide vane assembly. The air supply is controlled
by shutoff and temperature regulating orifices. The shutoff valves are operated by
switches located on the pilots overhead panel.

B. When the anti-icing air valves are opened hot air circulates around the engine
inlet guide vane assembly, the air passes through each inlet guide vane and into
the inner shroud which forms part of the engine front bearing hub. The air passes
from the front hub into the engine nose dome, a slot in the nose dome exhausts the
air into the engine inlet air stream.

C. The valve position indicating lights are illuminated whenever a valve is in a

position corresponding to the anti-icing control switch setting. During valve transit,
the valve position indicating lights are not illuminated.

ENGINE EXAUSTING SYSTEM

The engine exhaust system controls the direction of the engine exhaust gases.

The engine exhaust system has these sub-systems:

* Turbine exhaust
* Thrust reverser (T/R).
 Ilustracin 13

The engine exhaust system controls the direction of the turbine exhaust gases and
the fan air exhaust gases.

Turbine Exhaust System

The turbine exhaust system supplies an exit for the engine exhaust gases. This
exit increases the velocity of the exhaust gases. This increases engine thrust.
The major components of the turbine exhaust system are the exhaust nozzle and
the exhaust plug.

Thrust Reverser System

The thrust reverser (T/R) system changes the direction of the fan air exhaust to
help create reverse thrust. The flight crew uses reverse thrust to slow the airplane
after landing or during a rejected takeoff (RTO). The turbine exhaust airflow
direction does not change during reverse thrust. The T/R system has a electro-
hydraulic control system and an indicating system.
The T/R system has two thrust reversers. T/R 1 is the thrust reverser for engine

Each T/R has a left and right half. Each half has a translating sleeve which moves
aft (deploy position) for reverse thrust. The two sleeves work independently from
each other. Fan air exhaust goes out radially and forward when the translating
sleeves are in the deploy position.
Four hinges attach each T/R half to the strut. You must deactivate the thrust
reverser before you open a T/R half.
Latches are at the bottom of the two halves. The latches keep the two halves
together.
 Ilustracin 14

Thrust Reverser System

The thrust reverser (T/R) system has these subsystems:

Thrust reverser
Control
Indicating.

The T/R system controls the direction of engine fan air exhaust for forward and
reverse thrust.
Reverse thrust helps decrease the speed of the airplane after landing or during a
rejected take off (RTO).
T/R Control System
The T/R control system controls electrical and hydraulic power to the T/R system.
T/R Indicating System
The T/R indicating system supplies T/R system and T/R control system indication
in the flight compartment.

The T/R system changes the direction of the fan air exhaust to help decrease the
speed of the airplane after landing or during a rejected takeoff (RTO).
The T/R system has two thrust reversers. T/R 1 is the thrust reverser for engine 1
(left). T/R 2 is the thrust reverser for engine 2 (right).
Each T/R has a left and right half. Each half has a translating sleeve which moves
aft for reverse thrust. The sleeves work at the same time, but are independent from
each other. Three hydraulic actuators move each sleeve. Rotary flex shafts make
sure hydraulic actuators extend and retract at the same rate.
 T/R Control System

The T/R control system lets you deploy the T/R when the airplane is less than 10
feet (3 meters) from the ground. You give a deploy signal to the control system
when you raise a reverse thrust lever.
You supply a stow signal when you return the reverse thrust lever to the stow
position.
The T/R control valve module controls hydraulic power to the hydraulic actuators.
The reverse thrust lever operates the switches necessary to send a deploy or stow
signal to the T/ R control valve module.
The sync locks prevent the operation of the hydraulic actuators when there is no
deploy signal.
The primary purpose of the engine accessory unit (EAU) is to control the T/R stow
operation. The EAU supplies front panel built-in-test equipment (BITE) to help you
do troubleshooting of the control system. The EAU uses two T/R proximity sensors
for each translating sleeve for control. The EAU also interfaces with the T/R
indicating system to control the REVERSER light.

T/R Indicating System

The T/R indicating system supplies these indications in the flight compartment:

REV message on common display system (CDS)

REVERSER light on the P5 aft overhead panel
Linear variable differential transformer (LVDT) data on the control display
unit (CDU).

The common display system (CDS) shows the REV message.

