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Turbofan GTE, manufactured by the General Electrical Company of USA.
Twin spool, axial flow, high pressure ratio, high bypass ratio.
Maximum thrust = 52460 lbs upto 111F at take-off and
= 48080 lbs upto 77F during max climb.
High bypass ratio = 5.2 =1414/272.
High thrust to weight ratio.
Low noise level due to,
Low fan tip speed;
Elimination of IGV of fan;
Optimization of OGV spacing;
High bypassing;
Use of honeycomb panels.
High mass flow rate.
It has 7 bearings in 3 sumps and 1 inter shaft bearing.
Bi-lobes and Tri-lobes outer racing at bearing no. 4R and 5R respectively. This
reduces skidding of roller at cold condition.
Bearing no. 1 is oil dampened bearing which prevent oscillation of shaft to the
aircraft engine.
Bird injection damage is less.
5 Modules: Fan, Core, HPT, LPT, Gear box.
External fuel manifold and flow separation at nozzle.
Annular combustion chamber with 30 dual fuel nozzle and of 3 types:
Fuel nozzle at position 9 & 13 having flow rate of 60 lbs/hr and have green
Fuel nozzle at position 15 & 16 having flow rate of 115 lbs/hr and have
blue band,
Remaining all 26 fuel nozzle having flow rate of 70 lbs/hr with aluminium
Gear box & its drive from HPC case.
Efficient HPC cooling.
ACC system for HPT & LPT.
VSV & VBV for airflow control.
Chip Detectors facilitate in troubleshooting.
Boroscopic inspection (BSI) ports.
Introduction of PMC & ECAM system.
This engine is version of like A1 A2 B1 B2 which changes the thrust as per the
aircraft requirement such as Airbus A300-600; Airbus A310-300; Boeing 767-
200 & Boeing 767- ER.
Airflow :
Primary flow goes to generator section,
Secondary flow bypass flow,
Parasatic flow internal cooling purpose, sump pressurization and
aircraft used.
IDG = 90 KVA.

Fan Discharge air provides cooling flow for cabin air conditioning system
and heat exchangers,
11st stage HPC air for anti-icing of engine cowling, cooling air valve,
8th stage or 14th stage HPC air is used for pressurization and air
conditioning system. Also for anti-icing of wing and rain repellant system,
thrust reversal operation.
Inlet of the engine 14.7 PSI 570.7R
Inlet of the LPC 24.2 PSI 611R
Inlet of the HPC 36.2 PSI 745R
Outlet of the HPC 412.9 PSI 1432R
Outlet of the combustion chamber 396 PSI 2850R
Outlet of the HPT 96.6 PSI 1945R
Outlet of the LPT 20 PSI 1333R
Outlet of the engine 20.7 psi 1333R

The cockpit indication in take-off:

EPR 6.73 psi (Pt4.9 / Pt2). ..[as Pt2 is inlet of LPC].
EGT 1907R (Tt4.9)[ inlet of LPT].
Fuel flow 17140 lbs/hr.
N1 101.2% i.e. 3320 RPM
N2 102.5% i.e. 10070 RPM.
Oil consumption 0.27 liter/hr.


It has throttle system or thrust control that integrate aircraft and
engine electronic and hydro-mechanical computer and sensors to precisely
compute thrust level desired. By selection of push button of aircraft thrust
rating panel, the position of throttle lever until throttle cursor needle of RPM
(N1) indicator aligned with computer position level computed.
Power Management Control resolves into 3 categories:
1, Fuel Flow Control and Regulation,
2, Compressor Airflow Control,
3, Turbine Clearance Control.
For this, fuel system components are:
1, MEC (Main Engine Control) &
2, PMC (Power Management Control).

1. MEC:
Hydro-mechanical computer and valving system together provide
1, Fuel flow SOV opening/closing,
2, Fuel metering,
3, Compressor airflow control,
4, Engine over-speed,
5, Engine over-pressure,
6, Engine over-temperature limiting.

2. PMC:
An electronic digital computer interfacing aircraft throttle system, thrust
computer and N1 indicator. It has authority to trim or to adjust MEC fuel flow
to maintain N1 RPM on target.

3. Detached Sensor of MEC:

1, Hydro-mechanical N1 sensor required for N1 governing of fuel flow.
2, Hydro-mechanical T2 sensor give sense for speed schedule.
3, CIT sensor for max fuel scheduling and compressor control.

4. Detached Sensor of PMC:

1, Electrical T2 sensor required for rating schedule.
2, Electrical N1 sensor required for trimming MEC & to control fuel flow.
3, Throttle Resolver required for cursor positioning on N1 indicator.
5. Other Detached Components:
1, Dedicated Alternator for PMC power & N2 indicator.
2, VSV & VBV actuator of MEC for compressor control.
3, VSV & VBV feedback cables for compressor control.
4, ACC signal valves for HPT, LPT casing cooling.

Operation & Description of MEC:

MEC is made by Wood Governor Company & it is bolted on AGB forward
1. Fuel Connections:
a. Metered fuel discharge to combustion chamber.
b. VSV actuator rod end and head end connections.
c. VBV actuator rod end and head end connections.
d. CIT sensor fuel line.
e. HM T2 sensor.
f. HM N1 sensor.
g. Shaft seal drain lines.

2. Pneumatic Connection:
a. CDP air connection (PS3).
b. Ambient air (P0).

3. Electrical Connection:
a. Aircraft cable.
b. PMC output cable.

4. Mechanical Connection:
a. Power lever to aircraft throttle system.
b. VSV, VBV feedback cable.
MEC Adjustment:
1. Max Fuel flow Stop: between 20,000 to 25,000 lbs/hr.
2. Min Fuel flow Stop: 595 lbs/hr.
3. Specific Gravity Adjustment: ATF specific gravity ranges/changes from 0.7 to
0.85. For this adjustment 5/32 wrench is required.
4. Min Ideal Speed Adjustment: it is adjusted by 3/16 hexagonal socket.
5. VSV feedback cable Adjustment: it is adjusted by 1/4 hexagonal shaft.
6. VBV feedback cable Adjustment: it is adjusted by 1/4 hexagonal shaft.
7. Throttle rigging: it is done at 80 of throttle position in cockpit, provision is
there to install rigging pin which is 3/16 dia pin.
Range of throttle,
Throttle total travelling degree = 0 to 130.
a. 0 to 38 = reverse thrust operation range.
b. 38 to 56 = ideal thrust operation range.
c. 56 to 130 = forward thrust operation range.


1. Manufactured by General Electric Company, USA.
2. PMC is shock mounted to fan frame at 7O clock position. It is digital control
computer and its electrical power is supply by dedicated alternator which is
installed on AGB, which provides power to PMC.
3. In case of ground testing of PMC, 28V DC supply from the aircraft bus bar.
PMC is air-cooled for long duration life and cooled by ambient air.
4. Electric cables connection to PMC, one by aircraft interface and one by
engine interface connector.
5. Aircraft interface connector cables includes ARINC data bus, aircraft discrete
input, ground test power input, throttle lever angle (TLA) resolver input, and
PMC enable/disable input.
6. Engine interface: electrical T2 sensor, electrical N1 sensor, alternator input,
MEC torque motor input, MEC N1 demand resolver output.