(b) Cooling air for the HPT nozzle vanes is provided by air from the HPC discharge.

 (c) Cooling air for the HPT clearance control is provided by air from 2 sources to optimize the HPT blade clearance. The air is taken from the HPC stages 4 and 9. The flow rate of each supply is regulated by the ECU according to engine operating conditions.

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 (d) Cooling air for the stage 1 of LPT vanes is taken from the HPC stage 4. This air is also used to cool the stage 1 and 2 LPT disks. Cooling air for stage 3 and 4 LPT disks is taken from the HPC discharge.
 (5) LPTACC system
 (Ref. 75-22-00)

 (a) The LPT case is cooled by 2 outer cooling manifolds. Cooling air is provided by 2 air scoops located in fan airstream.

 (6) High energy igniter harness
 (Ref. 75-27-00)

 (a) Cooling air for the high-energy igniter harness is taken from the fan frame outlet near the bundle junction box.

 (7) Engine Bleed Air Two customer bleeds are available at stages 5 and 9 of the HPC.

 (a) The air intake cowl anti-icing system consists of ducting routing from a 5th stage engine bleed port to the air intake cowl lip swirl nozzle. An on-off valve control the air supply to the air intake lip. (Ref. chap. 30-21-00).

 (b) The environmental control system (ECS) pneumatic installation collects bleed air from either the engine 5th stage manifold or the engine 9th stage manifold and delivers the bleed air through a pressure regulating valve to the pylon/nacelle assembly interface (Ref. chap. 36-11-00).

 (c) ECS air cooling is provided through the precooler by air taken in the fan discharge.

 (8) ECU Cooling (Ref. 75-24-00) The ECU is cooled by air. This air flows and maintains ECU internal temperatures within maximum limits.

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 C. Engine control
 (1) Fuel Control System Air Bleed
 (Ref. 73-20-00)

 (a) The air bled from the fan inlet provides static pressure PS12 evaluation. This pressure serves as a control parameter for the electronic control unit (ECU).

 (b) The air bled from the HPC stage 9 provides static pressure PS3 compressor discharge pressure (CDP) evaluation. This pressure serves as another control parameter for the ECU.

 (2) Compressor control (Ref. 75-30-00) The variable stator vane (VSV) and the variable bleed valve (VBV) are controlled by the ECU. The VSV system controls the air flow (primary) through the compressor downstream of the booster. The variable stator vane actuators position the inlet guide vanes and stator vanes as scheduled by the ECU through HMU. The VBV system automatically schedules the total opening by positioning the valves as a function of corrected core and corrected fan speed.

 (3) Variable Bleed Valve system (Ref. 75-31-00) The variable bleed valve (VBV) position is related to the high pressure compressor (HPC) operation. It is directly controlled by the angular setting of the variable compressor stator vanes at steady-state operation and during acceleration. The bleed valves open during low and transient operations to increase the booster mass flow and to improve booster and HPC matching. The bleed valves are fully open during fast decelerations.

 (4) Variable Stator Vane system (Ref. 75-32-00) The variable stator vane (VSV) actuation system consists of 2 VSV hydraulic actuators with dual independent transducers (LVDT) for position feedback, and 2 actuation mechanisms and linkages. Fuel pressure from the hydromechanical unit is the hydraulic medium used to operate the VSV actuators.

 D. Indicating
 Nacelle temperature indicating is described in 75-41-00.

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FIN I FUNCTIONAL DESIGNATION I PANELIZONEIACCESS I ATA
 I I I I DOOR I REF. -------------------------------------------------------------------------------13KS1 SENSOR - TEMP, ENG 1 NACELLE 415 451AL 75-41-15 13KS2 SENSOR - TEMP, ENG 2 NACELLE 425 461AL 75-41-15
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