This message refers to the positions of a T/Rs translating sleeves. Each T/R has
LVDTs which supply translating sleeve position data to the electronic engine control
(EEC).

When on, the REVERSER light shows that there is a failure in one of these areas:

T/R control system

Mechanical failure (which prevents the control system from correct
operation).

The REVERSER light comes on for 10 seconds during a T/R stow operation. The
light will stay on if the T/R does not stow in 10 seconds. The EAU controls this light.
 Ilustracin 15

Ilustracin 16

THRUST REVERSER - HYDRAULIC ACTUATORS AND SYNC SHAFTS

The hydraulic actuators move the translating sleeves during T/R deploy and stow
operations.
The sync shafts make the hydraulic actuators extend and retract at the same
speed. The sync shafts also let you manually operate the hydraulic actuators.
Each T/R half has three hydraulic actuators. The actuators extend during a deploy
operation and retract during a stow operation. Each T/R half has one locking
actuator and two nonlocking actuators. The locking actuator must unlock for the
other hydraulic actuators on that same half to operate.
The locking actuators have a position feedback mechanism and a manual unlock
lever. The position mechanism operates a linear variable differential transformer
(LVDT). The manual unlock lever lets you unlock the locking actuator for a manual
translation of the T/R sleeve.

There are two sync shafts on each T/R half.

The locking actuators are the top actuators on each T/R half.
The two non-locking actuators are below the locking actuators.
All actuators attach to the torque box and to the translating sleeve.
You open the fan cowl and move the translating sleeve aft to get access to the
hydraulic actuators.
The upper sync shaft is inside the deploy hydraulic tube, between the upper and
center actuators. The lower sync shaft is inside the deploy hydraulic tube, between
the center and lower actuators. The deploy tubes are larger than the stow tubes.
You open the fan cowl to get access to the tubing.

Ilustracin 17

ENGINE STARTING

The engine starting system uses pneumatic power to turn the engines N2 rotor
during a start or motor procedure. Pneumatic power comes from one of these
sources:

APU
Pneumatic ground equipment
Opposite engine.

These components control the engine start system:

 Flight compartment switches
Display electronics unit (DEU)
Electronic engine control (EEC).

The engine starting system operates on the ground and in flight.

Ilustracin 18

The engine starting system uses these airplane and engine systems or
components:

Pneumatic power
Electrical power
Flight compartment switches
Engine fuel control system
Engine control system.
Common display system (CDS).

Engine Start Switch

You put the engine start switch to the GRD position to turn the engine with the
starter. The switch automatically moves to the OFF position at starter cutout.
When electrical and pneumatic power is available, this happens when you put the
switch to the GRD position:

Electronic engine control (EEC) receives a start signal

APU receives an engine start signal
Start valve opens and the pneumatic starter turns the engine.
The crew uses the FLT position to start the engine in flight when the starter is not
necessary.
The CONT position supplies continuous ignition

Start Valve and Starter

The start valve opens to supply power to the starter. Usually, this valve opens
when you put the engine start switch to the GRD position. The start valve position
shows on the engine display. You can manually open the valve.
The starter turns the engine N2 rotor through the engine accessory gearbox (AGB).

EEC

The EEC protects the engine during start. The EEC shuts off fuel supply to the
engine when it finds the engine parameters are out of limits during a start.

Display Electronics Units (DEUs)

The DEUs are components of the common display system (CDS). The DEUs
monitor N2 and let the engine start switch go back to the OFF position at starter
cutout.

Ilustracin 19

GENERATOR COOLING - DESCRIPTION AND OPERATION

A. The generator is a high speed unit that requires cooling whenever it is operating.
To provide this cooling the generator is supplied with engine bleed air. A port on the
outer fan case of the engine is connected by a large duct, to a fitting on the end of
the generator. An exhaust duct, attached to the generator shroud, mates with the
cooling air exhaust port in the engine cowl panel.
B. When an engine is operating, low pressure fan air is forced through the large
duct into the generator. The air circulates around the inside of the generator then
leaves through the screened openings around the forward end of the generator
casing. After leaving the generator, the air enters the generator shroud, passes
through the exhaust duct and is then exhausted overboard through the exhaust
port in the engine cowl panel.

