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 C.  The engine idle indication relays are in the J-5 or J-21 box. The boxes are in the fuselage, on the right side of the nose gear wheel well. Access to the boxes is through the aft access panel on the right wall of the wheel well.
 D.  AIRCRAFT WITHOUT THE INDICATION CIRCUIT FOR THE 45% N1 ENGINE IDLE; The LOW IDLE light is on the P5 overhead panel and will come on to tell the pilot that engine RPM is not sufficient. The LOW IDLE light circuit monitors the condition of the idle reset solenoids, thrust lever angle setting, N1 fan speed, and the start lever position.
 E.  AIRCRAFT WITH THE INDICATION CIRCUIT FOR THE 45% N1 ENGINE IDLE; The circuit also monitors the engine start switch position, N2 core speed and radio altitude.
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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
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CFM56 ENGINES
737-300/400/500/ /MAINTENANCE MANUAL ////////////////////////
ENGINE FIREWALL DISC

Boeing Wire Harness Installation
Figure 6 (Sheet 1)

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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A78659
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CFM56 ENGINES
737-300/400/500/ /MAINTENANCE MANUAL ////////////////////////
ENGINE FIREWALL DISC

Boeing Wire Harness Installation
Figure 6 (Sheet 2)

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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A78663
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CFM56 ENGINES
737-300/400/500/ /MAINTENANCE MANUAL ////////////////////////
ENGINE FIREWALL DISC

FAN UPPER OVHT
FIRE DETECTOR

FAN LOWER OVHT
FIRE DETECTOR

D406 (W1506)

ENG COWL ANTI-ICE VALVE
Boeing Wire Harness Installation
Figure 6 (Sheet 3)

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A78664
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CFM56 ENGINES
737-300/400/500/ /MAINTENANCE MANUAL ////////////////////////
12. Operation
_________
 A. General
 (1)  
The MEC integrates power demand within the control using compressor inlet temperature (CIT), core engine speed (N2), and compressor discharge pressure (CDP) parameters to establish fuel flow rate and variable stator vane (VSV) position commands. The VSV actuation also starts the variable bleed valve (VBV) hydraulic actuator to set the VBV's. Feedback systems in the MEC and outside the MEC, use the VSV and VBV feedback cables, null the actuation signals.

 (2)  
The power management control (PMC), a solid-state electronic device powered by the N2 control alternator speed sensor, provides smooth acceleration, minimizes EGT overshoot, and automatically establishes corrected N1 fan speed to obtain flat-rated thrust within the parameters established to prevent the engine from exceeding its operating limits. The PMC receives engine parameters PS12 and T12, and power demand from MEC power lever angle (PLA) and biases the MEC demand through a torque motor to establish a computed N1 fan speed that will provide flat-rated thrust. The computed N1 fan speed and actual N1 fan speed (from N1 fan speed sensor) is compared and the MEC power demand (PLA) is adjusted accordingly.

 (3)  
A bias signal to open the VBV's is included in the MEC/VBV servo mechanisms during engine thrust reverser operation.

 (4)  
ENGINES WITH THE HPTCC TIMER; The HPTCC timer, on signal from the MEC, controls operation of the TCC valve during the first 182 seconds (nominal) of engine operation exceeding 13,800 rpm (95% N2) on takeoff roll.
　
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