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* Engine combustor configuration (SAC or DAC).
Display Electronic Units
The DEUs let the EEC get and send data to many of the airplane
systems and components. This is the data that the EEC gets and
sends through the DEUs:
* Engine indication data
* Thrust reverser position
* Start switch position
* Igniter selector switch position
* Start lever position
* Airplane bleed air system status
* Engine cowl thermal anti-ice (CTAI) valve command
* Air data inertial reference unit (ADIRU) total pressure (PT),
total air temperature (TAT) and ambient static pressure (P0)
data
* BITE data
* Forward and reverse thrust lever position
* Engine parameters
The EEC sends engine parameter data through the DEUs to the
CDS engine display. Some data also shows on indicator lights
in the flight compartment.
NOTE: The flight management computer (FMC) receives some
data from the EEC through the DEUs.
ENGINE FUEL AND CONTROL - ENGINE CONTROL - FUNCTIONAL DESCRIPTION
EFFECTIVITY
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CFM56 ENGINES (CFM56-7) 737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
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See the flight management computer section for more
information. (SECTION 34-61)
Thrust Reversers (T/Rs)
Linear variable differential transformers (LVDTs) send T/R
translating sleeve position to the EEC. The EEC gets four T/R
position signals, one from each T/R half for channel A and one
from each T/R half for channel B. The EEC uses T/R sleeve
position to control reverse thrust.
The EEC operates the thrust reverser (T/R) lever interlock
solenoids. The T/R interlock solenoid prevents reverse thrust
lever travel until the T/R sleeves are deployed enough for
reverse thrust.
The EEC also causes the engine to go to idle if it senses a T/R
sleeve not in the correct position. See the thrust reverser
control system section for more information about the T/R
control system. (SECTION 78-34)
The EEC sends a no dispatch signal to the DEUs when a left and
a right T/R half position signals are out of range. The position
signals can be from the same EEC channel or one from each
EEC channel.
Engine Start and Igniter Select Switches
The EEC usually monitors the start switch position signals
through the DEUs. The EEC uses the switch position to control
the engine ignition systems. The start switch also sends
position signals directly to the EEC.
The igniter select switch operates with the start switches. The
igniter select switch supplies the EEC with control data to
operate the left, right, or both ignition systems.
See the ignition section for more information on the engine start
switches and igniter select switch. (SECTION 74-00)
Start Levers
The start lever supplies a position signal to the EEC. The EEC
uses the start lever position to control ac power to the engine
ignition exciters.
When the start lever is in the idle position, the EEC also controls
the FMV in the hydromechanical unit (HMU) to get engine idle
power. The fuel flow through the FMV causes the high pressure
shutoff valve (HPSOV) in the HMU to open.
When the start lever goes to the cutoff position, it energizes a
HPSOV solenoid in the HMU. This solenoid causes servo fuel
pressure in the HMU to close the HPSOV. The start lever also
sends a signal to the EEC. This signal tells the EEC that the
engine is in the shutdown mode.
ENGINE FUEL AND CONTROL - ENGINE CONTROL - FUNCTIONAL DESCRIPTION
EFFECTIVITY
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D633A101-GUN Jun 10/2003
BOEING PROPRIETARY - Copyright#- Unpublished Work - See title page for details.
CFM56 ENGINES (CFM56-7) 737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
73-21-00-018
See the engine controls chapter for more information on the
start levers. (CHAPTER 76)
Fire Handle Switch
The fire handle switch on the P8 aft electronics panel sends the
same close signal to the HPSOV as the start lever. When you
pull the fire handle up, a switch in the handle assembly closes
and sends the close signal to the HPSOV solenoid in the HMU.
Air and Anti-Ice Systems
The engine supplies HPC bleed air to the airplane bleed air
system and to the anti-ice system.
The EEC receives control data from engine anti-ice and bleed
air systems. The EEC uses this data to reduce the thrust rating
of the engine. This keeps the engine core in limits for the
selected thrust rating when the bleed systems operate.
See the engine bleed air distribution section for more
　
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