Ilustracin 20

CSD OIL COOLING - DESCRIPTION AND OPERATION

A. Each CSD is cooled by the oil which acts as a lubricant for the unit and as a
hydraulic media in transmission. This oil is cooled in a cooler that uses air as the
cooling agent. During normal flight ram air is forced through the coolers to extract
the heat from the oil. At low flying speeds this ram air may not be sufficient to cool
the oil adequately, and on the ground no ram air is available. To provide sufficient
cooling under these conditions, engine bleed air is used to induce air flow through
the coolers.

B. The CSD oil cooling system comprises an air inlet duct, an oil cooler, an exhaust
duct, an ejector nozzle and an oil cooler shutoff valve. Each engine has a CSD air
scoop which directs ram air into the CSD air inlet duct. The air scoops for engines
No. 1 and 3 are located in the lower portion of the engine nose cowl. The engine
No. 2 CSD air inlet is situated in the lower portion of the engine inlet duct. The air
inlet duct connects to the CSD oil cooler, located on the lower forward portion of
the engine, and the exhaust duct connects the aft side of the oil cooler to the air
exhaust port in the engine cowl panels. The air ejector nozzle is mounted in the
exhaust duct and is connected to the thirteenth stage engine bleed air duct by
tubing into which the oil cooler shutoff valve is installed. The valve is located on the
upper portion of the forward fan case on the right side of the engine.

C. When the system is energized and the oil cooler control switch is in the correct
position, the oil cooler shutoff valves will open and allow engine bleed air to flow
through the ejector nozzles.
Airflow will be induced in the CSD oil cooler to provide cooling for the oil flowing
through the coolers.

Ilustracin 21

ENGINE CONTROL SYSTEM - DESCRIPTION AND OPERATION

A. A manually-operated control system for each engine provides separate control

of engine starting and thrust. Starting of each engine is accomplished by use of a
single lever to energize the ignition system and to initiate fuel flow to the engine.
Another lever assembly controls both forward and reverse thrust by regulating fuel
flow and actuating the thrust reverser. An interlock mechanism prevents
simultaneous actuation of forward and reverse thrust levers for each engine.

B. The engine control system consists of an engine start lever and a thrust lever
assembly for each engine, connected by a series of throttle control cables and
mechanical linkages to the fuel control units on the engines (Fig. 1). A thrust lever
friction regulator applies a braking force to all thrust lever assemblies during
forward thrust operation.
C. A drum-and-shaft assembly for each engine transmits engine control cable
travel to the upper thrust and start rods. A stop lug on the start cable drum provides
a mechanical stop against the support bracket when the start lever is at CUTOFF.
On engines Nos. 1 and 3, the engine control drum-and-shaft assembly is in the
nacelle strut. On engine number 2, the assembly is mounted on a bracket attached
to the aft side of the engine firewall.

D. Each engine start lever is connected by cables to the drum-and-shaft assembly.

Linkage rods connect a crank on the start shaft to a crank on the engine cross-
shaft and from a crank on the right end of the cross-shaft to a lever on the fuel
control unit.

E. The thrust lever assembly is connected by cables to the drum-and-shaft

assembly. A rod connects a crank on the thrust shaft to a crank on the engine
cross-shaft. A crank and linking rod on the right end of the engine cross-shaft
connects to the power control shaft on the fuel control unit.

F. Actuation of the thrust lever assembly regulates fuel flow in the fuel control unit.
For reversen thrust, the lever assembly movement actuates the thrust reverser in
addition to increasing fuel flow. It should be noted that the direction of travel of the
thrust control cables and drums is the same for decreasing forward thrust as it is
for increasing reverse thrust. Two distinct increases in lever loads are encountered
as the lever is moved in the direction of increasing reverse thrust. The first increase
occurs when a spring-loaded roller engages a detent (maximum power detent).
The second increase occurs at the point of engagement of a spring (reverse thrust
feel control, if installed).

Ilustracin 22
 Ilustracin 23

ENGINE INDICATING - DESCRIPTION

A. The engine indicating systems described in this chapter include the engine
pressure ratio (EPR) indicating system, a tachometer system to measure the
speed of the low pressure compressor (N1) and high pressure compressor (N2),
an exhaust gas temperature (EGT) indicating system, and an airborne vibration
monitoring system.

B. Each system provides a reading of engine operating conditions on indicators

located in the control cabin. This information enables the monitoring of engine
output and maintaining a selected flight performance.

C. 727-200 Series Airplanes have engine failure warning lights located on the
lightshield. The lights are controlled by pressure switches in the engine bleed
system and provide visual warning in the event of engine thrust loss (Ref 21-11-0).

ENGINE PRESSURE RATIO INDICATING SYSTEM - DESCRIPTION AND

OPERATION

A. The engine pressure ratio (EPR) indicating system shows the engine power
output and is used for setting engine thrust and for monitoring engine performance.
The EPR indicating system consists of one inlet pressure (Pt2) sensing probe, six
exhaust pressure (Pt7) sensing probes, an engine pressure ratio transmitter and a
pressure ratio indicator for each engine.

B. The engine inlet and exhaust pressures, sensed by the pressure sensing
probes, are transmitted to the pressure ratio transmitter. The transmitter converts
the exhaust and inlet pressures into a ratio, provides output signals proportional to
the EPR and transmits the signals to the EPR indicator located in the flight
compartment. The indicator transforms the electrical input signals into the indicator
pointer shaft rotation and digital three-wheel counter to show the engine pressure
ratio. A test receptacle, used to attach a master indicator, is included in the circuit
to provide a means of adjusting and checking the system (Fig. 1). On airplanes
incorporating EPR-activated takeoff warning system, refer to Chapter 31,
Instruments, for a description.

Inlet Pressure Sensing Probe

A. The engine inlet pressure (Pt2) is sensed by a probe similar to a pitot tube. This
probe is mounted through the center of the nose dome with the open end of the
tube facing the inlet air stream. The vent hole in the probe functions as the probe
ice detector by decreasing engine inlet pressure (increasing EPR) when icing
occurs. The probe is anti-iced by the engine anti-ice system.

Exhaust Pressure Sensing Probe

A. Each engine has six exhaust (discharge, Pt7) pressure sensing probes
projected into the stream of turbine exhaust gases. The probes are connected to a
common manifold for obtaining an average pressure of the exhaust gases. Exterior
connection to the manifold is made at a single point through the fan discharge
outer duct at approximately the 7 oclock position.

Ilustracin 24

THRUST REVERSER - DESCRIPTION AND OPERATION

A. A thrust reverser unit, located on the aft end of each engine, is used to reduce
the length of the landing roll. The thrust reverser is of the clamshell door type,
providing thrust reversal by blocking the engine exhaust gas flow path with
clamshell doors and deflecting the gases through openings in the reverser frame
onto two external deflector doors or through the cascade vane deflectors which
further deflect the gas forward and overboard. Each thrust reverser operates
independently. The major components of the thrust reverser are the thrust reverser
frame assembly, two axially-mounted clamshell doors, two hinge installations for
the clamshell doors, two deflector doors, or cascade vane deflectors, two thrust
reverser actuators, a sequence valve on reversers with deflector doors, and a
thrust reverser lockout actuator or lock mechanism as applicable. The tailpipe is
attached to the thrust reverser unit and is considered as part of the thrust reverser
assembly. A thrust reverser shroud assembly installed around the circumference of
the thrust reverser forward mounting ring acts as a gas seal between the engine
and the thrust reverser.

B. The thrust reverser on the center engine (engine No. 2) is the same as the
thrust reversers on the strut-mounted engines (engines 1 and 3) except for certain
installation features. The center engine thrust reverser is mounted so that the
exhaust gases are deflected out the sides of the thrust reverser or aft fuselage
since the thrust reverser forms the aft end of the fuselage. The strut-mounted
thrust reverser installations are oriented to deflect exhaust gases above and below
the engine, resulting in the center engine reverser installation being rotated 90
degrees with respect to the strut-mounted reversers. Also, a double-flanged
adapter ring or spacer tapered from bottom to top is installed between the aft end
of the engine and the forward end of the thrust reverser on engines 1 and 3 to
direct the exhaust gases for the proper thrust angle.
Engine No. 3 thrust reverser installation is rotated 180 degrees from engine No. 1
installation to make the installations compatible with the thrust reverser pneumatic
tubing installations on the respective engines.

C. The thrust reverser is pneumatically actuated and control is provided by a

reverse thrust lever (one for each engine) on the pilots control stand. Pressure is
supplied by engine 13th-stage bleed air source (Ps4). The thrust reverser
pneumatic plumbing taps into a 13th-stage air distribution line located on the
engine (center engine) and in the strut (side engines). The pneumatic supply line
routes air to a thrust reverser directional valve which is mounted to the engine
control shaft bracket underneath the forward end of the engine on the center
engine and in the strut on the side engines. Thrust lever input is transmitted to the
engine controls shaft installation by direct cable connection. A thrust reverser
control cam on the lower end of the shaft provides position input for the directional
valve. Air is routed from the directional valve by the pneumatic plumbing to two
thrust reverser actuators providing the input to the thrust reverser for "cruise" and
reverse thrust actuation and operation. The thrust reverser lockout actuator,
located upstream of the thrust reverser actuators in the reverse thrust pneumatic
line, maintains the thrust reverser mechanically locked in forward thrust position
until reverse thrust is selected. When reverse thrust is selected the actuator is
pneumatically operated to unlock the reverser and route air to the thrust reverser
actuators for reverse thrust operation. The sequence valve is installed only on
reversers with deflector doors and is located upstream of the actuators in the
forward thrust pneumatic line to route air sequentially to the clamshell door piston
and the deflector door piston of the actuators to retract the clamshell doors to the
forward thrust position before retracting the deflector doors. A push-pull control
follow-up system running between the thrust reverser clamshell hinge arm and a
follow up cam in the thrust control mechanism limits thrust control motion while
reverser is in transit or is not in commanded position.

D. Reverse or "cruise" thrust operation is selected by use of the reverse thrust

lever in the control cab. Actuation of the reverse thrust levers positions the
directional valve to direct Ps4 pneumatic air to the appropriate ports of the thrust
reverser actuators causing the reverser deflector doors, if installed, and clamshell
doors to be actuated to the selected thrust position.
The follow-up controls prevent full thrust command from being applied while the
thrust reverser is in transit or is not in commanded position.

Thrust Reverser Frame Assembly

A. The thrust reverser frame is a welded structure to which the clamshell doors,
deflector doors or cascade vane deflectors, clamshell and deflector door actuating
linkage, if installed, thrust reverser actuators, sequence valve, and tailpipe are
attached. Hinge support assemblies are installed through the upper and lower
vertical centerlines of the frame providing attachment for the clamshell door hinge
assemblies.
 Ilustracin 25

ENGINE OIL SYSTEM - DESCRIPTION AND OPERATION

A. The engine oil system comprises an oil storage and an oil distribution system
together with the necessary indicating systems which provide measurements of oil
quantity, oil pressure and oil temperature. A low oil pressure and filter bypass
indicating system is also provided.

B. Each engine is provided with an independent oil system which provides cooling
and lubrication of engine gears and bearings. An oil storage tank, mounted on the
lower left side of the engine, furnishes a continuous supply of oil to the engine
driven oil pressure pump in the accessory drive gearbox housing. An external line
carries oil from the pump to a full flow type fuel/oil cooler. Cooled oil is then
delivered to the engine bearings through a distribution manifold and galleries
formed in the engine structure.

C. An oil filter is provided downstream of the oil pump. The filter housing is made
integral with the accessory drive gearbox casing. A removable cover is located on
the outside of the gearbox to allow replacement or cleaning of the filter core. A
bypass valve is arranged between the inlet and outlet of the filter. If the filter
becomes clogged this valve will open and allow a flow of unfiltered oil to circulate in
the engine.

D. Oil is scavenged from the engine bearing cavities by three pumps and returned
to the accessory drive gearbox. From there it is pumped back into the engine oil
tank.

ENGINE OIL TANK - DESCRIPTION AND OPERATION

A. Each engine is provided with a cylindrical shaped oil tank which mounts on the
left front face of the accessory drive gearbox and is secured at the front by a strap.
With the engines installed on the airplane, the tank holds approximately five U.S.
gallons. The remaining tank volume accommodates any oil foaming and
expansion.
NOTE: Since the NO. 1 and NO. 3 engines are installed in a slightly nose high
attitude, the oil tanks on these engines will hold less oil than the tank on NO. 2
engine.

B. The tank is constructed of stainless steel and is capable of withstanding, without

permanent deformation, the stresses imposed by pressure, vibration, and shock
loads such as may occur during landing, rough flight conditions, etc. A baffle serves
to minimize sloshing of the oil in the tank. A deaerator in the tank separates most of
the air from the returning oil, thus minimizing foaming.

C. Servicing of the oil tank is accomplished through a filler port, located in the oil
tank sump cavity.
Any oil that is spilled in the sump cavity is drained to a fluid drain tank on the
underside of the engine.
D. For ground check of oil quantity, a dipstick is attached to the self-locking filler
cap. A capacitance sensing probe in the tank transmits an electrical signal for
remote indication of oil quantity during flight.

E. The tank is equipped with an inlet strainer at the filler port. An outlet strainer is
located at the drain valve on the underside of the tank.

OIL TANK DRAIN VALVE DESCRIPTION AND OPERATION

A. The oil tank drain valve is located at the bottom of the oil tank. The handle is
springloaded to the valve closed position. Manually rotating the handle 90 degrees
in a clockwise direction opens the valve allowing the oil to drain from the tank. The
handle is locked in the valve open position by a ball detent arrangement.
Counterclockwise movement of the handle unseats the balls from the detents and
allows the spring tension to return the handle to the valve closed position.
 Ilustracin 26

ENGINE OIL DISTRIBUTION SYSTEM - DESCRIPTION AND OPERATION

A. The engine oil distribution system is a self-contained high pressure design

consisting of a pressure system which supplies lubrication to the main engine
bearings and to the accessory drives, and a scavenge system by which oil is
withdrawn from the bearing compartments, and from the accessories, and then
returned to the oil tank. A breather system connecting the individual bearing
compartments, the accessory drive gearbox, and the oil tank completes the oil
distribution system. For a complete description of the internal engine oil system
refer to 72-00, P&WA JT8D Maintenance Manual.

Oil Pressure System

A. Oil flows by gravity from the oil tank to the engine driven pump, located inside
the accessory drive gearbox housing. Pressure oil from the pump flows through an
oil filter to a fuel cooled oil cooler. From this unit it passes to the various engine
bearings. Bypass valves are provided in the filter and in the oil cooler. These
valves open and allow oil to continue flowing through the system in the event that
either unit becomes clogged. An adjustable pressure regulating valve, installed in
the accessory drive gearbox on the pressure side of the pump, maintains system
pressure and flow by bypassing oil back to the pump inlet.

Scavenge Oil System

A. Four scavenge pumps return oil from the bearing cavities to a sump in the
accessory drive gearbox. The scavenge stage of the engine driven pump then
returns the oil to the tank. A deaerator in the tank separates the air from the
returning oil, thus minimizing foaming.

Oil Breather System

A. An oil breather system connects the engine bearing cavities, the accessory drive
gearbox, and the oil storage tank. This system controls the pressures in the
accessory drive gearbox and main bearing cavities, thereby ensuring adequate oil
flow and preventing scavenge pump cavitation during engine operation.

B. Oil droplets and vapor are removed from the breather airstream by a centrifugal
separator located in the accessory drive gearbox. After passing through the
separator unit the breather air is exhausted overboard through a vent pipe.

P&WAENGINE OIL DISTRIBUTION SYSTEM - DESCRIPTION AND

OPERATION

A. The engine oil distribution system is a self-contained high pressure design

consisting of a pressure system which supplies lubrication to the main engine
bearings and to the accessory drives, and a scavenge system by which oil is
withdrawn from the bearing compartments, and from the accessories, and then
returned to the oil tank. A breather system connecting the individual bearing
compartments, the accessory drive gearbox, and the oil tank completes the oil
distribution system. For a complete description of the internal engine oil system
refer to 72-00, P&WA JT8D Maintenance Manual.

Oil Pressure System

A. Oil flows by gravity from the oil tank to the engine driven pump, located inside
the accessory drive gearbox housing. Pressure oil from the pump flows through an
oil filter to a fuel cooled oil cooler. From this unit it passes to the various engine
bearings. Bypass valves are provided in the filter and in the oil cooler. These
valves open and allow oil to continue flowing through the system in the event that
either unit becomes clogged. An adjustable pressure regulating valve, installed in
the accessory drive gearbox on the pressure side of the pump, maintains system
pressure and flow by bypassing oil back to the pump inlet.

Scavenge Oil System

A. Four scavenge pumps return oil from the bearing cavities to a sump in the
accessory drive gearbox. The scavenge stage of the engine driven pump then
returns the oil to the tank. A deaerator in the tank separates the air from the
returning oil, thus minimizing foaming.

Oil Breather System

A. An oil breather system connects the engine bearing cavities, the accessory drive
gearbox, and the oil storage tank. This system controls the pressures in the
accessory drive gearbox and main bearing cavities, thereby ensuring adequate oil
flow and preventing scavenge pump cavitation during engine operation.

B. Oil droplets and vapor are removed from the breather airstream by a centrifugal
separator located in the accessory drive gearbox. After passing through the
separator unit the breather air is exhausted overboard through a vent pipe.

PNEUMATIC STARTING SYSTEM - DESCRIPTION AND OPERATION

A. The pneumatic starting system provides means for rotating the engines to the
rpm range at which starting can be accomplished when fuel and ignition are
supplied.

B. The system consists of three pneumatic starters, three starter valves, and the
associated hardware. For component location. The pneumatic starting system is
controlled by:
(1) Start switches, located on the pilots overhead panel.
(2) Air conditioning switches, located on the third crewmans upper panel.
(3) Start levers on the pilots control stand.

C. With air pressure in the pneumatic manifold, actuating the engine start switch
will supply electrical power to open the starter valve. Low pressure air acts on the
turbine blades of the pneumatic starter causing it to rotate. Rotation of the starter is
transmitted to the N2 compressor through the accessory drive gear system. When
the engine has accelerated to starting speed, application of fuel and ignition, by
advancing the start lever, should result in the engine starting. For engine start
procedure, refer to Chapter 71, Power Plant - General. At starter cutout speed,
electrical power is interrupted mechanically, the starter valve closes, and the
starting cycle is ended.

The pneumatic starting system can utilize low pressure air from three
separate sources
.
Normally, the engines are started with bleed air from the auxiliary power unit
(APU). Secondly, the low pressure air can be obtained from a ground source
through the pneumatic ground service connection. The cross-bleed air from an
operating engine is the third source of low pressure air for starting the remaining
engines. However, the cross-bleed starting is not desirable because the operating
engine must operate at approximately 80% power setting to develop adequate air
pressure for starting another engine.
 Ilustracin 27

Pneumatic Starter

A. The pneumatic starter is a lightweight turbine-type air motor which converts the
kinetic energy of compressed air into starting torque sufficient to accelerate the
engine to starting speed. Low pressure air and electrical power are required for
starter operation. The starter will continue to assist the engine until starter cutout
speed is attained.

B. The starter consists of a scroll assembly, turbine wheel, reduction gear

assembly, engaging mechanism, and an output shaft. The starter is fitted with a
shutoff valve to control the inlet air flow. When the valve is open it admits air to the
inlet connection on the starter scroll assembly; the air then passes through the
starter vanes of the scroll assembly and is directed radially inward through the
turbine wheel imparting high-speed rotation. Exhaust air from the turbine wheel
then passes through the vendor air outlet screen or through the turbine wheel
containment assembly.

C. The reduction gear train translates the high speed, low torque of the turbine
wheel into low speed, high torque. This output is transmitted through a pawl and
ratchet engagement mechanism to the output shaft. From the starter output shaft
the cranking torque is transmitted to the N2 compressor by way of the accessory
drive gears. A clutch mechanism provides engagement of the reduction gear train
with the output shaft for engine starting; when the speed of the output shaft
exceeds the speed of the internal gear hub, the clutch mechanism overruns, thus
providing automatic disengagement. Turbine overspeed control is maintained by
the cutout switch mechanism, which automatically closes the shutoff valve when
the output shaft reaches the predetermined cutout speed. This safety switch is
mounted on the output shaft and is actuated by centrifugal force. The pneumatic
starter is mounted on the accessory drive gear case beneath the engine.
 Ilustracin 28

Bibliographic:

Aircraft Maintenance Manual

Manual JT8D
Aviacsa Information